It is of vital importance, before attempting to operate your engine,
to read the general 'SAFETY INSTRUCTIONS AND WARNINGS'
section on pages 2-4 of this booklet and to strictly adhere to the
advice contained therein.
Also, please study the entire contents of this instruction manual,
•
so as to familiarize yourself with the controls and other features
of the engine.
Keep these instructions in a safe place so that you may readily
•
refer to them whenever necessary.
It is suggested that any instructions supplied with the aircraft,
•
radio control equipment, etc., are accessible for checking at the
same time.
CONTENTS
SAFETY INSTRUCTIONS AND
WARNINGS ABOUT YOUR O.S. ENGINE
2-4
INTRODUCTION, FEATURES
BASIC ENGINE PARTS
CONNECTING WITH THE EC-1
EC-1 DISPLAYS AND EXPLANATIONS
LIST OF 140RX-FI USAGE CONDITIONS
INSTALLATION PROCEDURE
LINKAGE AND INITIAL SETTINGS
ENGINE STARTING AND
AIR-FUEL MIXTURE ADJUSTMENT
ENGINE STARTING
FLIGHT ADJUSTMENT
GLOW PLUG
CARE & MAINTENANCE
5
6
7
8-9
10
10-11
11-13
13
14-15
15-16
16
17
TROUBLESHOOTING
THREE VIEW DRAWING &
GENUINE PARTS & ACCESSORIES
EXPLODED VIEW
PARTS LIST
1
18
19
20
21
SAFETY INSTRUCTIONS AND WARNINGS ABOUT YOUR O.S. ENGINE
Remember that your engine is not a " toy ", but a highly efficient internalcombustion machine whose power is capable of harming you, or others, if it is
misused or abused. As owner, you, alone, are responsible for the safe operation
of your engine, so act with discretion and care at all times.
If at some future date, your O.S. engine is acquired by another person, we would
respectfully request that these instructions are also passed on to its new owner.
The advice which follows is grouped under two headings according to the
■
degree of damage or danger which might arise through misuse or neglect.
These cover events which might involve
WARNINGS
NOTES
serious (in extreme circumstances, even fatal )
injury.
These cover the many other possibilities,
generally less obvious sources of danger, but
which, under certain circumstances, may also
cause damage or injury.
WARNINGS
Never touch, or allow any object to come into contact with, the rotating
•
propeller and do not crouch over the engine when it is running.
A weakened or loose propeller may disintegrate or be thrown off and, since propeller
•
tip speeds with powerful engines may exceed 600 feet(180 metres) per second, it will
be understood that such a failure could result in serious injury, (see 'NOTES' section
relating to propeller safety).
Model engine fuel is poisonous. Do not allow it to come into contact with
•
the eyes or mouth. Always store it in a clearly marked container and
out of the reach of children.
Model engine fuel is also highly flammable. Keep it away from open flame,
•
excessive heat, sources of sparks, or anything else which might ignite it.
Do not smoke or allow anyone else to smoke, near to it.
Never operate your engine in an enclosed space. Model engines, like automobile
•
engines, exhaust deadly carbon-monoxide. Run your engine only in an open area.
Model engines generate considerable heat. Do not touch any part of your
•
engine until it has cooled. Contact with the muffler(silencer), cylinder
head or exhaust header pipe, in particular, may result in a serious burn.
2
NOTES
This engine was designed for model aircraft. Do not attempt to use it for
•
any other purpose.
Mount the engine in your model securely, following the manufacturers'
•
recommendations, using appropriate screws and locknuts.
Be sure to use the silencer (muffler) supplied with the engine. Frequent
•
exposure to an open exhaust may eventually impair your hearing.
Such noise is also likely to cause annoyance to others over a wide area.
Fit a top-quality propeller of the diameter and pitch specified for the engine
•
and aircraft. Locate the propeller on the shaft so that the curved face of the
blades faces forward-i.e. in the direction of flight. Firmly tighten the
propeller nut, using the correct size wrench.
Always check the tightness of the propeller nut and retighten it, if
•
necessary, before restarting the engine, particularly in the case of fourstroke-cycle engines. A safety locknut assembly is provided. Always use it.
This will prevent the propeller from flying off in the event of a "backfire",
even if it loosens.
If you fit a spinner, make sure that it is a precision made product and that
•
the slots for the propeller blades do not cut into the blade roots and
weaken them.
Discard any propeller which has become split, cracked, nicked or
•
otherwise rendered unsafe. Never attempt to repair such a propeller:
destroy it. Do not modify a propeller in any way, unless you are highly
experienced in tuning propellers for specialized competition work such as
pylon-racing.
Use an electric starter for this engine. The wearing of safety glasses is also
•
strongly recommended.
