INSTRUCTIONS FOR O.S. PA-102 PUMP SYSTEM
The O.S. PA-102 Pump System consists of the unique O.S. Type PD-02 diaphragm fuel pump and matching
large-throat carburettor (O.S. Type 86) and has been developed specifically for 10 cc (0.61 cu.in.) class
FAI pattern contest engines.
The O.S. Pump System provides more power and ensures that fuel is delivered to the carburettor at the
pressure necessary to maintain optimum mixture strength, irrespective of fuel tank location or aircraft
attitude.
PIPING
• For piping, use heavy duty silicone fuel tubing of ap-
proximately 2.5 mm bore and 5 mm outer diameter.
• A feature of the O.S. Pump System is that the fuel tank
does not have to be placed close behind the engine, but
tube lengths should be kept as short as possible. Take
care not to cause any kinks in the "plumbing".
Fuel filter
Pipe A
Fuel flow
Pipe B
PipeC
Pipe D
Fig.1
WARNINGS
Do not disassemble the pump
Never take the pump unit apart. Once the pump has been
dismantled, its original performance may not be restored
when it is reassembled.
Do not insert anything into the nipples
Inserting a pin, etc., into the nipples is likely to damage the
pump and render it inoperative.
Use fuel filters
Any foreign matter entering the Pump System may interfere with its correct functioning and may even damage the
pump diaphragm. Be sure to filter all fuel before filling the
tank and, most important, use a good quality fine filter in
the delivery tube between the tank and pump.
Do not attempt to adjust the pump screws
Both adjusting screws are accurately adjusted and sealed
with paint at the factory. If the screw setting is disturbed,
it cannot be re-set at its optimum position without the aid
of special instruments.
INSTALLATION
Here is an example of a typical installation.
(Top view, upright engine installation.)
Fig.
2
Pipe A: To draw the fuel from the fuel tank to the pump.
Pipe B: To deliver the fuel from the pump to the carburettor.
Pipe C: To pick up the boost pressure in the carburettor.
Pipe D: To return the excess fuel to the fuel tank.
FUEL TANK
If the fitting of the "klunk" type fuel pick-up weight in the
fuel tank is incorrect, the weight may stick to the tank wall,
resulting in an irregular fuel flow to the carburettor, or,
alternatively, in the fuel flow being cut off during the
course of sharp aerobatic manoeuvres. Therefore, it is
advisable to make slots in the end of the weight, with a file
or hacksaw blade, as shown in Fig. 4. Thoroughly wash
out the weight to remove any minute particles of metal
before reinstalling it in the tank.
Use thick silicone tubing.
Fig.
Fig.
3
10~15mm(3/8~5/8")
4
Pipe to return excess fuel
Overflow
Connect to 'IN' nipple
of the pump.
Disconnect here when
filling the tank.
to the tank.
L-shaped nipple or aluminum
tubing
Silicone tubing
It may be convenient to lead the
pipes outside the fuselage and
connect with approx. 35mm (1 1/2")
length of silicone tubing.
Note: A fuel filter is omitted in the above sketch.
STARTING THE ENGINE
1. Fill the fuel tank.
2. Open the needle-valve approx. 2 ~ 2-1/2 turns from the
fully closed position.
3. Turn the propeller by hand, while watching fuel pipes A
and B, until fuel is pumped as far as the carburettor. It
may be necessary to turn the propeller through about 20
revolutions, depending on the length of pipe from tank
to pump. Make a mental note of the number of revolutions required for fuel to reach the carburettor. However,
note that it may be necessary to turn the propeller a few
more revolutions if the pump is being used for the first
time, or if no fuel has remained in the pump from
previous use.
4. Turn the propeller two extra revolutions to prime the
engine. Do not turn the prop more than this or the
engine will be over-primed.
5. Connect the battery to the glowplug and start the engine.
Note: If the engine is over-primed (i.e. flooded), pinch the
fuel delivery tube (Pipe B) with a suitable clip or
clamp before attempting to start the engine. If the
engine remains over-primed and unwilling to start,
close the needle-valve completely, remove the glowplug and flip the propeller briskly to eject excess
fuel from the cylinder via the glowplug hole.
6. Fuel may be observed in Pipe C while the engine is
running. This is quite normal.
7. Check that sufficient fuel can reach the engine to cause
it to run rich (for running-in purposes, etc.) when the
needle-valve is more than 3 turns open. If the engine
cannot be made to run rich, check as follows:
* Make sure that the fuel filter or carburettor is not
partially obstructed with foreign matter.
* Make sure that there are no holes in the piping or air
bubbles in the fuel flow.
* Make sure that the fuel does not "froth" in the tank
when the engine is running. This can occur if the
tank is not properly insulated from vibration.
* Make sure that the fuel pick-up weight is not being
partially obstructed by contact with the tank wall.
(Refer to previous instructions under "FUEL
TANK".)
In the unlikely event that the engine cannot be persuaded to run rich, or fuel does not flow through Pipe D,
after checking the above, it is possible that a fault has
developed in the pump. In this case, consult the O.S.
engine distributor in your country.
ADJUSTMENTS
Adjustment of the PA-102 System is confined to the Type
86 carburettor. No adjustments to the pump are called for.
These are factory set. Carburettor adjustment broadly
follows the procedure for setting up a conventional suctionfeed system. See separate instruction leaflet for O.S. Type
86 carburettor.
FUEL FILTERING
As previously noted, it is important to install a fine fuel
filter between the fuel tank and pump. It is also advisable
to filter fuel even before it reaches the tank. The O.S.
Super Filter 'L' is available for this puspose. It fits inside
your refuelling container.
MAINTENANCE
If, after use, the fuel system is left unattended for a lengthy
period, there will be a tendency for the methanol content
of the fuel to evaporate sufficiently for the oil content to
"gum" the internal parts of the pump. Therefore, it is
advisable, at the end of the day's flying, to empty the fuel
tank, invert the engine, and pump out the remaining fuel in
the system by rotating the propeller until no more fuel is
ejected from the carburettor.
If the pump is not in use for a while (more than one
month), remove the pump and wash out its interior by
injecting methanol or kerosene through the "IN" nipple.
Fit the sealing caps (provided) to the nipples, after draining
out the methanol or kerosene. Note: if you use kerosene,
take care not to allow this to come into contact with the
fuel tubing, otherwise the tubing will swell and deteriorate.
O.S.PUMP SYSTEM
Distributed in the United
States by permission of
Perry Aeromotive, Inc. under
U.S. Patent No. 3,967,606.
© Copyright 1987 by O.S. Engines Mfg. Co., Ltd. All rights reserved Printed in Japan
6-15 3-chome Imagawa Higashisumiyoshi-ku
Osaka 546, Japan. TEL. (06) 702-0225
FAX. (06) 704-2722