MW Fly B22 AeroPower, B25 AeroPower Operation Manual

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Manual B – Operations - 1

Manual B

OPERATIONS MANUAL

B22

B25

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

AeroPower

Manual B – Operations - 2

Before attempting any engine start carefully read Manual A containing important safety information. Not following safety procedures could cause severe injury or loss of life. Consult the aircraft instruction manual for more information on safety.

All information, illustrations, instructions and technical data contained in this manual has been upgraded before printing. MW Fly reserves the right to modify, correct or upgrade general data at any time without any obligation or prior consent from third parties. Publication of any part of this document without written consent of MW Fly is strictly prohibited.

This Manual forms part of the engine and must be kept safe. It must accompany the engine in case of sale to a new owner. The original document is written in Italian and this language will be used to settle any dispute of a legal or technical nature.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 3

B.1. SUMMARY 7

B.2. INTRODUCTION 7

B.2.1. Statement 7 B.2.2. Consultation Notes 7 B.2.3. Identification Data 9 B.2.4. MW Fly Authorized Service Centers 9

B.3. SAFETY 10

B.3.1. Statement 10 B.3.2. Safety Elements 10

B.3.2.1. Passive Safety 10 B.3.2.2. Active Safety Elements 12

B.3.3. Warning labels 14

B.3.3.1. Engine Oil Filler Cup 14 B.3.3.2. Reduction Gear Box Oil Filler Cup 14 B.3.3.3 Water Expansion Tank 15 B.3.3.4. Air Filter 15 B.3.3.5. ECU 15 B.3.3.6. Head Cover 15 B.3.3.7. Reduction Gear Box 15 B.3.3.8. Governor 16 B.3.3.9. Water Circuit Arrows 16 B.3.3.10. Fuel Circuit Arrows 16

B.3.4. Modifications and Accessories 17

B.3.4.1. Original Accessories 17

B.3.5. Use of the Technical Documentation 18

B.4. ENGINE DESCRIPTION 19

B.4.1. General Characteristics 19 B.4.2. Engine Models 19 B.4.3. Cylinder Numeration and Position 20

B.5. TECHNICAL CHARATERISTICS 21

B.5.1. End Use 21 B.5.2. Dimension 22 B.5.3. Weight 24

B.5.3.1. Optional Accessory Weight 24

B.5.4. Performance 24

B.5.4.1. B22D 27 B.5.4.2. B22H 29 B.5.4.3. B22L 30 B.5.4.4. B22R 32 B.5.4.5 B25D 34 B.5.4.17.C 34

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 4

2000 2250 2500 2750 3000 3250 3500 3750 4000 4250

[L/h]

[RPM]

B25L Consumption @ constant MAP

29.9

28.5

25.5

22.5

B.5.4.6. B25H 36 B.5.4.7. B25L 37 B.5.4.8. B25R 39 B.5.4.9. Performance Variation 41

B.5.5. Ratio Power/Weight 42 B.5.6. Fuel Consumption 42

B.5.6.1. B22D 44 B.5.6.2. B22H 46 B.5.6.3. B22L 47 B.5.6.4. B22R 49 B.5.6.5. B25D 51 B.5.6.6. B25H 53 B.5.6.7. B25L

54 B.5.6.8. B25R 56

B.5.7. Propeller speed 58 B.5.8. Direction of the Rotation of the Propeller 58

B.6. DESCRIPTION OF THE SYSTEMS 60

B.6.1. Cooling system 60 B.6.2. Lubricant system 61 B.6.3. Fuel system 62 B.6.4. Electric system 63

B.6.4.1. ES-m Instrumentation 64

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 5

B.7. OPERATING INSTRUCTION 65

B.7.1. Operating limits 65

B.7.1.1. RPM 65 B.7.1.2. Fuel Pressure 66 B.7.1.3. Engine oil pressure 66 B.7.1.4. Engine Oil Temperature 67 B.7.1.5. Reduction Gear Box Oil Temperature 67 B.7.1.6. Coolant Temperature 68 B.7.1.7. Air Intake Temperature 68 B.7.1.8. Load Factor 69 B.7.1.9. Inclination Angle 69 B.7.1.10 Electrical Voltage 70

B.7.2. Operative Fluid 70

B.7.2.1. Cooling Fluid 70 B.7.2.2. Engine Oil 70 B.7.2.3. Reduction Gear Box Oil 71 B.7.2.4. Fuel 71

B.7.3. General Criteria to Operate the Engine 72

B.7.3.1. Check Before Start 72 B.7.3.2. Start Operation 75 B.7.3.3. Engine Warm Up 76 B.7.3.4. Before Take Off 77 B.7.3.5. Take Off 78 B.7.3.6. Cruise 78 B.7.3.7. Landing 78 B.7.3.8. Engine Switch off 79 B.7.3.9. Use of the Engine in Winter Season 79

B.7.4. Behavior in Case of Emergency 81

B.7.4.1. Accidental Engine Stop – Start During Flight 81 B.7.4.2. Over Rev 81 B.7.4.3. Exceeding the Maximum Coolant Temperature 81 B.7.4.4. Exceeding the Maximum Oil Temperature 82 B.7.4.5. Oil Pressure Below the Limit in Flight 82 B.7.4.6. Oil Pressure Below the Limit on the Ground 82 B.7.4.7. Fuel Pressure Below the Limit in Flight 82 B.7.4.8. Fuel Pressure Below the Limit on the Ground 83 B.7.4.9. Battery Voltage Over the Limit 83 B.7.4.10. Battery Voltage Below the Limit 83 B.7.4.11. ECU Alarm 84 B.7.4.12. Generator Alarm 84 B.7.4.13. Abnormal Vibration 84 B.7.4.14. Irregular Operation 85

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 6

B.8. ENGINE CONTROL 86

B.8.1. List of Tool Kit for the Pre-flight Checks or Emergency 86 B.8.2. Shelter from Service for Extended Period of Time 86 B.8.3. Return to Service After Long Inactivity 86 B.8.4. Engine Protection When Used in Cold Climates 87

B.9. MALFUNCTION RESOLUTION 88

B.9.1. Operation Malfunctions and Their Resolution 88 B.9.2. Anomalies to the Injection and Ignition Systems 89 B.9.3. Signal Engine Malfunction 90

B.10. AUTHORIZED DISTRIBUTOR 92

B.11. MANUAL UPDATE LIST 93

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 7

This engine has not received any certification for aeronautical use. It must be used exclusively on experimental aircraft where an engine failure will not compromise flight safety. Its use in cetified aircraft is strictly prohibited.

Operate the engine in compliance with the local rules and laws.

B.1. SUMMARY

B.2. INTRODUCTION

The A eroPower series of engines are designed and manufactured using the most modern motor technology with the purpose of achieving good performance combined with a high level of

passive safety. If the engine is used correctly it will return years of pleasure and reliable service. Please read this manual carefully before using the engine and apply all safety standards contained

in it, in addition to those that your experience and common sense suggest. Remember that regular maintenance and careful inspection of the engine before flight are essential

safety factors. MW Fly will be happy to provide additional information and all the technical support you will

need.

B.2.1. Statement

The purpose of this operations manual is to provide the users of the AeroPower engine family with the basic operating instructions and safety information. Prior to commencing to operate the engine it is crucial to read and understand the contents of this document. If any part of this manual is unclear or there are any doubts on the interpretation, contact an MW Fly service center.

For additional or more detailed information consult the Maintenance Manual and the Additional Maintenance Manual.

It is fundamental to integrate the information of this manual with the safety precautions of the aircraft manufacturer and with safety conditions from your personal experience.

B.2.2. Consultation Notes

This manual was originally printed in Italian. This will be the only language used for any reference or dispute.

This manual is divided into sections, chapters and paragraphs. The paragraphs could be partitioned into one or more topics. The title of each section, chapter and paragraph is indicated as follows:

SECTION

Chapter

Paragraph

Topic

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 8

A 3D Cartesian coordinate right hand is used in the present manual. The axis origin is on the propeller shaft. In the intersection with the propeller level on the propeller flange, the x-axis positive direction is towards the engine (see picture B.2.2.1.P), the yaxis positive direction is towards side #1, the z-axis points up.

RAM INTAKE EFFECT

FLY

RESERVOIR

C E

PRESSURIZED

PROTECT BEFORE WASHING

ONTROLUTHORITY

MAX OPERATING TEMPERATURE 85°C

CHECK WIRING LOOM BEFORE FLIGH T -

OPERATING ELECTRIC VOLTAGE 9-18V

NGINEIGITAL

FLY

ULL

API GL-5 OR HIGHER

SAE 85W/140

CTIVE AMPING ONTROL

GEAR

OIL

API SG OR HIGHER

SAE 15W/50





ENGI NE

OIL

WARNING: Not following this instruction can cause severe personal injury or loss of life.

B.2.2.1.P

The numeration is an alpha-numeric code that follows format below:

B.7.1.8.

 The first letter indicates the type of manual: A = installation manual B = operations manual C = maintenance manual D = heavy maintenance manual

 The first number (between the first and second dot): this number (one or two digits) indicates

the section.

 The second number (between the second and third dot): this number (one or two digits)

indicates the chapter.

 The third number (between the third and fourth dot): this number (one or two digit) indicates

the paragraph and is not always present.

The numeration of the pictures follows the same criteria for the first three parts of the code. The third number is the number of the picture in the chapter. A letter P is added at the end of the code. (e.g. B.5.8.2.P).

The numeration of the tables follows the same criteria for the first three parts of the code. The third number is the number of the picture in the chapter. A letter C is added at the end of the code. (e.g. B.5.8.2.C).

Specifications are given in the ST metric system (C.2.4.); in the table the measurement units are indicated between square brackets [].

Symbols used in this manual have the following meaning:

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 9

CAUTION: Not following this instruction could cause severe damage to the engine or other components and possible engine failure.

NOTE: Refers to supplementary information to better understand or execute an instruction.

The Engine serial number is located on the upper side of crank case near oil dip stick. It is composed of ten alpha numeric codes where the third and fourth symbol indicate Model and Version, the following four are the serial number and the last two are the year of manufacturing. Identification code and version is illustrated in chart B.4.2.1.C.

API GL-5 OR HIGHER

SAE 85W/14 0

GE A R

CTIVE AMPI NG ONTROL

OI L





API SG OR HI GHER

SAE 15W/50





EN G IN E

OI L

B.2.3.1.P

1., 2., … This numbering is used to list tools and consumables needed to run an installation or

maintenance; it is also used to bring in parts lists or engine parts shown in the illustrations.

a., b., … This numbering is used to indicate a list of actions or subjects with relation to inclusion: all of the actions or options listed must be verified.

o This symbol is used to indicate a list of actions or subjects with relation to exclusion: only one

of the actions or options listed with this symbol must be verified.

 This symbol is used to list the general characteristics of the engine, component specifications

or options for installation or maintenance.

B.2.3. Identification Data

The relationship between the engine serial number and the engine model is indicated in the table B.4.2.1.C.

Deleting or modifying the serial number will revoke any warranty and obligation by MW Fly toward current owner.

Provide the serial number on any request for an engine part or technical information.

B.2.4. MW Fly Authorized Service Centers

Contact the nearest service centre or web-site for any information regarding service, maintenance or spare parts. (B.10. or www.mwfly.it).

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 10

B.3. SAFETY

B.3.1. Statement

Just by reading this manual will not eliminate the hazards connected to the installation and use of the engine. However the understanding and application of the information herein is essential for a proper and safe use of the engine.

The information, components, system descriptions, pictures, tables and technical data contained in the present manual are correct at the time of publication. MW Fly, however, maintains a policy of continuous improvement of its products without imposing upon itself any obligation to install them on its products previously manufactured.

The onus to install MW Fly B22 engine is at the sole discretion and responsibility of the Original Manufacturer, Home Builder or Aircraft Owner. MW Fly cannot assume responsibility for a successful installation in a specific airframe due to the variety of designs existing in the market. For this reasons MW Fly declines responsibility regarding damage to engine parts, accessories or aircraft structure during the installation and use of this engine. The owner accepts the responsibility and the risk in using this engine.

MW Fly reserves the right at any time to discontinue or change specifications, designs, features, models or equipment without incurring obligation. It is forbidden to copy any part of the present manual without authorization from MW Fly.

B.3.2. Safety Elements

It very important to understand all the safety aspects and to distinguish the two different safety types; active and passive.

B.3.2.1. Passive Safety

Passive safety concerns the engine design and the engine installation criteria. The following is a list of the main engine features designed to increase passive safety.  CRANK SHAFT ON BALL BEARINGS: This reduces the risk of engine stoppage in case of

lubricant system default or oil leakage. Moreover, unexpected wearing of the bearings is easy to identify because it is characterized by a clear increase in noise on the lower side of the crank case. Plain bearings do not provide any clear signal in case of unexpected wearing.

 MONOLITIC CONNECTING ROD: This reduces the risk of the default of the crank that is

often connected to the wrong installation of the rod cup.

 MACHINED PISTON: This increases the safety by avoiding the risk of deformation due to

intrusion in the fusion, press residual stress, and use of low thermal dilatation coefficient alloy.

 SINGLE OVER HEAD CAMSHAFT (SOHC): By using this it is not necessary to adopt

hydraulic tappets (that are necessary with a push rod system) and it avoids the risk of breaking the valve in case of a drop in oil pressure. Moreover, the use of SOHC reduces the dynamic load on the timing command thereby reducing the friction and the wear of the timing mechanical parts.

 REDUCTION GEAR BOX WITH SEPARATE LUBRICATION: The use a specific oil for

the reduction gear box increases the reliability and reduces the risk of a fatigue fracture and pitting wear of the teeth.

 MONOLITIC PROPELLER SHAFT: This reduces the risk of a fatigue fracture of the

propeller shaft and also increases its strength.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 11

 ELECTRO-HYDRALIC DAMPING SYSTEM (ADC): This system avoids the use of a

mechanical damping system that is a component that is subject to wear and the risk of breakage. Moreover the ADC system does not need any maintenance or periodical adjustment.