Take care that the glow plug clip or battery leads do not come into contact
•
with the propeller.
Also check the linkage to the throttle arm. A disconnected linkage could
also foul the propeller.
3
NOTES
Adjust the throttle linkage so that the engine stops when the throttle stick
•
and trim lever on the transmitter are fully retarded. Alternatively, the
engine may be stopped by cutting off the fuel supply. Never try to stop the
engine physically.
Take care that loose clothing (ties, shirt sleeves, scarves, etc.) do not come
•
into contact with the propeller.
Do not carry loose objects (such as pencils, screwdrivers, etc.) in a shirt
pocket from where they could fall through the propeller arc.
Do not start your engine in an area containing loose gravel or sand.
•
The propeller may throw such material in your face and eyes and cause
injury.
For their safety, keep all onlookers (especially small children) well back (at
•
least 20 feet or 6 meters) when preparing your model for flight. If you have
to carry the model to the take-off point with the engine running, be
especially cautious. Keep the propeller pointed away from you and walk
well clear of spectators.
Warning! Immediately after a glowplug-ignition engine has been run and is
•
still warm, conditions sometimes exist whereby it is just possible for the
engine to abruptly restart if the propeller is casually flipped over
compression WITHOUT the glowplug battery being reconnected.
Remember this if you wish to avoid the risk of a painfully rapped knuckle!
4
INTRODUCTION
This engine is the MAX-140RX-FI (fuel injection) engine equipped with a
revolutionary fuel supply system that was jointly developed by Futaba, a
manufacturer of Radio control equipment, and Ogawa Seiki, a
manufacturer of model engines.
This system detects engine speed with a sensor based on throttle
signals transmitted from a transmitter. It then determines the fuel
injection volume based on the required amount of fuel to be supplied for
that engine speed as calculated by an electronic control unit referred to
as the "EC-1", after which fuel is injected into the engine from an
injector. In addition, adjustments can also be made using dials on the
transmitter. The result is an F3A competition engine that features
excellent engine speed linearity relative to throttle operation under all
types of flight conditions.
FEATURES
Supplies the Proper Amount of Fuel at all Times
•Easier starting
•Greater stability during idling
•Excellent linearity and response relative to stick operation.
Simple Adjustment Using Dials on the Transmitter
•Air-fuel mixture at medium and high speeds can be safety and easily adjusted
from the transmitter.
•Adjustments can be made while on the ground and during flight.
Stable Supply of Fuel at all Times
Pressurized fuel is controlled at a constant pressure with respect to all types of
movement during flight allowing stable engine performance at all times.
Light Weight and Easy Installation
The sensor and injector mounted on the engine are both compact and
lightweight, while the electronic control unit (EC-1) is also lightweight, enabling
various connections to be made easily the same as plugging in a servo.
Monitoring of Flight Status
Maximum engine speed and maximum temperature during flight can be
viewed on the liquid crystal display of the electronic control unit (EC-1)
following completion of the flight, making it possible to use that data for future
reference.
5
BASIC ENGINE PARTS
Accessories
•Fuel Filter
•Check Valve
•Y harness
•Driver to push EC-1 keys
•Duble-sided sponge-backed
cushioning tape
Fuel Filter
Check Valve
Y harness
Electronic Control Unit<EC-1>
•The photograph may differ from the actual product.
Injector Air Valve 70C
Injector
Drive Hub
Crankshaft
Glow plug TYPE F
Cylinder Head
Crankshaft
Temperature Sensor
Pressure Fitting
Cover Plate
RPM Sensor
INSTALLATION OF THE AIR VALVE
As delivered, the engine has its air valve lightly fitted into its intake boss. Secure it as follows.
Loosen the retainer nut, rotate the air valve to its correct position and make sure that it is pressed
1.
well down into the intake boss, compressing the rubber gasket, before retightening nut.
Rotate the retainer nut gently until it stops, then tighten a further 90-120˚.
2.
Do not overtighten the screw as this will damage the thermo insulator.
✽
Injector
The injector consists of a solenoid valve with built-in regulator. It controls pressurized fuel at a
constant pressure and accurately injects fuel based on signals from the electronic control unit (EC-
Temperature Sensor
Never attempt to disassemble the injector.
It may not be able to be reassembled.
This measures the temperature of the engine exhaust unit.
RPM Sensor
The RPM sensor is provided with a power generating sensor. When the crankshaft passes in front
of the sensor, the signal that is generated is transmitted to the electronic control unit (EC-1).
Engine speed is then calculated based on that signal which is then used to determine the timing at
which fuel is injected.
Electronic Control Unit<EC-1>
The EC-1 transmits fuel injection signals to the injector to ensure the proper amount of fuel
injection based on basic fuel injection data that has been previously entered and constantly
changes wuth position of throttle stick. In addition, engine speed and engine temperature during
operation are displayed on the liquid crystal display.
