Superior O-360 SERIES, IO-360 SERIES, Vantage Engine O-360 SERIES, Vantage Engine IO-360 SERIES Installation & Operation Manual

O-360 & IO-360 SERIES ENGINES

INSTALLATION & OPERATION MANUAL

621 South Royal Lane, Suite 100 / Coppell, TX 75019 / 800-277-5168

P/N SVIOM01 Revision A, March, 2004

www.superior-air-parts.com

FAA Approved

Installation & Operation Manual

O-360 and IO-360 Series Engines

DISCLAIMER OF WARRANTIES AND LIMITATIONS OF LIABILITY

SUPERIOR'S EXPRESS WARRANTIES AND THE REMEDIES THEREUNDER ARE EXCLUSIVE AND GIVEN IN PLACE OF (A) ALL OTHER WARRANTIES, EXPRESS, IMPLIED, OR STATUTORY, WHETHER WRITTEN OR ORAL, INCLUDING, BUT NOT LIMITED TO, ANY WARRANTY OF MERCHANTABILITY, FITNESS OR PARTICULAR PURPOSE, OR IMPLIED WARRANTY ARISING FROM PERFORMANCE, COURSE OF DEALING OR USAGE OF TRADE AND (B) ALL OTHER OBLIGATIONS, LIABILITIES, RIGHTS, CLAIMS OR REMEDIES, EXPRESS OR IMPLIED, ARISING BY LAW OR OTHERWISE, INCLUDING BUT NOT LIMITED TO ANY RIGHT OR REMEDIES IN CONTRACT, TORT, STRICT LIABILITY OR ARISING FROM SUPERIOR'S NEGLIGENCE, ACTUAL OR IMPUTED.

SUPERIOR'S OBLIGATIONS AND PURCHASER'S REMEDIES UNDER SUPERIOR'S EXPRESS WARRANTIES ARE LIMITED TO SUPERIOR'S CHOICE OF REFUND, REPAIR OR REPLACEMENT ON AN EXCHANGE BASIS AND EXCLUDE LIABILITY FOR INCIDENTAL, SPECIAL, CONSEQUENTIAL OR ANY OTHER DAMAGES, INCLUDING WITHOUT LIMITATION, ANY LIABILITY OF CUSTOMER TO A THIRD PARTY OR FOR ECONOMIC LOSS, REPLACEMENT COST, COST OF CAPITAL, LOST REVENUE, LOST PROFITS, OR LOSS OF USE OF OR DAMAGE TO AN AIRCRAFT, ENGINE, COMPONENT OR OTHER PROPERTY AND IN NO EVENT WILL SUPERIOR'S LIABILITY EXCEED THE ORIGINAL COST OF THE ENGINE OR ACCESSORY.

Written notice of any warranty claim must be submitted to Superior within thirty (30) days of a suspected defect in material or workmanship and the engine, accessory or part must be made available for Superior's inspection within thirty (30) days after the claim has been made. Superior reserves the right to deny any claim not submitted in accordance with these requirements.

These LIMITED WARRANTIES are the only warranties offered by Superior. No agreement varying these warranties or Superior's obligations under them will be binding on Superior unless made in writing by a duly authorized representative of Superior.

Superior will not process or honor warranty claims on delinquent accounts.

Installation & Operation Manual

O-360 and IO-360 Series Engines

Table Of Contents

Chapter 1 Engine Description

Chapter 2 Airworthiness Limitations Chapter 3 Aircraft / Engine Integration Considerations

Revision History List Of Figures

List Of Tables Introduction

About This Manual Related Publications Installation Approval Requirements Obtaining Service Information

1. General Description

2. Continued Airworthiness

3. Model Designations

4. Engine Components General Description

5. Features And Operating Mechanisms

1. General

2. Induction System

3. Fuel System

4. Engine Cooling

5. Exhaust

6. Lubrication System

7. Propeller Attachment

8. Electrical System

9. Engine Controls

10. Engine Accessories

11. Engine Mounting

Page Number

i

ii iii iv

iv iv iv

v

1 1 1 3

13

1 1 4 7 9

12 15 16 18 20 22

Chapter 4 Engine Installation

1. General Instructions

2. Preparing Engine For Service

3. Installation of Engine

4. Instrumentation Connections

Chapter 5 Special Procedures

1. General Break In Procedures

2. Special Tools And Equipment

3. Break In Procedures

4. General Inspection Check

5. Daily Pre Flight Inspection

Chapter 6 Normal Operating Procedures

1. General

2. Engine Operation And Limits

3. Operation Instructions

1 1 2 2

1 1 1 3 3

1 1 1

Installation & Operation Manual

O-360 and IO-360 Series Engines

Table Of Contents (continued)