 FUEL INJECTION AND ELECTRONIC IGNITION: This system reduces the risk of icing

in the intake manifold because it doesn’t need a venturi to work. It also eliminates the risk

connected to fuel remaining in the float chamber of the carburetor, in particular the risk of a stoppage of the engine during takeoff due to a forgotten closed fuel valve and the risk of fire in case of flip over.

 ECUS INSTALLED ON THE ENGINE: With the ECUs installed on the engine the wiring

harness and the ECUs are subjected to the same waggle produced by the engine. This reduces the stress on the wire terminals.

 PRE-INSTALLED HIGH QUALITY ELECTRICAL HARNESS: A pre-installed electrical

harness avoids any risk of homemade and untested electrical harnesses when you consider that the electrical harness in the most critical part of a electronic system.

 PRE-INSTALLED FUEL CIRCUIT: The pre-installed fuel circuit is made with metal pipe

with a small section which is much better than a rubber tube both in terms of mechanical and thermal resistance.

 ECU CONTROLLED FUEL PUMP: The main fuel pump is controlled by the ECUs so that

it is switched off as soon as the engine stops running. This will prevent a fuel leakage in case of accident. Moreover the fuel pumps are “no transparent” to eliminate the possibility of fuel leakage from the fuel tank when the engine is not running.

 LIQUID COOL ENGINE: A liquid cool engine provides a better distribution of heat and the

engine runs at a constant temperature. This avoids the complicated setting of cooling that an air cooled engine needs. With the liquid cool engine the real performance of the engine is close to the theoretical performance because engine temperature does not depend at all on external and flight conditions.

 COOLING CIRCUIT IN STAINLESS STEEL: This solution has been designed to avoid any

risk of wear or loosening of the coolant circuit hoses.

 PRE- INSTALLED THERMOSTAT: The thermostat protects the engine from thermal shock

and reduces warm up time.

 PRE-INSTALLED EXPANSION TANK: This reduces the risk of a cooling circuit breakage.  SEMI-DRY SUMP: The advantage in terms of safety of this solution is that the oil in the

sump is guaranteed by gravitational force and a non-return valve. In a dry sump a default in the lubricant circuit hose and pipe or gasket will cause a non return of oil in the sump.

 NO OIL RADIATOR NEEDED: This avoids one of the main causes of engine stoppage that

is caused by the leakage of oil in the pipe from the engine to the oil radiator. Moreover the absence of the oil radiator makes the installation of the engine simpler.

 PRE-INSTALLED THROTTLE CABLE WITH INTEGRATED SPLITTER: Often the

installation of the throttle cable is not very well done. The installation on this engine has been designed to eliminate all typical mistakes in the throttle command installation. Great attention has been paid to the fixing point. The engine is delivered with the two synchronized throttles.

 DOWNWORDS EXHAUST MANIFOLD: This has been designed to reduce the risk of burn

injuries and to avoid the overheating of other engine components.

 COMPONENTS CERTIFICATION: All engine components have a certification document

of material and thermal treatment.

 COMPONENT TESTING AND TRACEABILITY: All engine components fundamental for

engine life are tested and enumerated to ensure the traceability of the components.

 GA STANDARD FOR ASSEMBLY: The assembly of the engine is executed following the

GA standards. All engines are tested at the end of the assembly line.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 12

Check often the engine attachment, the aircraft command, the fuel line, electrical wiring harness and the filters.

Never fill the fuel supply with the risk of spilling on hot parts of the engine. Always use approved fuel containers, using extreme caution in transportation.

Never pour fuel in an enclosed area or where fumes may reach the point of ignition.

Never run the engine in an enclosed space. The exhaust gases contain carbon monoxide, a particularly poisonous gas, which if inhaled in excessive amounts causes rapid loss of consciousness and death.

Fly only when and where conditions, topography, and airspeeds are safest. Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances from which a successful no-power landing cannot be made, after sudden engine stoppage. This engine is restricted to DAY VFR only use.

Always do an accurate inspection of the engine before starting the engine. This will help to prevent accident or damage. If there is any doubt as to the state of the engine do not fly.

Do not operate engine on the ground if bystanders are close. When the engine is running with the propeller make sure to have a clear vision of the dangerous area.

The aircraft must not be left unattended while the engine is running.

 EASY INSTALLATION: an easy installation of the engine increases the safety and reduces

pre-flight controls. In addition the engine has been designed to have an easy access to the control of all pre –flight control areas.

 WALL MOUNTING ATTACHMENT: this has been designed to avoid a threaded fixing

point in order to increase safety.

 DEDICATED OIL: Separate engine and gear box oils have been designed for the

AeroPower engines to improve engine life and reduce engine wear. A spectrographic

analysis service is also included for each oil change in order to have advance warning of unexpected engine wear.

 BORESCOPE INSPECTION: The engine has been designed to allow a borescope inspection

of the engine. This allows a complete inspection of the engine without disassembling the engine or even having to dismount the engine from the aircraft.

B.3.2.2. Active Safety Elements

Active safety concerns the mode of operation and maintenance of the engine. The following are

some important indications that good sense and caution suggest, even if they don’t include all the

situations or behaviors that could create a dangerous situation.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 13

This engine is not suitable for acrobatics (inverted flight, etc.).

Keep the engine in perfect condition by following the maintenance table in Manual C and by performing all the checks at the prescribed time interval.

Note any anomalies in the engine in the engine diary and do not fly until the problem has been resolved.

Respect all government or local rules pertaining to flight operation in your flying area.

Never run the engine over the maximum RPM limit.

Never start the engine without the propeller as this can seriously damage the engine.

On the ground avoid keeping the engine operating above to 3200RPM for more than 1 minute, because the flow of the coolant may be inadequate and cause faults in the engine components.

It is forbidden to use a propeller with a polar moment of inertia higher than the maximum prescribed: that will release MW fly from any liability.

The engine has not received any certification for aeronautical use. It must be used exclusively on experimental aircraft where an engine failure will not compromise flight safety. Its use in certified aircraft is strictly prohibited. The user is informed about the risk connected to the use of the engine and is aware of the above stipulation.

To eliminate possible injury or damage, ensure any loose equipment or tools are properly secured before starting the engine.

Never operate the engine and gearbox without sufficient quantities of lubricating oil.

Allow the engine to cool at idle for several minutes before turning off the engine.

The engine should only be used by someone who has followed a recognized training course for the use of the engine and the aircraft and who continues to keep themselves upgraded and are well informed regarding the risk connected to the use of the engine.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 14

The present manual for engine operation is only part of the Technical Documentation and will be supplemented by the respective Installation Manual, Maintenance Manual and Spare Parts List. Pay attention to references to other documentation, found in various parts of this Manual.

B.3.3.1.P

 CAPACITY - 2.8 L  API SG OR HIGHER – this identifies the oil

specification as indicated by the American Petroleum Institute (API)

 ENGINE OIL – engine oil  SAE 15W/50 – oil thermal degree 15W/50 (to select the

correct oil thermal degree for the climate conditions of the use of the engine refer to the Chapter A.10.3)

 CHECK BEFORE FLIGHT

B.3.3.2.P

 CAPACITY - 0.3 L  API GL-5 OR HIGHER – this identifies the oil

specification as indicated by the American Petroleum Institute (API)

 GEAR OIL  SAE 85W/140 – oil thermal degree 85W/140  CHECK BEFORE FLIGHT

Where differences exist between this Manual and regulations provided by any authority, the more stringent regulation should be applied.

B.3.3. Warning labels

There are some warning labels on the engine that indicate the refilling requirements that need to be done prior to flight as well as other information concerning engine characteristics and operation. All labels are in English. The following is a list of the labels, their position and meaning.

B.3.3.1. Engine Oil Filler Cup

B.3.3.2. Reduction Gear Box Oil Filler Cup

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 15

B.3.3.3.P

 USE ETHYLENE GLYCOL ONLY –avoid the use of

propylene glycol or just water without ethylene glycol

 FILL TANK UP TO 2/3  CHANGE COOLANT EVERY 2 YEARS  RESERVOIR – indicates the expansion tank cup (not

pressurized)

 PRESSURIZED – indicates the coolant circuit filler cap

(pressurized)

 CAPACITY 0.7 L – Expansion tank capacity  CHECK COOLING SYSTEM AND LEVEL BEFORE

FLIGHT

 NEVER OPEN WHEN HOT – this refers to the coolant

circuit pressurized filler cap

B.3.3.4.P

 KEEP CLEAN AND DRY  RAM INTAKE EFFECT – the intake manifold is

designed to take advantage of the “ram effect”

B.3.3.5.P

 FULL AUTHORITY DIGITAL ENGINE CONTROL

(F.A.D.E.C.)

 OPERATING ELECTRICAL VOLTAGE 9-18V  MAX OPERATING TEMPERATURE 85°C  CHECK WIRING LOOM BEFORE FLIGHT  PROTECT BEFORE WASHING

B.3.3.6.P

 CYL1 – Cylinder number 1  CYL2 – Cylinder number 2  CYL3 – Cylinder number 3  CYL4 – Cylinder number 4

This label is not present on the engine model without reduction gear box.

B.3.3.3 Water Expansion Tank

B.3.3.4. Air Filter

B.3.3.5. ECU

This label is placed on the rear side of the ECU‘s bracket.

B.3.3.6. Head Cover

This label, on the engine head cover, indicates the cylinder number as indicated in Chapter B.4.3.

B.3.3.7. Reduction Gear Box

This label is placed on the upper side of the reduction gear box and indicates the Active Damping Control designed for the AeroPower (B.5.5) family of engines.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 16

B.3.3.7.P

 ACTIVE DAMPING CONTROL

B.3.3.8.P

 PROP GOVERNOR INSIDE  FULLY INTEGRATED ELECTRO-HYDRAULIC

B.3.3.9.P

The arrows are place in correspondence to the in and out water pump manifold and indicate the direction of the water flow. The lower manifold is the output line from the engine to the radiator and the upper manifold is the inlet line from the radiator to the engine.

B.3.3.10.P

The arrows are placed on the fuel distributor and indicate the distributor fuel in and out flow. The arrow on side#2 (left side) indicates the inlet line from the fuel pump to the fuel distributor and the arrow on side#1 (right side) indicates the outlet return line from the distributor to the fuel tanks.

This label is not present on the engine version without a reduction gear box.

B.3.3.8. Governor

The engine with reduction gear box can also have an integrated constant speed electro-hydraulic governor (A.15.1.2.) installed. In this case there is label on the governor oil pump cover on the front side of the reduction gear box.

B.3.3.9. Water Circuit Arrows

B.3.3.10. Fuel Circuit Arrows

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 17

Any modification or removal of any part of the engine can cause a dangerous situation. Substitution of the original parts of the engine with non-original parts can seriously compromise the technical characteristics of the engine and its performance.

Any kind of modification, substitution or removal of engine parts not approved by MW Fly will cause an immediate suspension of the warranty and will release MW Fly from any liability.

Carefully check that the accessory doesn’t interfere with any part of the engine that is in motion. Pay particular attention to verify that it doesn’t interfere with the throttle command or with the propeller.

For no reason modify the engine wiring harness. Do not modify the engine map of the ECUs.

Avoid installing any accessory that can block the normal coolant flow.

Always check that the total electrical absorption of all the electronic components installed on the aircraft is not greater than the power supplied by the generator.

It is mandatory to connect each electronic component to the battery supply by using a fuse (better if a breaker).

The use of non MW Fly original spare parts could compromise the correct operation of the engine. In this case the guarantee is no longer valid and will release MW fly from any liability.

B.3.4. Modifications and Accessories

All original MW Fly accessories have been designed and tested to operate with the engine. Since MW Fly cannot test all of the accessories available on the market so that the operator is responsible for the choice and installation of the non OEM accessories. Choose an accessory with respect to the following:

For the installation and the maintenance of the engine, use only the consumables, accessories and tools indicated at the beginning of each paragraph.

B.3.4.1. Original Accessories

The following is a list of the original accessories available for the A eroP ower engine:

 Adapter for bed mounting (cod. S039)  Fuel pump (cod. Q030)  Shock absorber 45Sh (cod. M028), 60Sh (cod. M034), 70Sh (cod. M038), 80Sh (cod. M039)  Standard exhaust system (cod. C075)  Standard radiator kit (cod. C101)  Fuel Delivery Module FD-m (cod. Q050)  Electric Hub Module EH-m (cod. E591)

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 18

The user is responsible for the risk of not using original accessories and spare parts. These components can seriously compromise flight safety or change engine characteristics and performance.

Use only MW Fly original spare parts. These are available to any authorized MW Fly service center. In case of non-fulfillment the guarantee will not any longer valid.

 Tool ES-m (cod. K472)  Accessories for PVV hydraulic constant speed (cod. C104)  Accessories for governor for constant speed control (cod. C103)  2-Blade Propeller hub for PVV system (cod. C030)

B.3.5. Use of the Technical Documentation

The technical documentation is an essential educational instrument. For complete education it is necessary to take part in the training courses for the correct installation and use of the engine. The information given in the engine technical documentation is based on data and experience that is considered applicable for professionals under normal conditions.  A – Installation Manual: includes all necessary information for the correct installation of the

engine.

 B – Operations Manual: includes all the necessary information to correctly operate the engine.  C – Maintenance Manual: includes all the necessary information to correctly execute the

planned maintenance program of the engine.

 D – Heavy Maintenance Manual: includes all the information to correctly execute any

unplanned maintenance as the result of an engine failure.

 E – Illustrated Parts Catalogue: includes the list of all of the spare parts and accessories.  F – Overhaul Manual: includes all necessary information to carry out a complete overhaul of

the engine because the engine life has reached the TBO, or as a result of a serious failure.

 L – Service Letter: includes all the information to upgrade the product or to improve the use

of the engine.

 Q – Quick Start Guide: The content is extracted from Manual A  S – Service Bulletin: includes the modifications, control and caution that are required to be

done not later than the date indicated.

 X – Alert Service Bulletin: includes all the mandatory modifications, controls and cautions

that must be done before flying.

The rapid technical progress and variations of installation might render present laws and regulations inapplicable or inadequate.

The illustrations in this Manual are mere sketches and show a typical arrangement. They may not represent the actual part in all its details but depict parts of the same or similar function. Therefore deduction of dimensions or other details from illustrations is not permitted.