Check Valve
Fuel Filter
Y harness
This one-way valve's function is to pressurize the fuel tank by crankcase
pressure and prevent fuel from returning to the engine crankcase.
This fine mesh filter prevents foreign matter from plugging the small injector
valve.
This cord is used to connect the receiver (throttle channel), throttle servo and EC-
(abbreviated as simply EC-1)
6
CONNECTING WITH THE EC-1
Connect the receiver and servo-related components (rudder section) in the same manner as in the
past.
(5) Rotation sensor input terminal (r.p.m.)
Temperature sensor input terminal (Temp)
(4)
(3) Injector output terminal (INJECTOR)
(2) Injection trim input terminal
(AUX TRIM)
(1) Injection time input terminal
(CH3:THRO)
Two extension cords (sold separately) of
a length corresponding to the airframe
[4] Data (-) decrease key (DATA-)
LCD contrast:
Turning to the right = darker,
turning to the left = lighter
[1] Function key (forward FANC )
[3] Data (+) increase key (DATA+)
[2] Function key (backward FANC )
(1) Injection Time Input Terminal (CH3 THRO)
Connect the y harness provided with the CH3 THRO input terminal to throttle channel (3) of the
receiver (throttle: CH3), connect the wiring connector from the throttle servo to one of the doubleopening connectors on the opposite side, and connect the other double-opening connector to
CH3:THRO of EC-1.
(Use the separately sold extension cord if the wiring cords are too short.)
(2) Injection Trim Input Terminal (AUX TRIM)
Connect a spare channel for dial use of the receiver (e.g. channel 7) to the AUX:TRIM terminal.
(Use the separately sold extension cord if the wiring cords are too short.)
(3) Injector Output Terminal
Connect the injector connector to the injector output terminal. Protect the lead wire with a heatresistant tube,etc. if it makes contact with the engine mount.
(4) Temperature Sensor Input Terminal
Connect the temperature sensor connector to the temperature sensor input terminal.
(5) Rotation Sensor Input Terminal
Connect the rotation sensor connector to the rpm input terminal.
Note:
Soft mounts may become soft due to excessively high temperatures leading to increased
vibration amplitude of the engine. Make connections so that the lead wire does not make
contact with the engine mount, manifold or airframe under any conditions.
are required for connecting (1) and (2).
Injector
Temperature Sensor
Rotation Sensor
Throttle Servo
EC-1
7
Branched Cord
Receiver
CH3
✽
AUX
✽
Spare Channel
Transmitter
EC-1 DISPLAYS AND EXPLANATIONS
When the power supplies of the transmitter and receiver are turned on and function key is
pressed with a pressing rod (non-metallic rod), the LCD display changes in the manner shown
below. (The display changes in the opposite order when function key is pressed.)
Power ON
The current engine speed is displayed.
0 r.p.m.
1 second later
If the engine is not running after more than 1 second have elapsed, the
AOOV
0 Max
TMax+OOO:
Tmp ±OO:
display changes to a display of the battery voltage.
The maximum engine speed stored in memory after the power is turned
on is displayed (and reset when the power is turned off).
The maximum engine temperature stored in memory after the power is
turned on is displayed (and reset when the power is turned off). *OVER*
is displayed if the temperature sensor is not connected.
The current engine temperature is displayed. *OVER* is displayed if the
temperature sensor is not connected.
TmC +0%
Trim Amount Monitor
TmD ATL
TmD A TL
Trim Mode
TmD Fine
The amount of injection trim (TmD <amount of trim> during ATL) when
the throttle stick is fully open while using the slowest position as the origin
is displayed.
Adjustments in injection volume can be made with the injection trim
adjustment dial (spare channel dial) on the transmitter.
This sets the trim mode of fuel injection. (There are two methods of
adjusting the air-fuel mixture to be richer or leaner, namely (1) TmD ATL
and (2) TmD Fine). Pressing the (+) or (-) data keys switches the display
between TmD ATL and TmD Fine.
TmL +0%
Trim Monitor
Full Slow
TmM +0%
Intermediate Slow
Case of selecting TmD Fine:
The display changes according to the throttle
stick position on the transmitter.
The injection trim volume is displayed at each
position.
The injection volume can be adjusted for TmM
and TmH with the injection trim adjustment dial
(spare channel dial) on the transmitter.
The initial settings are all set to 0%.
TmH +0%
Full Open
8
Explanation of TmD ATL and TmD Fine
TmD A TL
TmC
Fuel injection volume
This adjustment mechanism allows
adjustment of a single trim point using the
slow position as the origin. Adjustment
uses the injection trim adjustment dial
(spare channel dial) on the transmitter.