Chapter 7 Abnormal Operating Procedures

1. General

2. Engine Will Not Start

3. Rough Idling

4. Engine Not Able to Develop Full Power

5. Rough Engine Operation

6. Low Power and Engine Runs Rough

7. Low Oil Pressure On Engine Gage

8. High Oil Temperature

9. Excessive Oil Consumption

Chapter 8 Servicing Requirements

1. General

2. Lubricants

3. Fuels

4. Consumables

Chapter 9 Engine Preservation And Storage

1. Temporary Storage

2. Indefinite Storage

3. Inspection Procedures

4. Returning An Engine To Service After Storage

Appendix A O-360 Model Specification Data Appendix B IO-360 Model Specification Data

1 2 2 3 3 3 4 4 4

1 1 2 2

1 2 2 3

Installation & Operation Manual

O-360 and IO-360 Series Engines

Manual Number SVIOM01

Revision History

Revision

Letter

A 03/29/04 Initial Release All

Effectiv

e

Date

Description Pages

Revised

It is the users responsibility to insure that this is the current revision of this manual. Do not perform any operation, installation, maintenance, or other procedure until confirming this manual is current.

WARNING

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Installation & Operation Manual

O-360 and IO-360 Series Engines

List Of Figures

Figure

Number

1-1 Model Number Designation 1 1 1-2 O-360 Engine Front View 1 5 1-3 O-360 Engine Left Side View 1 6 1-4 O-360 Engine Top View 1 7 1-5 O-360 Engine Rear View 1 8 1-6 IO-360 Engine Front View 1 9 1-7 IO-360 Engine Left Side View 1 10 1-8 IO-360 Engine Top View 1 11 1-9 IO-360 Engine Rear View 1 12 3-1 Oil System Schematic 3 14 3-2 Ignition Wiring Diagram 3 17 3-3 Alternator Mounting Pad 3 21 3-4 #1 Dynafocal Mount Dimensions 3 23 3-5 #2 Dynafocal Mount Dimensions 3 23 3-6 Conical Mount Dimensions 3 24 3-7 Limit and Ultimate Engine Forces 3 26 3-8 Engine Mount Forcing Function for Engine Startup and Shutdown 3 27 3-9 Engine Mount Forcing Function for Steady State Conditions 3 27

Figure Description Chapter Page

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O-360 and IO-360 Series Engines

List Of Tables

Table

Number

1-1 Manufacturer’s General Specifications 1 3 1-2 Manufacturer’s Physical Specifications 1 4 1-3 Views of the Engine 1 4 3-1 Accessory Drive Data 3 20 3-2 Lord Engine Mounts for Superior Vantage Engines 3 21 3-3 Limit and Ultimate Engine Mount Loads 3 25 4-1 Instrumentation Connections 4 2 6-1 Normal Starting Procedures 6 3 6-2 Starting A Flooded Engine 6 4 6-3 Ground Running / Fixed Wing Warm-Up 6 5 6-4 Ground Running / Rotorcraft Warm-Up 6 5 6-5 Fixed Wing - Pre-Takeoff Ground Check 6 6 6-6 Rotorcraft - Pre-Takeoff Ground Check 6 7 6-7 Fuel Mixture Leaning General Rules 6 8 6-8 Leaning with Exhaust Gas Temperature Gage 7 9

6-9 Leaning with Flowmeter 6 9 6-10 Leaning with Manual Mixture Control 6 9 6-11 Shut Down Procedure 6 9

7-1 Abnormal Operating Procedures 7 1

7-2 Engine Will Not Start 7 2

7-3 Rough Idling 7 2

7-4 Engine Not Able To Develop Full Power 7 3

7-5 Rough Engine Operation 7 3

7-6 Low Power & Engine Runs Rough 7 3

7-7 Low Oil Pressure On Engine Gage 7 4

7-8 High Oil Temperature 7 4

7-9 Excessive Oil Consumption 7 4

8-1 Oil Grades 8 1

8-2 Oil Sump Capacity 8 1

8-3 Minimum Octane Fuels 8 2

8-4 Consumables 8 2

Table Description Chapter Page

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Installation & Operation Manual

O-360 and IO-360 Series Engines

Introduction

About This Manual

This engine installation and operation manual is provided as guidance for the installation and installation design of a Superior Vantage Engine to an airframe and to describe its’ operational characteristics. Its purpose is to provide technical information to aid in designing and operating an effective engine installation so as to achieve maximum performance while providing for maximum service life.