All necessary documentation is available from the MW Fly Authorized Distributors or their Service Centers.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 19

Name

Model

Version

Power

[CV]

Engine RPM

[rpm]

Prop RPM

[rpm]

B22D

MWB

3300

B22H

MWB

131.5*

4300

---

B22L

MWB

114.7

3950

2280

B22R

MWB

130.3

4550

2320

B25D

MWC

110

3300

B25L

MWC

133.1

3950

2280

B25R

MWC

154.2

4550

2320

B25H

MWC

156*

4300

---

B.4. ENGINE DESCRIPTION

B.4.1. General Characteristics

 4 stroke Otto cycle  4 cylinder boxer  Single Over Head Camshaft (SOHC), timing with gears and chain, cam follower and tapper

with valve shim, two valves per cylinder.

 Cooling system with a coolant and pump with two different circuits, one for each side of the

engine, expansion tank and thermostat integrated on the engine. All cooling circuit pipes are stainless steel.

 Forced lubrication with internal gear (geretor) pump, semi-dry sump without external pipe.  Mapped ignition f(RPM,MAP), with inductive coil, with dwell time mapped f(VBATT) and

ignition correction f(engine temperature)

 Mapped fuel injection f (RPM,MAP), with correction f(engine temperature, air temperature)  Data transmission from the ECUs to EMS system on CAN bus  Fuel system with an electric fuel pump controlled by the ECUs, and an auxiliary electric fuel

pump, the fuel circuit is done with steel pipe, and the fuel pressure regulator is integrated in the fuel circuit

 The reduction gear box uses specific oil that is separate from the engine oil, it has a helical

gear and monolithic propeller shaft, and it is designed for an oil pump for the hydraulic constant speed governor.

 ADC (Automatic Damping Control) to control the torsional vibration up to 2500 rpm  Electric starter motor and start relay pre-installed on the engine  Oil cooled alternator and voltage regulator pre-installed on the engine.

B.4.2. Engine Models

The following table summarizes the main features of the A eroPower family of engines. Next to the name is shown the model and the respective version, which appears in the identification code shown on the top of each engine. (see picture B.2.3.1.P).

B.4.2.1.C * Data refers to the version without reduction gear box The B22H and B25H models are available with or without a reduction gear box. In the second

case the performance is reduced by 5%. All of the engine models can be supplied with a pre-installed EMS kit which includes sensors and

cables for any EFIS and EMS instrumentation with a CAN line available to receive the data from the ECUs. For more detail see paragraph A.16.1.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 20

ULL

UTHORITY I GITAL NGINE ONTROL

FLYBY

MAX OPERATING TEMPERATURE 85°C

CHECK WIRING LOOM BEFORE FLIGHT -

OPERATING ELECTRIC VOLTAGE 9-18V

PROTECT BEFORE WASHING

RESERVOIR

PRESSURIZED

API SG OR HI GHER

GE A R

SAE 15W/50

OI L

API SG OR HI GHER

EN G IN E

SAE 15W/50

OI L

side #1

Side # 2

The EMS is not integrated in the engine identification code, because that option is available for all of the engines as an aftermarket kit.

B.4.3. Cylinder Numeration and Position

The cylinders are numbered in the same order that they fire. From a top view of the engine (as show in picture B.4.3.1.P), cylinder #1 is on the top left, cylinder #2 is on the bottom left, cylinder #3 is on top right and cylinder #4 is on the bottom right. The same criterion is used to number the sides of the engine; cylinder #1 and #2 are on side #1 and cylinder #3 and #4 are on side #2.

To know the position of all components of the engine see paragraph A.4.3.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.4.3.1.P

Manual B – Operations - 21

If not specified, the data refers to all engine models.

For safe use of the engine, always respect the operation limits and the prescribed maintenance time table.

It is not possible to extend the guarantee condition for different uses of the engine. MW Fly declines any responsibility for damage or bodily injury due to the improper end use of the engine. An improper end use of the engine will cause an immediate suspension of the guarantee and will release MW fly from any liability.

The engine life cannot exceed the TBO limit (see table C.5.2.1.C): when the engine reach the TBO limit it’s mandatory a complete overhaul check of the engine that should be done only by an MW Fly authorized service center.

For engine safety it’s important to install and operate in correct way. It important to use the instrumentation to control that all the engine parameters indicated in the paragraph A.9.2, are in the operating limit in any working condition.

B.5. TECHNICAL CHARATERISTICS

B.5.1. End Use

and B25 AeroPo wer engines have been designed to equip ULM, Experimental

and LSA aircraft, two or three axis, with power requirements that conform to the power delivered

by the engine.

AeroPower engines are designed exclusively for recreational purposes in installations where

a sudden stoppage of the engine does not compromise flight safety.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 22

B.5.2. Dimension

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.2.1.P

Manual B – Operations - 23

Ø13 bushings - Centering Ø47mm

STD hub Ø4" - 6 holes M8x1.25



209

144

121

Prop axis

OI LO IL

SAE 85W/ 140

ONTROL

AMPINGCTIVE

GE A RGE A R

API GL-5 OR HIGHER

PRESSURIZ ED

560

284

3CYL CY L 4

RESERVOIR

379



OI LO IL

SAE 15W/50

API SG OR HIGHER

EN G IN EE NG IN E

CHECK WIRIN G LOOM BEFORE FLIGHT -PROTECT BEFORE WASHINGPROTECT BEFORE WASHING

MAX OPERATING TEMPERATURE 85°C

OPERATING ELECTR IC VOLTAGE 9-18V

FLY

ONTROLNGINE

IGITALUTHORITYU LL

209

Dimensional w ith gear box

247

0 0

205

Center of mass

Prop axis

107

188

mass

Center of

1CYL

371

481

CY L 2

644

584

379

Throttle control

Lower position

3m length

Ø1.2 bowden

Max heat transfer

34.5kW at take off

157

110

To radiator Ø32 pipe

Prop axis

Ø32 pipe

From radiator

295

EFFECT

INTAKE

RAM

FL Y

3m length Upper position

Throttle control Ø1.2 bowden

151

204

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.2.2.P

Manual B – Operations - 24

Max dimension [mm]

direction -

direction +

Total

Max along X axis

644 (568*)

654 (578*)

Max along Y axis

379

758

Max along Z axis

247 (164)

204 (288)

451

Weight [Kg]

Dry

With lubricants

B22D/B25D

79.5

82.3

B22H*/B25H*

78.7

81.5

B22L/B25L

83.6

86.6

B22R/B25R

83.6

86.6

 Adapter for bed mount (4 pieces)

0.37 Kg

 Exhaust system

~ 5.1 Kg

 Coolant radiator kit

~ 1.7 Kg

 Auxiliary fuel pump

0.66 Kg

 Governor**

~0.5 Kg

 Propeller with hub **

---

 Instrument ES-m (without wiring

loom)**

---

 EH-m (Electric Hub Module)

~ 0.98 Kg

 FD- m (Fuel Delivery Module)

~ 2.75 Kg

The value and the graph of the present chapter indicate the engine performance with 15°C of air temperature and at sea level (1013 mbar) and with 0% of humidity (condition ISA-International Standard Atmosphere).

Maximum Dimensions of the Engine

B.5.2.1.C

* model without reduction gear box The tolerance on these dimensions is ±1 mm.

B.5.3. Weight

Table B.5.3.1.C shows the dry weight of the engine and the weight with lubricants. The weight includes all the accessories needed to fly (internal generator, voltage regulator, starter relay, thermostat, water expansion tank, throttle control, fuel injection wiring loom, two ECU’s, rubber mounting, air filter). Only the radiator coolant and exhaust system are not included in the weight shown in the table.

B.5.3.1.C

* Model without reduction gear box; with the reduction gear box the weight is 83.6 and 86.6.

B.5.3.1. Optional Accessory Weight

** Data not available

B.5.4. Performance

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 25

B22 Version

Power [HP (kW)]

B22D

B22H*

B22L

B22R

Take off (max for 5 minutes)

@rpm

95 (69.8)

@3400

131.5 (96.7) @4300

114.7 (84.3) @3950

130.3 (95.8) @4550

max continuous

@rpm

82 (60.3)

@3320÷3400

112.5 (82.7) @4300

98 (72)

@4010÷4200

110 (80.9)

@4420÷4700

Smaller specific consumption

@MAP[inHg]

64 (47.1)

@24

92.5 (68) @25.6

84.5 (62.1) @25.6

96.5 (70.9) @25.7

B25 Version

Power [HP (kW)]

B25D

B25H*

B25L

B25R

Take off (max for 5 minutes)

@rpm

110 (80.8)

@3400

156 (114.6)

@4300

133.1 (97.9) @3950

154.2 (113.4) @4550

max continuous

@rpm

95 (69.8)

@3330÷3400

133.5 (98.1) @4300

115 (84.5)

@4070÷4200

132 (97)

@4500÷4700

Smaller specific consumption

@MAP[inHg]

74.2 (54.5) @24

111.5 (82) @25.7

98.5 (72.4) @25.7

116 (85.3)

@25..8

During flight the preferred power is set with high RPM and low MAP.

The use of the engine at maximum continuous power for a long period can seriously damage the engine and can cause a sudden stoppage of the engine.

B.5.4.1.C

* Data refers to the engine model without reduction gear box

B.5.4.2.C

* Data refers to the engine model without reduction gear box The use of the engine at maximum power is only allowed for 5 minutes continuous. The

maximum continuous power is a function of the MAP and RPM: the limit at high RPM is due to the thermodynamics; the limit at low RPM is to avoid overload on the reduction gear box.

In the following paragraph there is the performance graph for each engine model:  Graph POWER/RPM and TORQUE/RPM: this is the maximum power and the maximum

torque with the engine at full throttle in function of RPM.

 Graph NECESSARY POWER/AVAILABLE POWER: this is the range of use of the engine,

(the area between the two graphs), the graph of the available power, is the power output of the engine, the necessary power is the power that is required to keep the speed of the propeller constant (a propeller that makes the engine run at maximum RPM limit and not over). The graph also indicates, in bold, the maximum continuous power.

 Graph POWER/RPM with constant MAP: each graph refers to a different value of MAP as

indicated in inches of mercury (inHg) and indicates the power in function of the RPM. The bold indicates the maximum continue power in function of the RPM.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 26

5% difference from the graph is permitted.

 Graph POWER/MAP with constant RPM: each graph indicates the power output in reference

to the different values of RPM in function of MAP. The bold indicates the maximum continuous power in function of the MAP.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 27

B.5.4.1. B22D

20@3400

95@3400

100

2000 2250 2500 2750 3000 3250

[HP]

[Kgm]

[RPM]

B22D Performance @ full throttle

Power

Torque

100

2000 2250 2500 2750 3000 3250

[HP]

[RPM]

Range of use B22D

Available power

Necessary power

Max cont. power

B.5.4.3.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.4.C

Manual B – Operations - 28

100

2000 2250 2500 2750 3000 3250 3500

[[HP]

[RPM]

B22D Power @ constant MAP

29.9

28.5

25.5

22.5

max

cont.

100

22 23 24 25 26 27 28 29 30

[HP]

[inHg]

B22D Power @ constant RPM

3400

3250

3000

2750

2500

2250

2000

max cont.

B.5.4.5.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.6.C

Manual B – Operations - 29

B.5.4.2. B22H

131,5@4300

22@4200

100

110

120

130

140

2250 2500 2750 3000 3250 3500 3750 4000 4250

[HP]

[Kgm]

[RPM]

B22H performace @ full throttle

Power

Torque

Max cont.

112,5@27,8inHg

100

110

120

130

140

22 23 24 25 26 27 28 29

[HP]

[inHg]

B22H Power @ 4300 giri

B.5.4.7.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.8.C

Manual B – Operations - 30

B.5.4.3. B22L

20,8@3950

114,7@3950

100

110

120

2250 2500 2750 3000 3250 3500 3750 4000

[HP]

[Kgm]

[RPM]

B22L Performance @ full throttle

Power

Torque

100

120

2500 2750 3000 3250 3500 3750 4000

[HP]

[RPM]

B22L Range of use

Available power

Necessary power

Max cont. power

B.5.4.9.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.10.C

Manual B – Operations - 31

100

110

120

2750 3000 3250 3500 3750 4000 4250

[HP]

[RPM]

B22L Power @ constant MAP

29,9

28,5

25,5

22,5

max cont.

100

110

120

22 23 24 25 26 27 28 29 30

[HP]

[inHg]

B22L Power @ constant RPM

4200

4000

3750

3500

3250

3000

2750

max cont.

B.5.4.11.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.12.C

Manual B – Operations - 32

B.5.4.4. B22R

21@4200

130,3@4550

100

110

120

130

140

2250 2500 2750 3000 3250 3500 3750 4000 4250 4500

[HP]

[Kgm]

[RPM]

B22R Performace @ full throttle

Power

Torque

100

120

140

2500 2750 3000 3250 3500 3750 4000 4250 4500

[HP]

[RPM]

B22R Range of use

Available Power

Necessary Power

Max. cont. Power

B.5.4.13.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.14.C

Manual B – Operations - 33

100

110

120

130

140

2750 3000 3250 3500 3750 4000 4250 4500 4750

[HP]

[RPM]

B22R Power @ constant MAP

29.9

28.5

25.5

22.5

max cont.

100

110

120

130

140

22 23 24 25 26 27 28 29 30

[HP]

[inHg]

B22R Power @ constant RPM

4700 4500

4250

4000

3750

3500

3250

3000

max cont.

B.5.4.15.C

B.5.4.16.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 34

B.5.4.5 B25D

23,2@3400

110@3400

100

110

120

2000 2250 2500 2750 3000 3250

[HP]

[Kgm]

[RPM]

B25D Performance @ full throttle

Power

Torque

100

120

2000 2250 2500 2750 3000 3250

[HP]

[RPM]

B25D Range of use

Available power

Necessary power

Max. cont. power

B.5.4.17.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.18.C

Manual B – Operations - 35

100

110

120

2000 2250 2500 2750 3000 3250 3500

[HP]

[RPM]

B25D Power @ constant MAP

29.9

28.5

25.5

22.5

max cont.