There is no change at Lo (slow position)
while the trim volume reaches a maximum
at Hi.
Lo
(Throttle stick position)
Mi
Hi
TmD Fine
TMM
Fuel injection volume
TML
9
234567
1
Lo
(Throttle stick position)
Mi
8
Hi
TRL +0%
This refers to the idle injection volume
adjustment trim, and the initial value ±0%
is displayed. Pressing the data (+) key
increases the injection volume, while
pressing the data (-) key decreases
injection volume. The flow slow injection
adjustment volume is displayed as ± the
adjustment volume.
Actual variation
range: ±30%
Injection trim can be adjusted independently
for three points (TmL, TmM and TmH) as
shown in the graph. Mi (intermediate slow
TmM) and Hi (full high TmH) are adjusted
TMH
with the injection trim adjustment dial (spare
channel dial) on the transmitter. Lo (full slow
TmL) is adjusted on the TRL menu displayed
following the function menu.
Fuel injection
volume
234567
1
Lo
(Throttle stick position)
Mi
9
8
Hi
Bat OOV
Lmt Low
This displays the battery voltage. "Low Battery" is displayed when the
battery voltage decreases to 3.8 V.
This is used to set the control range of fuel injection time.
9
List of 140RX-FI Usage Conditions
Part Manufacturer
Exhaust manifold
Tuned silencer
Glow plug
Propeller
Fuel
Transmitter
Aircraft
O.S.
O.S.
O.S.
Commercially
available
high-quality
product
Commercially
available
high-quality
product
FUTABA
FUTABA
JR
JR
JR
SANWA
Name
*For the 140RX
*T-6010
*Type F
General references:
*16x14(2 blades)
15x12(4 blades)
15x13.5(3 blades)
15x14(3 blades)
10-25% nitromethane
15-20% oil
*1024ZA
FF8A
PCM10S
PCM10X
X3810
STYLUS
Remarks
Mid-range engine speed
should be approximately
6,500 rpm.
Maximun speed should be
between 7,300 and 8,000
rpm.
Adjustment may vary slightly
according to the amounts of
nitromethane and oil.
Spare channel dial (used at
100% by canceling mixing
and expo, etc. when used
alone.
Only Z connectors can be
used (check whether polarity
matches).
For 2m class F3A
The contents of the user's manual are based on those products indicated with an asterisk (*).
Installation Procedure
Install the 140RX FI while taking the following matters into consideration.
(1) MAX-140RX FI Engine
The following components are required during installation: EC-1, y harness, check valve, fuel
filter, manifold (sold separately), T-6010 silencer (sold separately), extension cord (sold
separately), double-sided, sponge-backed cushioning tape.
(2) Engine Mount
A soft engine mount is recommended but should be made of firm enough material to prevent
excessive engine movement but still minimize engine vibration. If engine vibration is excessive
the opening angle of the air valve may vary causing unstable engine operation and possible
stalling. In addition, adequate clearance must be provided to ensure there is no contact
between the injector, temperature sensor and rotation sensor with the airframe.
10
(3) Fuel Tank and Lines
Fig.3
Fuel filter (provided)
T nipples (sold separately)
Check valve
(provided)
Fuel supply line
Connect all lines securely as shown in the figure above. Since high pressure is applied to the fuel
tank from the engine crankcase, make connections using a commercially available, thick-walled
silicon tube. In addition, make sure to securely seal the area around the cap. If the outlet of the T
nipples is left accessible from outside the airplane, it will make venting tank pressure and refueling
easier. Always make sure to use the check valve and fuel filter provided.
•Make connections in the following order: Engine (carburetor nipple), check valve (provided),
T nipple and fuel tank (air chamber side)
•Make connections in the following order: Injector, fuel tank (provided), T nipple and fuel tank
(weighted side)
NOTE:
Always make sure to release any pressure remaining in the tank when adding fuel and
following engine operation.
Silicon tubing is easily damaged by sharp objects that can lead to the formation of holes and
cracks. Check the surrounding area of the presence of potentially harmful sharp objects.
Tank pressure ven line
(4) Exhaust Manifold
A manifold exclusively for OS use is available. Make sure air flows smoothly by giving
consideration to the air intake and outlet so that warm air does not accumulate in the engine
and muffler cowling. In the case of using another manifold, make sure that the inner diameter
and length are the same as those of the OS manifold.
(5) Tuned Silencer
A tuned silencer is available for use with the OS MAX-140RX and 140RX FI.
Always make sure to use the genuine T-6010 silencer.
(6) EC-1
Install the EC-1 in a location that is not susceptible to the effects of heat, fuel or vibrations while
allowing easy manipulation. Always make sure to attach double-sided, sponge-backed
cushioning tape or Velcro tape between the airframe and EC-1 as measures against vibrations.