100

110

120

22 23 24 25 26 27 28 29 30

[CV]

[inHg]

B25D Power @ constant RPM

3400 3250

3000

2750

2500

2250

2000

max cont.

B.5.4.19.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.20.C

Manual B – Operations - 36

B.5.4.6. B25H

156@4300

26,1@4200

100

110

120

130

140

150

160

2250 2500 2750 3000 3250 3500 3750 4000 4250

HP]

[Kgm]

[RPM]

B25H Performance @ full throttle

Power

Torque

Max cont.

133,5@27,8inHg

100

110

120

130

140

150

160

22 23 24 25 26 27 28 29

[HP]

[inHg]

B25H at 4300 RPM

B.5.4.21.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.22.C

Manual B – Operations - 37

B.5.4.7. B25L

24,1@3950

133,1@3950

100

110

120

130

140

2250 2500 2750 3000 3250 3500 3750 4000

[HP]

[Kgm]

[RPM]

B25L Performance @ full throttle

Power

Torque

100

120

140

2500 2750 3000 3250 3500 3750 4000

[HP]

[RPM]

B25L Range of use

Available power

Necessary power

Max. cont. power

B.5.4.23.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.24.C

Manual B – Operations - 38

100

110

120

130

140

2750 3000 3250 3500 3750 4000 4250

[HP]

[RPM]

B25LPower @ constant MAP

29.9

28.5

25.5

22.5

max cont.

100

110

120

130

140

22 23 24 25 26 27 28 29 30

[HP]

[inHg]

B25L Power @ constant RPM

4200

4000

3750

3500

3250

3000

2750

max cont.

B.5.4.25.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.26.C

Manual B – Operations - 39

B.5.4.8. B25R

24,9@4200

154,2@4550

100

110

120

130

140

150

160

2250 2500 2750 3000 3250 3500 3750 4000 4250 4500

[HP]

[Kgm]

[RPM]

B25R Performance @ full throttle

Power

Torque

100

120

140

160

2500 2750 3000 3250 3500 3750 4000 4250 4500

[HP]

[RPM]

B25R Range of use

Available power Necessary power

Max. cont. power

B.5.4.27.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.28.C

Manual B – Operations - 40

100

110

120

130

140

150

160

2750 3000 3250 3500 3750 4000 4250 4500 4750

[HP]

[RPM]

B25R Power @ constant MAP

29.9

28.5

25.5

22.5

max cont.

100

110

120

130

140

150

160

22 23 24 25 26 27 28 29 30

[HP]

[inHg]

B25R Power @ constant RPM

4700 4500

4250

4000

3750

3500

3250

3000

max cont.

B.5.4.29.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.30.C

Manual B – Operations - 41

50%

60%

70%

80%

90%

100%

0 500 1000 1500 2000 2500 3000 3500 4000

[m]

% performance variation based on height

80%

85%

90%

95%

100%

105%

110%

115%

120%

-20 -10 0 10 20 30 40

[°C]

% performance variation based on air temperature

B.5.4.9. Performance Variation

Outside of the ISA conditions, the performance of the engine can vary based on height, air temperature and humidity.

The variation of engine performance based on height is approximately 1% every 100 meters of height. The graph B.5.4.18.C shows the variation of engine performance based height.

B.5.4.31.C

The variation of the engine performance not in the standard ISA conditions can be calculated with the following formula:

Q=Q(ISA)*288/T(K)

Where Q is the power calculated, Q(ISA) is the power in standard ISA condition and T(K) is the temperature in Kelvin degree : T(K)= T(°C)+273.

The graph B.5.4.19.C shows the power variation based on air temperature.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.4.32.C

Manual B – Operations - 42

The fuel injection system automatically changes the quantity of fuel based on the air temperature and height, so that the engine will run with the correct air//fuel ratio in any atmospheric condition.

Ratio power

weight [HP/Kg]

Dry weight

Engine with

lubricant

B22D

1.19

1.15

B22H*

1.67

1.61

B22L

1.37

1.32

B22R

1.56

1.50

B25D

1.38

1.34

B25H*

1.98

1.91

B25L

1.59

1.54

B25R

1.84

1.78

All consumption data indicated in the manual refers to the engine running with the

“Power” mode (engine fuel map “Power”). With the engine running in “Economy”

mode the fuel consumption is 10% less than the value indicated.

B22 Version

Consumption[l/h]

@rpm/MAP [inHg]

B22D

B22H*

B22L

B22R

Take off

23.7@3400/29.9

29.8@4300/29.9

29.6@4200/29.9

32.5@4700/29.9

Max continuous

19.6@3320/27.7

25@4300/27.8

23.8@4010/27.7

25.5@4420/27.7

At 75% max cont.

15.5@3020/26

19.2@4300/24.6

17.2@3640/25.7

19.6@4020/25.5

At 65% max cont.

14.2@2880/25.5

---

16@3470/24.8

17.2@3830/24.5

At 55% max cont.

12.8@2720/25

---

13.9@3280/23.7

14.8@3620/23.7

There is no significant variation in engine performance based on the humidity.

B.5.5. Ratio Power/Weight

Table B.5.5.1.C shows the value of the power/weight ratio for all engine models both with and without lubricant.

B.5.5.1.C

* Data refers to the model without reduction gear box.

B.5.6. Fuel Consumption

The fuel consumption is a function of the power output and the fluid-dynamic conditions.

The following table indicates the consumption in 5 different flight conditions.

B.5.6.1.C

* Data refers to the engine model without reduction gear box

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 43

B25 Version

Consumption[l/h]

@rpm/MAP [inHg]

B25D

B25H*

B25L

B25R

Take off

27.6@3400/29.9

35.4@4300/29.9

34.5@4200/29.9

38.5@4700/29.9

Max continuous

23@3330/27.7

29.6@4300/27.8

28@4070/27.7

30.3@4500/27.7

At 75% max cont.

17.8@3030/25.7

22.8@4300/24.6

20.9@3700/25.6

23.5@4090/25.5

At 65% max cont.

16.2@2880/25.3

---

18.7@3530/24.6

20.6@3900/24.5

At 55% max cont.

14.7@2730/24.8

---

15.9@3330/23.4

17.4@3690/23.4

Deviations from the curves shown are possible to the extent of 5%, as a result of dimensional tolerances and assembly.

B.5.6.2.C

* Data refers to the engine model without reduction gear box

The fuel consumption indicated in the table refers to an engine working with a fixed pitch propeller, so that the engine power output is unequivocally related to the propeller speed. In the case of a variable pitch propeller, it is possible to calculate the fuel consumption using the following graph. As a general consideration, with the same power output, the consumption is lower at higher RPM and lower throttle position.

The following paragraph indicates the fuel consumption of each engine model:  Graph CONSUMPTION PER H/RPM with constant MAP: each curve refers to a value of

MAP (indicated in inches of mercury inHg), and it is the fuel consumption in liters per hour, in function of the RPM.

 Graph CONSUMPTION PER H/MAP constant speed: each curve refers to a regime of

rotation of the motor and returns the hourly consumption expressed in liters, obtained as a function of pressure in the inlet manifold pressure (MAP).

 Graph CONSUMPTION PER H/RPM at constant power: each curve is related to a certain

value of power and represents the consumption per hour, expressed in liters, depending on the engine regime. This graph is particularly useful, if you use a variable pitch propeller in flight, to evaluate which is the best consumption with the same horsepower output.

 Graph specific consumption / MAP constant speed: each curve refers to a regime of rotation

of the engine and is the hourly consumption, expressed in liters, per horse power output, expressed in grams of fuel.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 44

B.5.6.1. B22D

2000 2250 2500 2750 3000 3250 3500

[L/h]

[RPM]

B22D Consumption @ constant MAP

29,9

28,5

25,5

22,5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B22D consumption @ constant RPM

3400

3250

3000

2750

2500

2250

2000

B.5.6.3.C

B.5.6.4.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 45

2000 2250 2500 2750 3000 3250

[L/h]

[RPM]

B22D consumption @ constant power

90 85

80 75 70

60 55 50 45

35 30

170

180

190

200

210

220

230

240

250

260

22 23 24 25 26 27 28 29 30

[gHP/h]

[inHg]

B22D specific consumption @ constant RPM

3400

3250

3000

2750

2500

2250

2000

B.5.6.5.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.6.C

Manual B – Operations - 46

B.5.6.2. B22H

22 23 24 25 26 27 28 29

[L/h]

[inHg]

B22H consumption @ 4300 RPM

160

170

180

190

200

22 23 24 25 26 27 28 29

[gHP/h]

[inHg]

B22H specific consumption @ 4300 RPM

B.5.6.7.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.8.C

Manual B – Operations - 47

B.5.6.3. B22L

2000 2250 2500 2750 3000 3250 3500 3750 4000 4250

[L/h]

[RPM]

B22L consumption @ constant MAP

29,9

28,5

25,5

22,5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B22L consumption @ constant RPM

4200

4000

3750

3500

3250

3000

2750

B.5.6.9.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.10.C

Manual B – Operations - 48

2750 3000 3250 3500 3750 4000 4250

[L/h]

[RPM]

B22L consumption @ constant power

110

105 100 95 90 85 80 75 70 65 60 55 50

170

180

190

200

210

220

230

22 23 24 25 26 27 28 29 30

[gHP/h]

[inHg]

B22L specific consumption @ constant RPM

4200

4000

3750

3500

3250

3000

2750

B.5.6.11.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.12.C

Manual B – Operations - 49

B.5.6.4. B22R

2500 2750 3000 3250 3500 3750 4000 4250 4500 4750

[L/h]

[RPM]

B22R Consumption @ constant MAP

29,9

28,5

25,5

22,5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B22R consumption @ constant RPM

4700

4500

4250

4000

3750

3500

3250

3000

B.5.6.13.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.14.C

Manual B – Operations - 50

2750 3000 3250 3500 3750 4000 4250 4500 4750

[L/h]

[RPM]

B22R Consumption @ constant power

125

120 115

110 105 100 95 90

85 80 75

70 65 60 55 50

170

180

190

200

210

220

230

22 23 24 25 26 27 28 29 30

[gHP/h]

[inHg]

B22R specific consumption @ constant RPM

4500

4700 4000

4250

3750

3500

3250

3000

2750

B.5.6.15.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.16.C

Manual B – Operations - 51

B.5.6.5. B25D

2000 2250 2500 2750 3000 3250 3500

[L/h]

[RPM]

B25D Consumption @ constant MAP

29.9

28.5

25.5

22.5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B25D Consumption @ constant RMP

3400

3250

3000

2750

2500

2250

2000

B.5.6.17.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.18.C

Manual B – Operations - 52

2000 2250 2500 2750 3000 3250

[L/h]

[RPM]

B25D Consumption @ constant power

105 100

95 90 85

75 70 65 60

50 45

170

180

190

200

210

220

230

240

250

260

22 23 24 25 26 27 28 29 30

[gCv/h]

[inHg]

B25D Specific consuption @ constant RPM

3400

3250

3000

2750

2500

2250

2000

B.5.6.19.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.20.C

Manual B – Operations - 53

B.5.6.6. B25H

22 23 24 25 26 27 28 29

[L/h]

[inHg]

B25H Consumption @ 4300 RPM

160

170

180

190

200

22 23 24 25 26 27 28 29

[gCv/h]

[inHg]

B25H Specific consumption @ 4300 RPM

B.5.6.21.C

B.5.6.22.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 54

B.5.6.7. B25L

2000 2250 2500 2750 3000 3250 3500 3750 4000 4250

[L/h]

[RPM]

B25L Consumption @ constant MAP

29.9

28.5

25.5

22.5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B25L Consumption @ constant RPM

4200

4000

3750

3500

3250

3000

2750

B.5.6.23.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.24.C

Manual B – Operations - 55

2750 3000 3250 3500 3750 4000 4250

[L/h]

[RPM]

B25L Consumption @ constant Power

130

125 120

115 110 105 100 95 90 85 80 75 70 65 60 55

170

180

190

200

210

220

230

22 23 24 25 26 27 28 29 30

[gCv/h]

[inHg]

B25L Specific consumption @ constant RPM

4200

4000

3750

3500

3250

3000

2750

B.5.6.25.C

B.5.6.26.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 56

B.5.6.8. B25R

2500 2750 3000 3250 3500 3750 4000 4250 4500 4750

[L/h]

[RPM]

B25R Consumption @ constant MAP

29.9

28.5

25.5

22.5

22 23 24 25 26 27 28 29 30

[L/h]

[inHg]

B25R Consumption @ constant RPM

4700 4500

4250

4000

3750

3500

3250

3000

B.5.6.27.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.28.C

Manual B – Operations - 57

2750 3000 3250 3500 3750 4000 4250 4500 4750

[L/h]

[RPM]

B25R Consumption @ constant power

150

145

140 135 130 125 120 115 110

105 100 95

90 85 80 75 70 65

60 50

170

180

190

200

210

220

230

22 23 24 25 26 27 28 29 30

[gCv/h]

[inHg]

B25R Specific consumption @ constant RPM

4500 4700

4000

4250

3750

3500

3250

3000

2750

B.5.6.29.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.5.6.30.C

Manual B – Operations - 58

Model

Gear box ratio

Max engine

RPM[rpm]

Max prpeller speed

[rpm]

B22D/B25D

1÷1

3400

B22H*/B25H*

1÷1

4300

---

B22L/B25L

1÷1,731

4200

2426

B22R/B25R

1÷1,958

4700

2400

B.5.7. Propeller speed

The maximum propeller speed varies depending on the motor model used. Below is a summary:

B.5.7.1.C

* Also available with reduction gear with a ratio of 1 to 1,731 or 1 to 1,958 The models B22D, B25D, B22H and B25H are not provided with a reduction gear box. The

propeller shaft rests on two ball bearings of large dimensions and is keyed directly on the engine crank shaft. In the other models with reduction gear box and helical gears, whose ratio is specified in the table, splash lubrication occurs with specific oil for the gears contained in the gearbox itself. This oil does not participate in the lubrication of any other mechanical parts. The shafts of the gear box are made integrally with the gear. Each wheel shaft runs on ball bearings of a significant size. The gearbox is not equipped with any mechanical damper. Torsional vibrations are reduced by an electro-hydraulic system placed in the engine block and controlled by the ECU. This system reduces the degree of irregularity of the engine at low speeds (below 2500 rpm in versions with a reduction gear box and under 1400 rpm in direct drive versions), making it unnecessary to adopt a mechanical damper.

B.5.8. Direction of the Rotation of the Propeller

Propeller rotation is viewed by standing in front of propeller (see picture B5.8.1P and B5.8.2P). It is counter clockwise for the version without gear box and clockwise for the version with gear box.

B.5.8.1.P

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 59

Version w ith gear box

Never manually rotate the propeller in the opposite direction. This operation can damage the automatic timing chain tensioner and also disengage the system on the engine starter.

For engines with a reduction gear box, the counterclockwise rotation of the propeller produces a drift to the right of the aircraft. Counter this on the ground with the left pedal and properly balance in flight with aerodynamic surfaces of compensation. For versions without a gear box it is the opposite.

B.5.8.2.P

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 60

Optional

Supplied (standard equipm ent)

Thermostate

full

Over

Head

Cylinder

valve

effec t

Double

Pum p

Cylinder

Side 1

Head

Side 2

Radiator

T> 75°C

Vaso espansione

Tem perature

sensor

Tem perature

sensor

T< 75°C

Hot circuit

Cold circuit

Water tank

B.6. DESCRIPTION OF THE SYSTEMS

B.6.1. Cooling system

For a detailed description of the system, see the paragraph A.9.1.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.6.1.1.C

Manual B – Operations - 61

Dec om pr.

Cra nk case

Scondary shaft

Rods

lubrication

Spray

Oil filter

Non-ret urn valve

By-pass valve

Pressuruzed

lubrication

Oil sum p

oil st rainer

Pump

tim ing c hain 1

Pressure

sensor

Pistons

valve

ADC

Head 1

bearings

Camshaft

Tappet

Start

sensor

gears

Splash

lubrication

gears

Tim ing

Tem erature

Tim ing chain 2

Bearings

Tappet

bearings

Camshaft

Head 2

Generator

Dec om pr.

The temperature of the coolant is measured by two temperature sensors (optional), installed in each head.

B.6.2. Lubricant system

For a detailed description of the system, see the paragraph A.10.1. An oil temperature sensor is mounted on the right rear of the oil sump. The data from the sensor is sent to the injection control unit: do not remove or intercept the signal from this sensor for any reason. If you need to add an oil temperature sensor read paragraph A.16.3. The engine lubricant pressure is measured by a sensor placed on the upper left side of the crankcase under the injection control unit.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

B.6.2.1.C

Manual B – Operations - 62

net

valve

filter

Airc raft fuel circ uit

Optional to be insta lled on the aircraft

installed on the engine

cylinder 3/4

Auxliary

in line

fuel pum p

n et

Filt er

Non-ret urn

Fuel

Injector

fuel pum p

Main

in line

Filt er

n et

water

Ga scoletor

Non-ret urn

valve

filter

Fuel

Pressure

sensor

Filt er net

fuel dist ributor

Pressure

regulator

Fuel t ank

Filt er net

Filt er

cylinder 1/2

Injector

Fuel

valve

Fuel tank

In case of the use of two tanks it is essential to install a dual flow valve, which can act on both the delivery branch and on the return to the tank. A valve with these characteristics is available as an accessory with the cod. C107.

In case a safety valve is installed on the return to the fuel tank it is important to install a non-return valve, as close as possible to the tank: this valve is to prevent the fuel contained in the tanks from flowing to the engine or into the cabin in the event of rollover or serious damage to 'fuel system.

B.6.3. Fuel system

B.6.3.1.C

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 63

It is important to avoid the risk of vapor lock in the return line to the fuel tanks.

Coc k pit

Instrum ent Panel

F.D.U.

Elect ric-Hub

Battery A Battery B

Engine

Connector Instrum ent

Push Button sw itch

EngineCabin

E-Safe

Starter

Start

GND

Engine

GND

StartAAux

pum p laneBlane

Master

The measurement of fuel pressure is performed by a sensor positioned on the left side of the engine on fuel distributor.

B.6.4. Electric system

B.6.4.1.C

The engine is equipped with two injection ECUs and electronic ignition mapped with barometric and altimeter compensation and totally independent electrical circuits.

The ignition system is electronic inductive discharge with resistive shielding against radio interference. The firing order is 1-2-3-4, with the numbering shown in Figure B.4.2.1.P

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 64

If the engine is operated with generator disconnected from the controller, you need to check and possibly replace the generator.

Read and understand the instruction manual of the instruments before performing

flight or ground tests.

Do not start the engine before connecting the instruments to the electrical wiring since the system would detect the event as an anomaly.

The injection system is equipped with two high impedance injectors (one per bank). The mixture is adjusted by varying the injection time.

The recharging circuit uses a 300 Watt generator with anti-phased windings, oil cooled, and a 26 A voltage regulator.

Carrying out the aircraft wiring loom according to the schema defined in the installation manual allows the engine to also be operated with the battery disconnected or broken. This is possible only if the engine speed is greater than 1500 rpm. Under 1500 rpm the current requested by the one fuel pump and the injection and ignition system is greater than the current produced by the generator.

B.6.4.1. ES-m Instrumentation

ES-m and EMS-m instrumentation is an integral part of every engine, ensuring the correct and

safe use of the engine. Through this instrumentation the operator can monitor the operating status of the ECUs, fuel pumps, batteries and generator. The HSA-M can also record the values of all the operating parameters of the engine (rpm, temperatures, pressures, hours of operation and more), and all of which is available on a CAN line with the standard CAN Aerospace protocol. This makes is very easy to connect additional instruments to the system. For a list of the functions and the correct method of use, refer to the respective user manuals.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 65

B22 Version

RPM

B22D

B22H

B22L

B22R

Take Off (max 5 minuts)

3400

4300

3950÷4200

4550÷4700

Max Continuous Power (MCP)

3320

4010

4420

95% MCP

3260

3940

4350

90% MCP

3210

3870

4270

85% MCP

3150

3800

4190

80% MCP

3080

3720

4100

75% MCP

3020

3640

4020

70% MCP

2950

3560

3930

65% MCP

2880

3470

3830

60% MCP

2800

3380

3730

55% MCP

2720

3280

3620

50% MCP

2640

3180

3510

idle

950÷1050

1350÷1700*

950÷1050

Best range**

2700÷3000

---

3400÷3750

3400÷4200

B25 Version

RPM

B25D

B25H

B25L

B25R

Take Off (max 5 minuts)

3400

4300

3950÷4200

4550÷4700

Max Continuous Power (MCP)

3330

4070

4500

95% MCP

3270

4000

4420

90% MCP

3220

3930

4350

85% MCP

3150

3860

4260

80% MCP

3090

3780

4180

75% MCP

3030

3700

4090

70% MCP

2960

3610

4000

65% MCP

2880

3530

3900

60% MCP

2810

3430

3800

55% MCP

2730

3330

3690

50% MCP

2640

3230

3570

idle

950÷1050

1350÷1700*

950÷1050

Best range**

2700÷3000

---

3400÷3750

3400÷4200

B.7. OPERATING INSTRUCTION

B.7.1. Operating limits

B.7.1.1. RPM

The two ECUs use a pick up (one for each ECUs) to read the engine RPM. The RPM are the one read from the ECUs.

B.7.1.1.C

B.7.1.2.C

* operation in neutral ** only with constant speed propeller

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 66

Exceeding the maximum allowable engine speed is a condition of potential risk to the integrity of the engine and must be prevented by using propellers with appropriate characteristics for power output.

Fuel Pressure [bar]

B22D/B25D

B22H/B25H

B22L/B25L

B22R/B25R

Max

3.6.

3.6

Min

2.9

Max variation with auxiliary pump on

0.15

In the case of pressures above or below the values shown, the engine operates in an irregular manner. Do not fly until the problem is identified and resolved.

It is mandatory to monitor the fuel pressure during the flight, in order to detect any abnormalities that may affect safety.

It is strongly suggested to install an auxiliary fuel pump, to be used in case of failure of the main pump in flight or in conditions of safety critical flight (takeoff and landing).

Engine oil pressure [bar]

B22D/B25D

B22H/B25H

B22L/B25L

B22R/B25R

Max

2.2

Nominal @ max rpm

1.4÷1.8

1.7÷2.2

1.6÷2.0

1.7÷2.2

Min below 2500 (1400*) rpm

0.05

Max below 2500 (1400*) rpm

0.6

Min over 2500(1400*) rpm

1.2

Nominal @ 3000 rpm

1.5÷1.7

The power percentages expressed in the table refers to installations with a fixed pitch propeller and it is supposed that the propeller, in flight, reaches the maximum permissible engine speed.

B.7.1.2. Fuel Pressure

The fuel pressure is detected by a sensor (optional) mounted on the shunt fuel. The fuel pressure increases as the opening of the throttle control, and then the value of MAP.

B.7.1.3.C

The minimum value is reached in release conditions of release (low throttle and high engine speed).

B.7.1.3. Engine oil pressure

The engine oil pressure is read by a sensor placed on the main rail of the oil circuit, before the oil filter and after the valve ADC. The oil pressure is strongly affected by the temperature and viscosity of the oil.

B.7.1.4.C

* Engine version without reduction gear box

The oil pressure is electronically regulated below 2500 rpm (1400 rpm in versions without gearbox). In case of an anomaly of the control system it is possible to read the oil pressure value different from the one shown in idle conditions. Sometimes it may happen that there is an increase in vibration to a minimum or below 2500 rpm during the first minutes of engine operation

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 67

It is mandatory to monitor the engine oil pressure during the flight to detect any abnormalities that may affect safety.

Such an eventuality is not dangerous for flight conditions, but it must be corrected to avoid inducing abnormal stress to the mechanical and structural components of the aircraft when the engine is idling.

B22 Version

Engine Oil Temperature [°C]

B22D

B22H

B22L

B22R

Max

130

Min before flight

Nominal

85÷100

100÷120

85÷105

95÷110

Typical

110

102

B25 Version

Engine Oil Temperature [°C]

B25D

B25H

B25L

B25R

Max

130

Min before flight

Nominal

85÷100

100÷120

90÷100

95÷115

Typical

115

100

106

It is mandatory to monitor the temperature of the lubricant during flight in order to detect any abnormalities that may affect safety.

with cold starts, particularly in cold climates (ambient temperature less than 5 ° C), even when with automatic procedure ended. In this case, by varying the position of the throttle, look for the engine speed that produces less vibration. This is usually about 1800 rpm.

The fault of the oil pressure control of the ADC system produces an increase of vibration in idle condition.

B.7.1.4. Engine Oil Temperature

The engine oil temperature is read by a sensor mounted in the rear of the oil sump.

B.7.1.5.C

B.7.1.6.C

The engine oil temperature is an important indicator of the thermal state of the motor, more so than the temperature of the coolant and must be considered for the purpose of engine warm up.

B.7.1.5. Reduction Gear Box Oil Temperature

The gearbox oil temperature is not detected by any specific sensor as it is not critical or binding for engine reliability. It can be read with adhesive thermometers as described in the installation manual.

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

Manual B – Operations - 68

Version without governor

Reduction Gear Box Temperature [°C]

B22L/B25L

B22R/B25R

Max

100

Min in flight

Nominal

45÷70

45÷80

Typical

Version with governor

Reduction Gear Box Temperature [°C]

B22L/B25L

B22R/B25R

Max

125

Min in flight

Nominal

60÷95

65÷105

Typical

Coolant Temperature [°C]

B22D/B25D

B22H/B25H

B22L/B25L

B22R/B25R

Max

102

Min in flight

Nominal

75÷90

85÷98

75÷90

80÷95

Typical

It is mandatory to monitor the temperature of the coolant during the flight in order to detect any abnormalities that may affect safety.

Air Intake Temperature [°C]

All versions

Max

-70

Min

-20

Normal

B.7.1.7.C

B.7.1.8.C

The oil temperature reducer represents an index of the efficiency of the gears of the transmission. In case of overheating is necessary to overhaul the gearbox.

B.7.1.6. Coolant Temperature

The temperature of the cooling liquid is detected by a sensor, one for each bank.

B.7.1.9.C

B.7.1.7. Air Intake Temperature

The air intake temperature is detected in the intake manifold of the cylinder bank # 1 with the sensor prepared for the injection system. This temperature can be read using an EFIS system with a CAN interface.

B.7.1.10.C

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A supply temperature above the reported value indicates a mechanical or electronic problem. Do not fly until the problem is identified and resolved.

At temperatures below 15°C with particular environmental conditions, frost may form and impact negatively on the butterfly valve.

The minimum temperature required for ignition must be understood for a cold engine.

Acceleration [g]

All versions

Longitudinal axis X

± 10

Trasversal axis Y

± 10

Vertical axis Z

+10/-0.5 (max 5 second)

Angle [deg]

All versions

Minimum Oil Level

Maximum Oil Level

Pitch axis

+55/-10

+55/-18

Roll axis

+36/-47

+49/-53

Yaw axis

± 90

±90

With temperatures below 0° C it can be difficult to start the engine if the battery is not fully charged. If necessary, for cold starting, it is possible to connect a fully charged second battery in parallel to the one installed on the aircraft.

B.7.1.8. Load Factor

The operating limits of the engine to contingency are due to the need to allow adequate lubricant to the mechanical action. The fuel injector system is instead substantially insensitive to the conditions of contingency.

B.7.1.11.C

B.7.1.9. Inclination Angle

Similar as to what is described for the load factor, the limits on the angles of inclination of the engine with respect to the horizontal position are to guarantee adequate lubrication to the mechanical action.

B.7.1.12.C

The angles are referred to the condition of minimum and maximum oil levels. On the pitch axis it consider a positive angle when the flange propeller pull up; on the roll axis it’s consider a positive angle when the side # 1 to rotate downward.

These angles should be interpreted as angle of skidding relative to the direction of flight: in case the angle is accompanied by a centrifugal force implicit in maneuvers coordinates, the angles of inclination may also be more.