Linkage and Initial Settings
Ensuring a proper linkage is important in the 140RX FI system in terms of a proper air-fuel mixture.
In other words, it is necessary to maintain the proper relationship between opening of the air valve
(stick position) and fuel injection by the injector.
11
Call up the ATV menu on the condition
menu and select THR.
Confirm that it is in the center of the
throttle curve when the stick is in the
center position.
Then align the mark in the center of
the air valve at that point.
The center of the curve is the center,
and if the stick is shifted out of
position, give priority to the center of
the throttle curve.
Make the settings according to the procedures described below.
(1) Transmitter Trim Adjustment
Adjust the throttle trim on the transmitter to 0.
(2) Confirmation of Amount of Throttle Angle
Set the angle adjustment of all throttle channels (ATV AFR) to 100%. Set mixing of the throttle
curve, expo channel and so forth to off (0), and set the throttle trim in the center.
(3) Throttle Servo and Air Valve Linkage Method
Align the throttle stick on the transmitter at the center position as shown in the figure.
Accurately align the throttle servo and air valve sections as shown in the figure.
Vertical position of air valve horn: Rotor mark is at the position of the center mark on the body
(90˚ relative to the throttle linkage rod)
Throttle opening
Throttle stick position
Rotor mark
Center mark
55˚
22.5˚
Slow mark
Throttle servo: Center position
Right angle
Right angle
Airframe Installation Example
Rotor mark
Right angle
Right angle
Center mark
Transmitter
Center
Stick position: Set to the center position.
12
(4) Adjustment of Amount of Throttle Servo and Air Valve Angle
Move the throttle stick on the transmitter to slow and then full high. If there is excessive or
insufficient opening of the air valve, adjust the opening with the throttle angle adjustment
function (ATV). Confirm that the servo is not subjected to an excessive load due to tugging or
pulling. An excessive load on the servo can cause the battery to discharge and air valve to
lock.
(5) Engine Cutoff Adjustment
When using a transmitter equipped with an engine cutoff function, switch the transmitter to the
engine cutoff position and adjust the air valve so that it is fully closed at that time. Confirm that
the servo is not subjected to an excessive load due to pulling.
(6) Confirmation of Throttle and Air Valve Operation
When the stick is in the slow position: The rotor mark should be located at the slow mark of the
body. When the stick is in the center position: The rotor mark should be located at the center
position of the body. When the stick is in the full high position: The air valve should be fully
open. Recheck these positions.
(7) Lmt Setting
The movement of engine control has considerable significance with respect to the injection
operation. Since there may be errors in operation depending on the direction and movement
always make sure to perform the Lmt setting.
Turn on the power switch and press the function key on the EC-1 to display the Lmt Low
•
display.
First move the throttle stick on the transmitter to the full slow position and then press either the
•
data (+) key or data (-) key once. The display changes from Lmt Low to Lmt High.
Next, move the throttle stick to the full high position and press either the data (+) key or data (-)
•
key once. Lmt Low is displayed. Repeatedly move the throttle stick between the slow and fully
high positions and confirm the display of the mark. This completes the setting procedure. The
settings are stored in the memory of the EC-1. Memory contents remain intact even if the power
is turned off.
(Repeat steps (1) through (7) when the throttle linkage has been changed.)
Engine Starting and Air-Fuel Mixture Adjustment
(1) Turn on the power of the transmitter and then turn on the power of the receiver.
Press the function key on the EC-1 and display the limits. Confirm that Lmt Low is displayed
(2)
when the throttle stick is in the full slow position, and that Lmt Low is displayed when in the
full high position.
(3)
Confirm that the rotor mark on the air valve is located at the center mark on the air valve body
when the throttle stick on the transmitter is in the center position.
(When the settings of (2) and (3) are unable to be made, repeat linkage of the throttle servo
and air valve as well as the initial settings.)
Check that the injection trim is at +0%. After confirming that the dial of the injection trim
(4)
adjustment function (spare channel dial) is at the 0 position (center position), display TMD ATL
of the trim mode of the EC-1, and press either the data (+) key or data (-) key to switch to TMD
Fine.
Note:
This injection system was developed for use in model airplanes. All adjustments are not
performed automatically. Always make sure to check all adjustments prior to use.
13
Engine Starting
(1)
Always be sure to close the throttle stick to idle position before applying the starter and
starting battery. (Do not attempt to start the engine manually since this is potentially
dangerous.) After the engine has started, gradually move the throttle stick on the transmitter
to the full high position. Then gradually move the throttle stick to the full slow position and
disconnect the plug heater.Again move the throttle stick to the full high position and check the
engine speed.