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Electrical Voltage [volt]

All versions

Maximum

14.8

Minimum

Normal

12.5÷13.5

The voltage read on a voltmeter is the average between the charging voltage and the battery voltage. For this reason, with low battery voltage values, the values that are read are also lower than the normal voltage reported. This condition does not indicate a failure in charging.

Before performing any maintenance on the aircraft or engine, electronically isolate the ECU’s from the plant.

The recommended coolant is the SYNAVIO M AF concentrate, which, unlike other anti-freezes, can be diluted with water even with a high lime content (tap water).

Do not use propylene glycol coolants: the use of these coolants will render void any conditions or warranties on the engine or on the components of the engine.

The recommended lubricant is SYNAVIO ME 40 Engine Lubricant which is specifically formulated for heavy-duty on aircraft engines. Synavio provides a free service of spectrographic analysis of the oil removed (C.6.7.6.).

B.7.1.10 Electrical Voltage

The injection system is able to function properly compensating for any variations in the voltage of the recharging system within the limits indicated.

B.7.1.13.C

B.7.2. Operative Fluid

B.7.2.1. Cooling Fluid

Use only ethylene glycol based coolants: these liquids must be mixed with water. The protection from freezing is guaranteed up to -40 ° C when diluted 50%: for different dilutions, refer to the graph A.9.5.1.C.

B.7.2.2. Engine Oil

Use only synthetic lubricants or those mixed for use in gasoline engines. The multi-grade oil SAE 10W/40 covers a very wide range of ambient temperatures and is therefore to be considered the first choice for temperate climates such as Europe. Only use lubricants with specific API SG or higher.

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If the oil consumption is higher than specified it is necessary to revise the engine.

The use of oil different from the one recommended, even if it is of equal degree and specific heat, is not recommended as the effectiveness has not been verified in testing.

After the first 10 hours of operation it is necessary to replace the oil and oil filter. Not replacing the oil and filter can cause engine performance degradation and possible damage to the engine.

The recommended lubricant is the SYNAVIO MG 90 Gear Lubricant which is specifically formulated for heavy-duty gears with high stress. Synavio provides a free service of spectrographic analysis of the oil removed (C.6.12.5.).

A lubricant consumption higher than that specified is probably due to the overheating of the transmission gears or leakages from the seals during operation. In such a case it is necessary to overhaul the gearbox.

The use of oil different from the one recommended, even if it is of equal degree and specific heat, is not recommended as the effectiveness has not been verified in testing.

After the first 10 hours of operation it is necessary to change the gearbox oil. Not doing this can cause damage to the gear reduction or the propeller pitch adjustment system, if installed.

The choice of the optimal viscosity of the oil to be used should be determined on the basis of the average atmospheric temperature of the area of use (A.10.3.1.C). If the engine is used in hot climates it is recommended to increase the frequency of oil changes.

The maximum permissible oil consumption is 0.5 liters every 10 hours of operation regime.

If the engine has not been used for a prolonged period of time it is advisable to change the oil before use.

B.7.2.3. Reduction Gear Box Oil

Use specific lubricants for use with hypoid gears of thermal grade 80W-90.

The maximum gearbox oil consumption is 0.05 liters every 10 hours.

B.7.2.4. Fuel

The following fuel type can be used:

 Unleaded gasoline RON 91 or higher  Leaded gasoline 91 octane or higher

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The use of AVGAS gasoline has not been verified during testing. Do not use this type of fuel for any reason as it could severely damage the injectors and the engine and cause the engine to shutdown.

Replace the fuel filter according to the maintenance schedule. Failure to do so may cause performance degradation or possible engine failure.

The use of fuel with lower anti-knock characteristics than prescribed may cause damage to the mechanical components of the engine. In case of accidental use of these fuels, it is mandatory a check at an authorized service centre.

The formulation of gasoline varies between summer and winter. It is important to make sure to use fuel prepared for the climatic condition in which the engine operates.

Risk of burns: always perform pre-flight checks on a cold engine.

Always make sure, before proceeding to the controls, the ECUs switches are in the off position.

Make sure the master switch is in the off position.

In case of anomalies identified during pre-flight checks do not use the engine before they are removed.

There is a possibility that there may be water residue or small intrusions present in the fuel. It is advisable to filter the fuel before placing in the tanks in order to preserve the fuel circuit from impurities that may damage the components.

Avoid storing fuel for months with the risk of using winter fuel in summer time. Summer fuel has less evaporation capacity because the more volatile components are removed and this decreases the risk of vapor lock in the fuel system.

B.7.3. General Criteria to Operate the Engine

To preserve the integrity and efficiency of your engine you need to follow the instructions contained in the operating and maintenance manuals.

B.7.3.1. Check Before Start

a. General check

Remove the cowling of the engine and check that there is no slack in the tightening, especially in the radiator, hoses, fuel and cooling system hoses. Check the state of wear of all the connections made of plastic material and the shock absorbers for the suspension of the engine. Check there are no cracks or looseness in the engine mounts.

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Any excess liquid refrigerant is ejected from the system through the tube arranged on the cap of the expansion tank, once the engine has reached operating temperature.

Unscrew the cap of the pressurized circuit only when the engine is turned off and cold otherwise this could result in personal injury and severe burns.

Check the tightness of the propeller and the absence of any play between the propeller blades and hub.

b. Leaks Inspection

Check for the leakage of fuel, coolant or lubricant. In particular, before moving the aircraft, it is good to check the floor below the engine or tanks for the presence of stains or smudges due to defects in onboard systems. Also consider the fact that, due to the presence of the propeller, a possible loss of liquid in flight can cause stains or halos far away from the point where the leak occurs.

c. Cooling Fluid Level Check

Check the coolant level in the expansion tank. The verification shall be carried out by unscrewing the cap of the expansion tank and checking the level of the refrigerant visually or with a dipstick. The expansion tank must be filled to at least two thirds of the height (about

0.45 liters). The total capacity of the expansion tank is 0.7 liters.

If necessary, top up coolant with the same quality as the one in the engine.

Make sure you have tightened the seal cap (you should feel some resistance when tightening). In case the level of the liquid contained in the expansion tank is zero or very low, it is also necessary to unscrew the cap of the pressurized circuit.

B.7.3.1.P

If the liquid level inside the duct for topping up the pressurized circuit is full, it is sufficient to unscrew the cap and top up the level in the expansion tank. If the level in the duct for topping

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If the engine requires frequent topping up of the water circuit is likely that there is a leak from the head gasket: running the engine in this condition can cause a detonation phenomena, resulting in serious mechanical damage.

Avoid placing more oil in the engine than the maximum allowed, as it may cause reflux into the intake system and result in erratic operation and spark plug fouling.

For tightening and removing the filler cap use the tool code. X283.

For tightening and removing the filler cap you can use the tool code. X283.

In case of considerable gaps, roughness or variation in the propeller rotation smoothness, contact an authorized service center for the appropriate inspections.

Avoid turning the propeller in the opposite direction as it may damage the automatic chain tension distribution system or the starter system.

up the pressurized circuit is low, it is necessary bleed the cooling system as described in section A.9.6., but not before isolating the cause that led to the low level.

d. Engine Oil Level Check

Check the oil level in the engine and top up if necessary. The oil level should be between the two notches on the dipstick: the quantity between the two marks is about 0.8 liters.

e. Reduction Gear Box Check

Check the state of wear of the gears and lubricant: this verification shall be performed by unscrewing the cap on the top of the gearbox and visually assessing the state of the contact surfaces on the driven gear (helical gear), which must be free of cracks, pitting or yellowing and have a uniform glossy appearance.

Apply a light load on the end of a propeller blade by hand, first in one direction, then in the opposite. Do not turn the engine shaft. This makes it possible to evaluate the clearance between the gears of the gearbox. When the engine is cold the movement of the blade should be about 1.5 millimeter and should not exceed 3 millimeters.

Rotate the propeller by hand in the direction of normal engine operation by completing at least one turn: it should be smooth and no suspicious noises should be heard. If so it is mandatory to check the gear box before flight. The compression of the cylinders with the engine stopped is very low due to the presence of the decompressor.

f. Fuel System Check

From the cockpit switch on the auxiliary pump for about 5 seconds and then check with the instrumentation that the fuel system line is pressurized. This means that the fuel pressure is

3.5 bar. After turning off the auxiliary pump and ensuring that the master switch is in the off

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In the case of leaks or even in doubt, avoid starting the engine and contact a service center.

A damaged exhaust system causes a reduction in engine performance and may cause poisoning, burns or fire.

Do not leave the aircraft unattended with the engine running. Before starting the engine, make sure that nobody is in the proximity of the aircraft or in the area considered dangerous.

Thanks to the injection system, to perform the start, both with the engine hot, or with engine cold, it is not necessary to manually adjust the mixture, as the enrichment is operated in automatic mode.

position follow the fuel line from tank up to the engine and check for leaks or even small leakages of fuel. Carefully check the area of the shunt fuel, which has to be clean and free of sludge or smudges of greenish color. If the FD-m group is installed it is necessary to remove the cover and check for leaks from the fuel lines and components; also check the clamps holding the pumps.

g. Throttle Command Check

Completely push the throttle command in the cab and return to the idle position: pay attention to any jamming or roughness in the command.

h. Exhaust System Check

Carefully observe the exhaust manifolds and the muffler and verify the absence of cracks, loss of lubricant or fuel, or vented exhaust gases, especially in the area of coupling to the engine. Also check the condition of the springs and retaining screws.

i. Electric System Check

Inspect all electrical connectors and especially the state of the cables from the connectors, check the tightness of the ground connections and the positive power and check the spark plug wires and the clamping on the spark plug. Check that all the fixing points of the wiring to the engine are properly tightened. Check the efficiency of all the fuses and if the fuse and relays in the engine compartment are properly connected. If the EH-m group is installed check the efficiency of the damping elements assembly mounting to firewall. In case of the use of a dual battery system, before starting the engine, check the state of efficiency of both batteries, bringing the first master switch in position A and then in position B: in both cases the voltage read must be greater than 11.7 volts, otherwise it is necessary to recharge the battery before starting the engine.

B.7.3.2. Start Operation

The start-up sequence is as follows.

a. Set the throttle to the idle position.

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Do not start the engine with throttle in fully open position: this not only makes starting more difficult, but also may cause damage to the starter system.

Automatic control of the fuel pump is done for safety reasons. If there is a breakage of the fuel system by accident or any other reason, since the motor has stopped, the pump will not run so there is no circulation of fuel. The pump is not of a transparent type so that if it stops it does not allow the passage of fuel.

The injection system adjusts the idle speed automatically, the idle is set around 1700 ÷ 2300 rpm when the engine is cold (depending on the version and the propeller mounted), and the idle speed goes down to 950 ÷ 1050 rpm when the engine is hot.

Do not turn off the engine immediately after starting as this can cause erratic operation of the ADC system, with the risk of damaging the engine. If you need to turn off the engine without completing the heating process, it is mandatory to wait at least 1 minute before trying to start the engine again.

Set the master switch to the on position.

b. Power on the main fuel pump for about 3 seconds, so as to pressurize the fuel system, the

pump will restart automatically when the engine starts and will automatically turn off when the engine stops.

c. Bring both injection switches to the on position. d. Checking fuel pressure: if the fuel pressure is greater than 3.1 bar you can operate the engine

starter if the pressure is less than this value it is necessary to activate the auxiliary fuel pump to pressurize the fuel system; if the auxiliary fuel pump is not installed, you must set the ECU switch in the off position, wait about 5 seconds, and then set it again in the on position, so as to switch on the fuel pump again.

e. Push the starter button. The start button should not be pressed for more than 10 seconds

continuously. If after this period the engine has not started, before a second attempt it is necessary to wait at least 1 minute. This is to safeguard the electric starter from overheating. If after the third attempt the engine does not start, desist from any further attempts, and perform the checks in paragraph B.9.1. It is important to operate the starter only if the engine is completely stopped.

f. After about 30 seconds after the engine start check the oil pressure. It must be within the

allowable limits.

B.7.3.3. Engine Warm Up

The engine warm up procedure is performed in a completely automatic way by the FADEC system as described below:

a. When starting, with the oil temperature below 50° C, the engine will automatically run at

approximately 1300 rpm and after a few seconds then goes to between 1700 and 2300 rpm.

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On the ground avoid running the engine above 3200 RPM for more than one minute because cooling may be inadequate and may cause faults in the engine components.

Never exceed 3000 RPM with the water temperature below 72° C and the oil

temperature below 50° C. Doing so will cause severe mechanical damage, recorded in the ES-m memory, and will cancel the warranty on the engine and its components.

The ES-m instrument facilitates the management of the heating phase and indicates the condition of “warm up”.

Upon reaching 50° C, the FADEC system will impose a new engine idling speed of between 950 and 1050 RPM.

b. If the oil temperature is above 50° C then the engine will immediately run at a speed of

between 950 and 1050 RPM after starting.

c. The warm up procedure is considered to be finished when the coolant temperature of both

cylinder sides is above 72° C: in case this condition is not verified, it is necessary to keep the engine at about 2000 RPM to accelerate heating.

B.7.3.4. Before Take Off

When the warm-up period is finished, before take-off, it is necessary to perform some checks and some operational tests of the engine, as described below:

a. Verify that the fuel pressure in idle condition is greater than 2.9 bar. b. Verify that the oil pressure in idle condition in greater than 0.1 bar. c. Run the engine at 2700 rpm and perform the following checks:

d. Rendundancy Check

Alternately turn off each of the two injection systems. After a short period of time, necessary for re-timing the control units, there must not be any significant variation in either of the RPM or the regularity of the engine operation.

e. Charging System Check

Turn off the master switch. The engine must remain continue to run without any hesitation. At the same time the voltage value will increase. The magnitude of the increase depends on the state of charge of the battery: the increase in voltage is usually between 0.5 and 1.5 volts. In the case of systems with dual battery you need to check the efficiency of both batteries, bringing the master switch to position A, B, Both and finally in the off position. The engine must operate regularly with variations in voltage between 0.5 and 1.5 volts.

f. Auxiliary Fuel Pump Check

Switch on the auxiliary pump. There will be an increase in fuel pressure of about 0.1 bar and there must be no significant difference in speed.

g. Throttle Response Check

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If even one of these checks fails, or if there are doubts, it is mandatory not to fly, and perform all the necessary ground checks.

Never take off with the engine cold, as it can cause serious damage to the engine and may cause a dangerous situation by stopping the engine in flight.

In cruise condition, by using the ES-m instrumentation, it is possible to activate the injection map in Economy mode, which provides a fuel saving of about 10%.

Bring the throttle into full open position. The engine should reach the expected RPM. Bring the throttle back into idle position. The engine should neither turn off nor manifest irregularities. Also check that the throttle runs regularly without jamming.

B.7.3.5. Take Off

a. Make sure you have activated the auxiliary fuel pump (if present), and have switched on both

ECUs.

b. Bring the throttle to full open position and execute the take off. c. Keep the throttle in full open position for the time necessary to gain altitude as quickly as

possible but not for more than five minutes.

d. Bring the throttle to cruise position. e. Switch off the auxiliary fuel pump while monitoring the pressure in the system. If the

pressure drops after the pump is turned off then switch the auxiliary pump on again and land as soon as possible to remove the anomaly.

During the climb constantly keep monitoring the values of the motor parameters (waterT, oilT, oilP and fuelP) checking that they are within the limits specified in section B.7.1.

To avoid overloading the transmission system, do not act on the throttle suddenly to either increase or decrease the engine rpm.

B.7.3.6. Cruise

a. Set the throttle in order to get the desired cruise attitude, in compliance with the operating

limits listed in Section B.7.1.

b. If using a constant speed propeller, avoid flying at high loads and low rpm because this causes

stress on the gears of the transmission and enhances degradation. It also does not produce any positive effect on fuel consumption. It is better to set the propeller pitch that makes the engine run with a MAP value between 24inHg and 27.5inHg and within the range of maximum continuous power expressed in charts B.5.4.3, B.5.4.9 and B.5.4.13.

c. Monitor engine parameters during flight to detect any malfunctions before they produce

mechanical damage. In particular, avoid flying with the coolant and oil temperatures lower than the lower limit value. If it this happens reduce the radiant cooling surfaces.

B.7.3.7. Landing

a. Switch on the auxiliary fuel pump if installed.

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Thanks to the adoption of the liquid cooling system the risk of the sudden drop of oil and water temperature is avoided during prolonged descent with the engine idling.

This procedure prevents jerking the propeller while stopping the engine. The ADC system is handled by the main ECU only. Acting in a different way can cause problems to the starter.

b. Gradually reduce the rotation speed by adjusting the throttle.

c. When using a constant speed propeller, put the propeller in the minimum pitch, while

reducing the speed by adjusting the throttle.

d. Always gradually control the throttle, without subjecting the engine to rapid regime changes.

B.7.3.8. Engine Switch off

a. After landing, keep the engine running at low speed for at least 1 minute, in order to

standardize the temperatures of all components and avoid thermal shock.

b. Switch off all utilities in the meantime, including the auxiliary fuel pump if present. c. Stop the engine using the auxiliary ECU first and then the main ECU.

d. After stopping the engine, switch off the main switch (master).

B.7.3.9. Use of the Engine in Winter Season

If using the engine during winter or in a cold climate area you must follow the instructions below:

a. Coolant

Increase the proportion of water-antifreeze mixture in accordance with the paragraph B.7.2.1 and the manufacturer's instructions.

b. Lubricant

Make sure the engine and gearbox lubricant thermal grade used is in compliance to what is specified in B.7.2.2 and B.7.2.3.

c. Cold Start

Throttle closed. Make sure that the battery is fully charged to run the engine at least 150-180 RPM. Otherwise recharge before attempting to start. In case the installed battery is not enough to ensure an adequate start regime, use a second battery connected in parallel to the first. Use the electric starter for short periods (10 seconds maximum). During starting attempts power off and on the main ECU switch: this produces a further enrichment in the carburetion.

d. If the Engine Doesn’t Start

o Open the throttle slightly. o Replace the spark plug. o Reduce the spark plug air gap to 0.5 mm (regardless of the type of candle used), to

facilitate the ignition of the spark.

o Use an engine oil that is less viscous. o Run the engine for 20 seconds without spark plug.

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It is necessary to use fuel specific to the season in which the engine is used. The formulation of the fuel varies with the presence of some components or additives, particularly alcohol, which contains water and may cause condensation under certain conditions.

If the engine does not start it is likely that there is condensation or ice in the intake system, due to high relative humidity. In this case it is appropriate to blow or replace the spark plugs. In addition to this, there is also the possibility of the presence of water condensation in the fuel. To avoid problems due to the presence of water in the fuel it is necessary to provide the fuel circuit with a gascolator to be placed at the lowest point in the circuit itself before the fuel pumps. This will collect, by gravity, the water which may be present in the tanks.

Be aware that under certain conditions the presence of small drops of water on the electrodes of the spark plugs can cause irreversible damage.

An advantage of the fuel injection system is that there is no venturi which is present with a carburetor. The venturi facilitates the formation of ice inside of the intake by subjecting the air to an expansion.

In extreme cases, even in a fuel injection system, icing can occur in the intake duct due to the cooling of the condensate on the surface of the throttle valve. This phenomenon is very rare and occurs only when the engine is cold and there are low throttle angles (i.e. when the presence of the throttle valve in the inlet manifold constitutes a barrier for more than 2/3 of the total cross-section).

o Warm up the engine with hot air jets direct to the oil sump and engine heads.

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If during use, the engine surpasses the limits prescribed in paragraph B.7.1, it is mandatory to contact an authorized service center before using the engine again.

Exceeding the operating limits is recorded in the ES-m instrument and will cause the termination of the product warranty.

The operation of the auxiliary pump and the selection of the auxiliary rpm sensor serves to exclude prior two possible causes of the shutdown without wasting time in their detection.

B.7.4. Behavior in Case of Emergency

Each time the operating limits are exceeded it must be noted in the engine booklet, detailing the value reached and the length of time spent outside the limit. This is required for engine maintenance or in case the engine is sold.

For additional controls refer to the service manual.

B.7.4.1. Accidental Engine Stop – Start During Flight

a. Exclude all unnecessary electrical loads for the flight. b. Check and reset the fuse which protects the injection system. c. According to the failure code highlighted by the ES-m instrument, turn off the unit affected

by the problem. If the ES-m instrument is not installed and the malfunction indicator light unit is on, exclude the main ECU otherwise exclude the auxiliary ECU.

d. Switch on the auxiliary fuel pump.

e. Put the throttle lever to the idle position.

f. Push the starter switch. If the engine fails to start, repeat the operation by selecting the second

ECU.

g. Land as soon as possible to identify and remove the cause of the failure.

B.7.4.2. Over Rev

The engine is equipped with an electronic system that implements a decrease of controlled power above the maximum speed allowed. So in case of a propeller setting that is not adequate for the engine power output, the full performance of the engine is not exploited, but without producing any particular damage to the engine.

In the event of a dive at full throttle, the engine can be dragged from the propeller caused by the loss of altitude. In such cases may occur an over rev. If the over rev is limited to 300 rpm over the operating limits, it is not necessary to make any verification: Write down the event, however, on the engine booklet. If the over rev is greater than 300 rpm operating limit, see Section C.7.3.8 or contact an authorized service center before taking further flights.

B.7.4.3. Exceeding the Maximum Coolant Temperature

a. Reduce the power to the minimum necessary for the flight as soon as possible and according

to the flight conditions.

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The engine can run for short periods even with extremely low oil pressure: in such a case, however, the power drops by about 30%, because the decompressor cannot be maintained in the closed position by oil pressure. It is necessary to take this limit into account while operating in emergency maneuvers.

Do not fly until the cause of the loss of pressure has been determined and corrected.

b. In the case of installations with constant speed propeller, privilege high speeds with low MAP

value.

c. Land as soon as possible.

B.7.4.4. Exceeding the Maximum Oil Temperature

a. Reduce the power to the minimum necessary for the flight as soon as possible and according

to the flight conditions.

b. In the case of installations with constant speed propeller, privilege high speeds with low MAP

value.

c. Land as soon as possible.

B.7.4.5. Oil Pressure Below the Limit in Flight

a. Reduce the power to the minimum necessary for the flight as soon as possible and according

to the flight conditions.

b. In the case of installations with constant speed propeller, privilege high speeds with low MAP

value.

c. Land as soon as possible.

B.7.4.6. Oil Pressure Below the Limit on the Ground

a. Stop the engine. b. Check the amount of lubricant in the oil sump and, if necessary, top up. c. Check for leaks in the lubrication system by checking the area close to the oil filter and on the

top of the engine where the leaked lubricant can easily collect.

B.7.4.7. Fuel Pressure Below the Limit in Flight

a. Open any reserve fuel tanks and activate the auxiliary pump as soon as possible.

o If the fuel pressure increase

b. Bring the aircraft to the closest airfield and land.

o If the fuel pressure do not increase

c. Switch off the auxiliary fuel pump reduce the power to the minimum necessary for the

flight as soon as possible and according to flight condition.

d. Prepare for the possibility that the engine stops due to lack of fuel, identifying areas for

an emergency landing.

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Gasoline and its vapors are extremely flammable. Do not operate indoors, near sources of heat or open flame. Avoid using electrical or electronic equipment in proximity fuel spills.

A fully charged 16Ah battery will keep the motor running for at least 50 minutes after the generator failure.

If this condition arises, reducing engine speed may cause the engine to stop.

After a generator failure, the entire charging system must be inspected and possibly replaced.

B.7.4.8. Fuel Pressure Below the Limit on the Ground

Stop the engine and wait at a safe distance while the engine cools down and then run some checks as summarized below:

o Fill the fuel tanks. o Look for any fuel leaks below the aircraft or in the upper part of the engine where any leaked

fuel can easily collect.

o If a fuel leak is detected turn off the fuel valve and empty the fuel tanks.

o Do not start the engine until the leak has been corrected. o Try to operate the auxiliary pump: if the pressure is restored, it means that the main pump is

faulty, do not make any flights until the main pump is replaced.

o Replace the fuel filter. o Do any further testing pursuant to the instructions in the maintenance manual.

B.7.4.9. Battery Voltage Over the Limit

a. Check the position of the main switch (master) to ensure it is in the “on” position. b. If the voltage does not reduce the engine speed decreases, according to the flight conditions to

prevent damage to electronic components.

c. Land as soon as possible.

B.7.4.10. Battery Voltage Below the Limit

Check for generator alarm or the status of generator alarm light.

o In case the generator alarm is on

a. There is probably a failure of the voltage regulator: turn off all non essential loads for

the flight.

b. Turn off the control unit and the auxiliary fuel pump in order to decrease power

consumption as much as possible.

c. Set the speed and the engine to about 3500 RPM and, in the case of a variable pitch

propeller increase the speed in order to cover the maximum distance.

d. Land as soon as possible while reducing the speed only just before landing so as to

avoid the engine stopping.

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Manual B – Operations - 84

Having flown without a battery connected to the system it is necessary to replace the voltage regulator even if it appears to working.

A fully charged 16Ah battery will keep the motor running for at least 50 minutes after the generator failure.

If this condition arises, reducing engine speed may cause the engine to stop.

After a generator failure, the entire charging system must be inspected and possibly replaced.

o In case the generator alarm is off

a. There is probably a battery failure: turn off all non essential loads for the flight. b. Disconnect the battery from the electrical circuit by switching off the master switch. c. In proximity of landing site, exclude the main control unit (circuit A): this way the

engine automatically remains above 1500 rpm.

d. Land as soon as possible while paying attention to engine speed.

B.7.4.11. ECU Alarm

o On the ES-m instrument, the ECU lights indicate the type of error (fatal or non-fatal) and the

ECU on which it occurred. In case of a serious error you need to exclude the ECU and land as soon as possible. In case of a non-fatal error you can continue the flight with both ECUs running but perhaps with some functional limitation which does not affect flight safety.

o If there is no ES-m instrument, when the ECU alarm light is on it is necessary to switch off

the main ECU, reduce the engine RPM and land as soon as possible.

B.7.4.12. Generator Alarm

a. Check the status of the 30A fuse mounted to protect the charging system, and if possible

restore it.

b. Verify the presence of overload in the electrical system and possibly disconnect utilities

unnecessary or faulty.

c. Turn off the control unit and the auxiliary fuel pump (circuit B) on order to decrease power

consumption as much as possible.

d. Set the speed of the engine to about 3500 RPM and in the case of a variable pitch propeller

increase the speed in order to cover the maximum distance.

e. Land as soon as possible while reducing the speed only just before landing so as to avoid the

engine stopping.

B.7.4.13. Abnormal Vibration

o If the vibrations are very high and may cause structural damage to the aircraft, immediately

stop the engine and prepare for an emergency landing.

o If the vibrations are such that the structural integrity of the aircraft is not compromised:

o Check the ES-m instrument for the presence of errors on the ECUs or the fuel pumps

and act accordingly by turning off any component failure. If the ES-m instrument is not

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Manual B – Operations - 85

installed exclude the main ECU, if the fault persists, turn on the main ECU and exclude the auxiliary ECU.

o Gradually reduce the engine RPM to look for a setting in which the vibrations are

lower.

o if it does doesn’t work increase the RPM looking for a new setting in which the

vibrations are lower

o Land as soon as possible.

B.7.4.14. Irregular Operation

o Verify on the ES-m instrument the operational status of the ECUs and fuel pumps and

eventually exclude the component in failure. If the ES-m instrument is not installed, select the auxiliary ECU or the auxiliary RPM sensor, depending on the engine version.

o Make sure the fuel valve is not accidentally closed. o If installed, turn on the auxiliary fuel pump. o Vary the engine RPM to try to improve regularity of operation. o Land as soon as possible.

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Manual B – Operations - 86

Only qualified and trained technicians on this particular type of engine are authorized to perform maintenance work and repairs.

B.8. ENGINE CONTROL

All checks must be carried out according to the methods described in the latest revision of the maintenance manual.