Adjust the injection trim volume with the injection trim adjustment dial (spare channel dial) so
that engine speed stabilizes at around 7,600 rpm (this may vary slightly depending on the
propeller used). Adjust the air-fuel mixture in the rich direction if the TmM TmH display on the
EC-1 is (+), or in the lean direction if the display is (-). The contents of the adjustment are
instantaneously stored in memory. Move the stick to the slow position. At this time, return the
injection trim adjustment dial (spare channel dial) to the center (0) position.
(2)
Put the throttle stick in the center position. After a short time (5-10 seconds), check the engine
speed. Adjust the injection trim volume with the injection trim adjustment dial (spare channel
dial) so that engine speed stabilizes in the vicinity of 6,500 rpm (this may vary depending on
the propeller used). The contents of the adjustment are instantaneously stored in memory.
(3)
Put the throttle stick in the full slow position. Return the injection trim adjustment dial (spare
channel dial) to the center (0) position. Adjust the throttle trim so that engine speed at full slow
stabilizes in the vicinity of 1,800 rpm.
There is hardly any need to adjust fuel injection volume during full slow. (The initial fuel
injection volume can be used without modification unless engine speed is especially
unstable.) If engine speed is unstable, press the function key on the EC-1 and display TRL
+0%. When desiring to make the air-fuel mixture richer, press the data (+) key to increase
the injection volume. Conversely, if desiring to make the air-fuel mixture leaner, press the
data (-) key to decrease the injection volume.
These increases or decreases are display as ± %. Since these adjustments are stored
in memory even if the power is turned off, it is not necessary to make these adjustments for
every flight.
Reconfirm whether engine speed reliably responds to throttle operation at all speeds, and
(4)
whether the throttle stick responds from slow operation to quick operation. Adjustments are
satisfactory if engine speed remains stable.
Note:
Injection trim adjustment during TmD Fine uses the same adjustment dial for both
intermediate slow and high. (The use of an incremental system allows the same dial to be
used for both.) If adjustment is still not adequate when the dial is turned all the way to the
right or left during adjustment, temporarily move the throttle stick to the full slow position
and move the dial to the center (0) position. This also allows adjustment of the air-fuel
mixture. The injection trim volume at intermediate slow and full high do not change even if
the adjustment trim dial is moved with the throttle stick in the full slow position.
In the case of a new engine, start adjustment of injection trim volume on the rich side and
then readjust after making 2 or 3 flights.
14
General reference
for engine speed
Full slow engine speed
Intermediate slow
engine speed
Full high engine speed
Note:
The engine speed will not be the same depending on propeller variations, engine
mounting method, linkage method between the throttle servo and air valve, and
differences in the fuel used.
If the engine speed is quite different from those shown above, it may mean that the setting for
the throttle servo and air valve linkage is incorrect or the fuel injection trim volume has changed
considerably. Check these items by returning to the procedure for readjustment.
Note:
When engine speed is abnormally high, always make sure to stop the engine and inspect
•
the problem since this can cause damage to the engine.
In cases when there are considerable temperature changes during the course of a day
•
such as in the spring and autumn, the fuel injection volume may not be able to keep with
engine performance to a certain extent. If this happens, readjust the injection trim
adjustment dial (spare channel dial) before further use.
Case of a 16 x 14,
2-blade propeller
1,700~1,800r.p.m.
6,400~6,600r.p.m.
7,300~8,000r.p.m.
Case of a 15 x 13.5,
3-blade propeller
~
1,700
6,400
1,800r.p.m.
~
7,000r.p.m.
7,300~7,900r.p.m.
Post-Operation Menu
Following the completion of a flight, engine flight status can be confirmed by pressing the function
key without turning off the power of the receiver. This information can be used as flight data.
This data is erased when the power is turned off.
Maximum Temperature Display Maximum Engine Speed Display
TMax OOO:
O,OOO Max
Flight Adjustment
The next step is to take the airplane on an actual flight. The Fine adjustment mode is used for
making flight adjustments. Switch the ATL to Fine. Although this adjustment has already been
made, recheck the limit Lmt Low and marks and whether they are set to Fine.
Put the throttle stick in the slow position and after starting the engine and allowing it to warm up,
check the stability of engine speed in the slow position (by confirming that the engine does not
stall) and try flying the airplane.
After taking off, fly level for several minutes. Next, repeat flying level in a straight line at full speed.
(This is one way to check the difference in engine speeds when on the ground and in flight.) If it
appears that engine speed fluctuates while flying straight, this indicates that excessive fuel is
being supplied to the engine. Turn the injection trim adjustment dial (spare channel dial) in the (-)
lean direction by about 15˚ (about 3 clicks) with the throttle stick in the full high position. Then
repeat flying straight in the same manner as before. Repeat this adjustment procedure until
engine speed has stabilized. (The engine speed will not change immediately after the air-fuel
mixture has been changed. Fly the airplane straight several times to confirm that engine speed
has become stable.) When flying straight as described above, fly both into the wind and with the
wind. Adjustment is completed when there are no disturbances in engine speed when flying level.