Keep in mind the directives contained in the Service Bulletins according to their priorities compared to those described in the manuals.

B.8.1. List of Tool Kit for the Pre-flight Checks or Emergency

It is necessary to have a small set of tools that can be used for pre-flight checks and to bring it in flight, to perform small jobs in the event of malfunction during the trip.

 Scissors  Needle Nose pliers  Phillip screwdriver  5 mm Allen key  6 mm Allen key  8 mm Allen key  8 mm wrench  10 mm wrench  13 mm wrench  17 mm wrench  19 mm wrench  Oil filler lever cod. X283

B.8.2. Shelter from Service for Extended Period of Time

The cylinder liners are made of cast iron so it is necessary to protect them from moisture and acidic compounds that may be formed during operation of the engine. In addition, valves, valve guides and valve seats are subject to deterioration during inactivity if not properly protected.

a. Warm up the engine to operating temperatures, then turn it off and change the engine oil and

filter.

b. Remove the air filters and put into the intake collectors about 30 cm3 of anti-corrosion oil

while the engine running at about 1500 rpm. Turn off the engine.

c. When the engine is cold, close the intake manifolds and exhaust pipe with the appropriate

plugs delivered with the engine, or similar, to prevent the entry of foreign matter and moisture.

d. Spray a corrosion protection on all external engine parts that are made of steel.

B.8.3. Return to Service After Long Inactivity

a. Remove the spark plugs cap. b. Change the engine oil and gearbox oil if it is scheduled in the maintenance program. c. Slowly recharge the battery before attempting to start the engine. d. Check all the connections of the cooling circuit and the fuel tubes. There must be no leaks or

cracks of any kind or damage made by rodents.

e. Check the level of coolant, engine oil and gearbox oil and top up if necessary.

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Manual B – Operations - 87

f. Purge, through the gascolator, the fuel system in order to remove the possible presence of

water condensation.

g. Turn the engine acting on the propeller in the direction of normal operation and doing at

least 10 turns of the propeller.

h. Replace the spark plugs and the relative cap after checking the integrity (C.6.11.2). i. Start the pump and check that the auxiliary fuel system reaches operating pressure (3.5 bar). j. Perform a test engine on the ground, according to the procedure described in paragraph

C.6.5.9.

k. Replace fuel filter according to the procedure described in paragraph C.6.8.4.

B.8.4. Engine Protection When Used in Cold Climates

a. Make sure to use the most correct thermal grade for the engine and gearbox oil. b. Change the mixing of the antifreeze liquid with water to ensure the right protection against

icing. Check table B.7.2.1.C and the instructions of the manufacturer's recommendation.

c. Use fuel specifically formulated to work in cold climates. d. Always keep the battery in optimum efficiency. e. Warm up the engine properly before taking off. f. Before turning off the engine after use, wait a few minutes for uniform temperatures.

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Manual B – Operations - 88

The engine must not be used until any problem has been identified and resolved.

B.9. MALFUNCTION RESOLUTION

Only qualified and trained technicians on this particular type of engine are authorized to perform maintenance work and repairs.

If the following collection of solutions will not solve the problem you should contact an authorized service center.

B.9.1. Operation Malfunctions and Their Resolution

The malfunction and remedies are listed in order of frequency.

The engine is hard to start at low temperatures

o Check, and if necessary, correct the battery charge level: at least 11.8 volts. o Open the throttle slightly. o Reduce the air gap of the spark plugs to 0.5 mm (regardless of the type of candle used). o Replace the spark plugs.

The engine doesn’t start

o Make sure that the main switch is in the on position. o Make sure that the power switch of the ECU is in the on position. o Check, and if necessary, correct the battery charge level: at least 11.8 volts. o Make sure that the fuel pressure is at least 3.3 bar, otherwise switch on the auxiliary fuel

pump or, in the case that is not installed, power off and on the ECU switch.

o Select the auxiliary rpm sensor (only not dual version). o Check that there is fuel in the tanks. o Replace the fuel filter. o Replace the spark plugs.

Coolant temperature too low o The radiator dimensions are too big. Reduce the radiating surface with adhesive tape or cowl

flaps.

o In case of a faulty thermostat it will be hard to even reach the operating temperature. Replace

if necessary.

Oil temperature too low

o Reduce the amount of oil in the sump. o Increasing the operating temperature of the engine, the radiator, reducing radiator surface and

the air intake vents on the cowling.

Oil pressure low

o Check and if necessary correct engine oil level. o Replace oil filter. o Identify possible lubricant leaks under pressure from the head gasket or oil filter. o Use a lubricant with higher thermal grade.

Take off maximum RPM too low

o Reduce the pitch or diameter of the propeller. o Possible failure of one of four spark plugs: in this case we note also a marked increase of the

vibrations; change the spark plugs.

o Check the level of engine oil into the sump and top up if necessary.

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Manual B – Operations - 89

If the engine is hard to start and has a very irregular cold low idle it is likely there is a problem with the injection system. In this circumstance avoid flying and contact an authorized service center for encoding and resolution of the anomaly.

o Check the fuel pressure at full throttle: if it does not reach at least 3.5 bar is necessary to

revise the fuel distributor and fuel pumps.

o Check the efficiency of the ADC system and decompression valve.

The coolant in the expansion tank is frequently below the level

o Check the pressurized cap is correctly closed. o Locate possible leaks from the cooling circuit, corresponding circuit junction. o Locate possible leaks from the elements of the radiator, due to excessive stress induced by

vibration. If necessary, replace the radiator.

o Check the efficiency of the pressurization valve in the cap: if necessary, replace the cap. Coolant temperature too high

o Purge the cooling system circuit to remove any air in the cooling circuit. o Coolant level in the expansion tank too low. Restore level. o Check the presence of leaks in the cooling circuit which can cause loss of fluid of the system. o Glycol-water mixture is incorrect, with excess glycol. Correct the percentage in relation to

environment.

Oil temperature too high

o Check the amount of oil into the sump and top up if necessary. o Possible engine damage: make a thorough inspection of the engine.

Presence of oil emulsion under the oil filler cap or the engine vent system

o Engine operating temperature too low: reduce the surface area of the radiator. o Head gasket failure: it is necessary to intervene by reviewing the engine.

Excessive vibration

o Propeller tightening incorrect: restore it. o Propeller is unbalanced due to the presence of deposits or damage. o Spark plugs dirty or damaged: replace them. o Try both ECUs: in case the vibration is only with one of the two ECUs, replace the damaged

unit.

o Cylinder banks are not synchronized correctly: contact an authorized service center. o ADC system is not working correctly: contact an authorized service center.

B.9.2. Anomalies to the Injection and Ignition Systems

The injection system has internal diagnosis capable of detecting errors on the inputs and on the

controls. The system is also equipped with a “Limp Home” strategy which assigns a default value

to the inputs in which the error was detected (with the exception of the entrance pickup) allowing the engine to continue running. If the strategy is activated, the next cold engine start will be considerably difficult and the operation erratic.

Very often the anomalies to the injection and ignition systems are caused by problems with the wiring or the connectors. It is important to devote full attention to these components during maintenance to avoid pulling or putting unnecessary stress on the wiring or connectors. It is also important to both periodically and prior to flight to check the positioning of each wiring branch and fixing it with other elements if there is a danger of unwanted shaking caused by propeller wash or vibration.

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Manual B – Operations - 90

Type of Failure

Error

Classification

Limp Home

Management

Default

Value

Input engine RPM

Serious

Input throttle angle

Non-serious

Yes

100 %

Input oil temperature

Non-serious

Yes

80 °C

Input air temperature

Non-serious

Yes

30 °C

Input water temperature

Non-serious

Yes

80 °C

Input oil pressure

Non-serious

Yes

80 °C

Input fuel pressure

Non-serious

Yes

0 bar

Input barametric pressure

Non-serious

Yes

0 bar

Coil control

Serious

No - Injector control

Serious

Microprocessor consistancy

Serious

In case of a serious error it is necessary to exclude the circuit that presents the anomaly and land as soon as possible. If the error is non-serious the flight may continue but it will be necessary to subject the engine to an inspection at an authorized service center.

If the ES-m instrument is installed each error is sent to the CAN line and classified by the instrument itself as a serious error or as a non-fatal error. The tool is also able to report any error to circuit A or circuit B. The following table show the classification of errors, whether or not it can be handled by the “Limp Home” strategy and the default value that is assigned to them.

B.9.2.1.C

B.9.3. Signal Engine Malfunction

Any malfunction should be identified and resolved before proceeding fly.

In order to improve and fix any defects it is important that the user communicate to MW Fly any anomalies and their resolution or any other consideration that can improve the safety in the use of the engine and clarity of the information contained in these manuals.

Communications shall be made by filling out the form below. The form can be downloaded from

www.mwfly.it and sent to the closest authorized MW Fly service center or directly by e-mail to info@mwfly.it.

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Manual B – Operations - 91

Malfunction format

Date

Serial N°

Last name

Fist name

Tel. N.

E-mail

Aircraft manufacturer

Aircraft model

Propeller model

N° of blades

Tractor

Pushing

N.° of hours

Main use

School

Flight > 1 hour

Flight < 1 hour

Frequency of use

Daily

Weekly

Occasional

Environment temp.

Less than 10°C

>10; < 35°C

More than 35°C

Malfunction desciption

Recursion

Permanent

Frequent

Occasional

Note

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Manual B – Operations - 92

B.10. AUTHORIZED DISTRIBUTOR

SOUTH AFRICA Albasera Aircraft NORTH AMERICA MW Fly Sales and Service North America AUSTRALIA and NEW ZEALAND Corvus Aero Australia CHINA and ASIA Bushcaddy International Inc.

The complete list and full name of the authorized service centers is available on the website

http://www.mwfly.it.

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B.9.3.1.C

Manual B – Operations - 93

Version

Pertinence

Paragraph

Pages

Date modif

Da #001911

B.1. Summary

All

07/02/2013

Da #001911

B.2. Introduction

All

07/02/2013

Da #001911

B.3. Safety

All

07/02/2013

Da #001911

B.4. Engine Description

All

07/02/2013

Da #001911

B.5. Technical Characteristics

All

07/02/2013

Da #001911

B.6. Description of the Systems

All

07/02/2013

Da #001911

B.7. Operating Instruction

All

07/02/2013

Da #001911

B.8. Engine Control

All

07/02/2013

Da #001911

B.9. Malfunction resolution

All

07/02/2014

Da #001911

B.10. Authorized Distributor

All

07/02/2014

Da #001911

B.7.1.10 Electrical Voltage

All

05/05/2014

Da #001911

B.1. Summary

All

02/24/2015

Da #001911

B.2. Introduction

All

02/24/2015

Da #001911

B.3. Safety

All

02/24/2015

Da #001911

B.4. Engine Description

All

02/24/2015

Da #001911

B.5. Technical Characteristics

All

02/24/2015

Da #001911

B.6. Description of the Systems

All

02/24/2015

Da #001911

B.7. Operating Instruction

All

02/24/2015

Da #001911

B.8. Engine Control

All

02/24/2015

Da #001911

B.9. Malfunction resolution

All

02/24/2015

Da #001911

B.10. Authorized Distributor

All

02/24/2015

B.11. MANUAL UPDATE LIST

Applicable to: B22 and B25 (all versions) Revision 1.3 – 02/24/2015

MW Fly B22 AeroPower, B25 AeroPower Operation Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

B.1. SUMMARY

B.2. INTRODUCTION

B.2.1. Statement

B.2.2. Consultation Notes

B.3. SAFETY

B.3.1. Statement

B.3.2. Safety Elements

B.3.2.1. Passive Safety

B.3.2.2. Active Safety Elements

B.3.3. Warning labels

B.3.3.1. Engine Oil Filler Cup

B.3.3.2. Reduction Gear Box Oil Filler Cup

B.3.3.3 Water Expansion Tank

B.3.3.4. Air Filter

B.3.3.5. ECU

B.3.3.6. Head Cover

B.3.3.7. Reduction Gear Box

B.3.3.8. Governor

B.3.3.9. Water Circuit Arrows

B.3.3.10. Fuel Circuit Arrows

B.3.4. Modifications and Accessories

B.3.4.1. Original Accessories

B.3.5. Use of the Technical Documentation

B.4. ENGINE DESCRIPTION

B.4.1. General Characteristics

B.4.2. Engine Models

B.4.3. Cylinder Numeration and Position

B.5. TECHNICAL CHARATERISTICS

B.5.1. End Use

B.5.2. Dimension

B.5.3. Weight

B.5.3.1. Optional Accessory Weight

B.5.4. Performance

B.5.4.1. B22D

B.5.4.2. B22H

B.5.4.3. B22L

B.5.4.4. B22R

B.5.4.5 B25D

B.5.4.6. B25H

B.5.4.7. B25L

B.5.4.8. B25R

B.5.4.9. Performance Variation

B.5.5. Ratio Power/Weight

B.5.6. Fuel Consumption

B.5.6.1. B22D

B.5.6.2. B22H

B.5.6.3. B22L

B.5.6.4. B22R

B.5.6.5. B25D

B.5.6.6. B25H

B.5.6.7. B25L

B.5.6.8. B25R

B.5.7. Propeller speed

B.5.8. Direction of the Rotation of the Propeller

B.6. DESCRIPTION OF THE SYSTEMS

B.6.1. Cooling system

B.6.2. Lubricant system

B.6.3. Fuel system

B.6.4. Electric system

B.7. OPERATING INSTRUCTION

B.7.1. Operating limits

B.7.1.1. RPM

B.7.1.2. Fuel Pressure

B.7.1.3. Engine oil pressure

B.7.1.4. Engine Oil Temperature

B.7.1.5. Reduction Gear Box Oil Temperature

B.7.1.6. Coolant Temperature

B.7.1.7. Air Intake Temperature

B.7.1.8. Load Factor

B.7.1.9. Inclination Angle

B.7.1.10 Electrical Voltage

B.7.2. Operative Fluid

B.7.2.1. Cooling Fluid

B.7.2.2. Engine Oil

B.7.2.3. Reduction Gear Box Oil

B.7.2.4. Fuel