15
If the engine produces a higher pitch sound immediately after taking off or if the engine appears to
lose power and exhaust cannot be seen at all (although varying somewhat depending on the fuel),
turn the injection trim adjustment dial (spare channel dial) in the (+) rich direction by about 45˚ with
the throttle stick in the full high position and reconfirm engine operation by continuing to fly for 3-4
minutes. (When this is difficult to evaluate, land the airplane and recheck engine speed with the
throttle stick in the center and full high positions.) When there is still no change even when the
above adjustment has been made, land the airplane and try readjusting from the first step of the
adjustment procedure. This completes the adjustment procedure.
Once adjustment has been completed, when the airplane is flown again, simply recall the TMD
menu by pressing the function key. The display changes from the Fine menu to the ATL menu.
(Fine adjustment data continues to be stored in memory.) Next, switch to the ATL adjustment
menu. The function of the injection trim adjustment dial changes to that during Fine with full high
corresponding to 100% (see the previous section on TmD ATL) based on full slow corresponding
to the origin. It is recommended to use this menu during routine flights. Repeat the fine adjustment
procedure described above whenever the propeller or fuel and so forth has been changed.
GLOWPLUGS
Since the compatibility of glowplug and fuel may have a marked effect on performance and
reliability, it may be worthwhile to choose the R/C type plug found most suitable after tests.
Recommended O.S. plugs are TYPE F. Carefully fit plug finger-tight, before final tightening with the
correct size plug wrench.
The role of the glowplug
With a glowplug engine, ignition is initiated by the application of a 1.5-volt power source. When the
battery is disconnected, the heat retained within the combustion chamber remains sufficient to
keep the plug filament glowing, thereby continuing to keep the engine running. Ignition timing is
'automatic' : under reduced load, allowing higher rpm, the plug becomes hotter and, appropriately,
fires the fuel/air charge earlier; conversely, at reduced rpm, the plug become cooler and ignition is
retarded.
Glowplug life
Particularly in the case of very high performance engines,
expendable items.
However, plug life can be extended and engine performance maintained by careful use, i.e.:
•
Fit a plug suitable for the engine.
•
Use fuel containing a moderate percentage of nitromethane unless more is essential for racing
events.
•
Do not run the engine too lean and do not leave the battery connected while adjusting the
needle.
When to replace the glowplug
Apart from when actually burned out, a plug may need to be replaced because it no longer
delivers its best performance, such as when:
•
Filament surface has roughened and turned white.
Filament coil has become distorted.
•
Foreign matter has adhered to filament or plug body has corroded.
•
Engine tends to cut out when idling.
•
Starting qualities deteriorate.
•
glowplugs must be regarded as
16
Care After Use
First vent the pressure from the fuel tank. Next, drain any fuel in the fuel tank. Turn on the
•
transmitter and receiver switches but do not heat the plug. Move the transmitter engine control
lever to the center position without heating the plug, and then turn the engine over with the
electric starter several times. (This is done to discharge any fuel between the tank and the
injector.) Pour a little maintenance oil or lubricant substance in from the air valve and turn over
the engine with the starter several times.
In order to maintain the engine in the optimum state, it is important to vent any residual gas
•
generated during engine operation as quickly as possible. In addition, since this engine uses a
manifold and tuned silencer, residual gas may be present in these components as well. It is
recommended to remove the tuned silencer after use and store it.
Connectors and leads are arranged in the engine compartment. They be soiled with dust or
•
other debris. (This can cause a malfunction.) Clean these components to prevent them from
becoming soiled as much as possible. Do not use paint thinner, gasoline or other cleaners that
erode plastic when cleaning.
17
Troubleshooting
Problem Confirmation
Engine does not start
Engine operation is
unstable at low speeds
Engine operation is
unstable at high speeds
Engine stalls
Is the power turned on?
•
Are the connectors securely connected?
•
Is the lead wire broken?
•
Is the plug burned out?
•
Has Lmt been set?
•
Is engine speed displayed on the EC-1 when the engine is running?
•
Are abnormal values (±100%) displayed for LmL, LmM or LmH?
•
Are the rubber dampers of the engine soft mount too soft?
•
Are the rubber dampers of the soft mount damaged?
•
Is the throttle linkage sticking?
•
Is the linkage too weak causing it to be affected by vibrations?
•
Is the check valve normal?
•
Is the servo malfunctioning or is the servo mount loose?
•
Is the propeller size correct?
•
•
Is the engine running at 8,000 rpm or higher?
Is there an abnormality in the engine soft mount (cracked)?
•
When there are occasional disturbances in engine speed when the
•
air-fuel mixture is rich at high speeds, there may be a problem with
the temperature sensor. Is an abnormal temperature (300˚C or
higher) displayed for Tmax Tmp?
Is the filter clogged?
•
Are the rubber dampers of the engine soft mount too soft?
•
Are the rubber dampers of the soft mount damaged?
•
Has the plug deteriorated?
•
Is there any sticking or abnormalities in the linkage?
•
Is the oil content of the fuel correct?
•
Is the engine speed too low?
•
Is the check valve functioning properly?
•
Is the air control servo operating abnormally (hunting)?
•
If the sound of the engine remains unchanged when diving during
•
flight and stick response is lost, this indicates that there is too much
fuel being supplied to the engine. Try adjusting TmL or TmM in the (-)
direction.
Is the air control linkage to weak so that the operation of the air valve
•
either stops or is delayed relative to the operation of the servo? (Try
using a thicker component for the linkage.)
Is the carburetor operating? (Check the carburetor retainer.)
•
18
THREE VIEW DRAWING
Dimensions(mm)
Specifications
■
Displacement
■
Bore
■
Stroke
■
PracticalR.P.M.
■
Output
■
Weight
23.0cc/1.404cu.in.
32.0mm/1.260in.
28.6mm/1.126in.
1.800~10.000r.p.m.
3.5bhp/9.000r.p.m.
807g/28.5oz.
ø55
48.4
UNF 5/16-24
M4x0.7
78
O.S. GENUINE PARTS & ACCESSORIES
25
4-ø5.1
12
13
58
70
93.9
24.5
27
T-6010 TUNED SILENCER
■
(72104200)
O.S.GLOW PLUG
■
TYPE F
(71615009)
BUBBLESS
■
WEIGHT
(71531000)
EXHAUST HEADER PIPE
■
(72102100)
SUPER FILTER (L
■
(72403050)
19
5/16-M5 LOCK NUT SET
■
(45910300)
)
LONG SOCKET WRENCH
■
WITH PLUG GRIP
(71521000)
ENGINE & INJECTOR AIR VALVE EXPLODED VIEW
C.M3X8
C.M3.5X18
1
2
3
1
2
3
4
5
6
y
7
8
8
-1
q
=
-
0
-1
0
9
e
w
t
7
o
u
4
6
i
C.M4X10
p
5
C.M2.6X8
r
✽
Type of screw
C…Cap Screw M…Oval Fillister-Head Screw F…Flat Head Screw N…Round Head Screw S…Set Screw
20
ENGINE PARTS LIST
8
0
No.
1
2
3
4
5
6
7
8
9
0
=
q
w
e
r
t
y
u
i
o
p
-1
-1
2 9404 100
2 9403 400
2 9403 200
2 9406 000
2 8117 000
2 9405 000
2 9403 100
2 9483 010
2 9015 019
4 5910 200
2 9408 000
4 5508 200
4 5520 000
2 9431 000
2 9401 100
2 9081 719
2 9401 200
2 9430 000
2 9402 000
2 9414 000
2 9407 200
2 9407 300
2 9213 000
7 4001 000
7 1615 009
7 2403 061
7 2403 060
DescriptionCode No.
Cylinder Head
Piston Ring
Piston
Piston Pin
Piston Pin Retainer
Connecting Rod
Cylinder Liner
Injector Air Valve Set (70c)
Gasket
Lock Nut Set
Drive Hub
Woodruf Key
Thrust Washer
Crankshaft Ball Bearing(Front)
Crankcase
Carburettor Retainer
Temperature Sensor Set
Crankshaft Ball Bearing(Rear)
Crankshaft
Gasket Set
Cover Plate RPM Sensor Set
Pressure Fitting
Screw Set
Electronic Control Unit (EC-1)
Glow Plug TYPE F
Check Valve
Fuel Filter
INJECTOR AIR VALVE(70C) PARTS LIST
No.
1
2
3
4
5
6
7
The specifications are subject to alteration for improvement without notice.
Code No.
2 7381 400
2 9483 210
4 5581 820
2 9483 110
2 9483 300
2 9484 000
2 9015 019
Throttle Lever Assembly
Roter Valve
Roter Guide Screw
Injector Air Valve Body
Injector Holder
Injector Set
Gasket
Description
21
MEMO
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6-15 3-Chome Imagawa Higashisumiyoshi-ku
Osaka 546-0003, Japan
C
Copyright 2000 by O.S.Engines Mfg. Co., Ltd. All rights reserved. Printed in Japan.
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TEL. (06)6702-0225
FAX. (06) 6704-2722
http://www.os-engines.co.jp
080101
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