Superior Air Parts has made clear and accurate information available for those who maintain, own and repair the Vantage O-360 and IO-360 Series Engines. Superior Air Parts values your input regarding revisions and additional information for our manuals. Please forward your comments and input to:

Superior Air Parts

Attn. Engineering Department 621 South Royal Lane Suite 100 Coppell, Texas 75019

Related Publications

The following are related engine and accessory publications.

O & IO-360 Maintenance Manual SVMM01 O & IO-360 Overhaul Manual SVOM01 O & O-360 Illustrated Parts Cat. SVIPC01 Unison Master Service Manual, F-1100 Precision RSA-5 Service Manual, 15-338 Precision MA-4-5 Manual, MSAHBK-1 Champion Aerospace Service Manual, AV-6R

Installation Approval Requirements

The engine warranty for a Vantage Engine installation is subject to the technical approval of Superior. Upon approval of an installation design, Superior will provide a letter that states in part that the installation design is acceptable and does not adversely effect the function of the engine with respect to engine longevity while the engine is operated in accordance with recommended procedures.

Superior requires certain technical data regarding the installation in order to determine its acceptability for warranty purposes. This data may include, but is not limited to drawings, photographs and test data. Approval of the installation for these purposes is limited to the installation design furnished by the airframe manufacturer to Superior. Modifications or changes to the installation design requires a new or amended letter of approval prior to the warranty becoming effective for that design.

Approval of the installation by Superior as described above is limited to engine warranty issues only. It does not in any way indicate approval of other aspects of the installation design such as structural integrity and manufacturability.

Superior Vantage Engines discussed in this document must be installed and operated in accordance with the limitations, conditions and operating procedures described in this document, the Model Specification Data and the Installation and Operation Manual. They must also be maintained in accordance with the applicable Overhaul Manual and other Instructions for Continued Airworthiness. Superior accepts no responsibility for airworthiness of any aircraft resulting from the installation of the engine or associated equipment.

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Obtaining Service Information

All Vantage Series Engine manuals and service information may be downloaded at:

www.superior-air-parts.com

All Vantage Series Engine manuals and service information may also be purchased by contacting:

Superior Air Parts 621 South Royal Lane, Suite 100 Coppell, Texas 75019

or call: 972-829-4600

Accessory Information may be obtained at:

www.championaerospace.com www.unisonindustries.com www.skytecair.com www.precisionairmotive.com www.aeroaccessories.com

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O-360 and IO-360 Series Engines

CHAPTER 1

Engine Description

1. GENERAL DESCRIPTION

Superior Vantage Engines are four-cylinder, horizontally opposed, air-cooled, direct drive powerplants incorporating a wet sump, bottom mounted induction, bottom exhaust with either carbureted or port injected fuel systems. Provisions exist for both front and rear mounted accessories. All engine components will be referenced as they are installed in the airframe. Therefore, the “front” of the engine is the propeller end and the “rear” of the engine is the accessory mounting drive area. The oil sump is on the “bottom” of the engine and the cylinder shroud tubes are on the “top”. The terms “left” and “right” are defined as being viewed from the rear of the engine looking toward the front. Cylinder numbering is from the front to the rear with odd numbered cylinders on the right side of the engine. The direction of crankshaft rotation is clockwise as viewed from the rear of the engine looking forward unless otherwise specified. Accessory drive rotation direction is

defined as viewed from the rear of the engine looking forward.

2. CONTINUED AIRWORTHINESS

Vantage Engines discussed in this document must be installed and operated in accordance with the limitations, conditions and operating procedures described in this document. They must also be maintained in accordance with the applicable Overhaul Manual and other Instructions for Continued Airworthiness. The engine’s time between overhaul (TBO) period is initially defined as 1000 hours. A TBO extension program is in process.

3. MODEL DESIGNATIONS

The model number designation is defined in a way that the digits of the model number can easily identify the basic configuration of the engine as described in Figure 1-1.

Figure 1-1 • Model Number Designation

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Installation & Operation Manual

O-360 and IO-360 Series Engines

Fuel System Type

IO Denotes Port Fuel Injection System and “opposed cylinder” arrangement.

O Denotes a carbureted system and “opposed cylinder” arrangement.

Cylinder Type

360 Parallel valve cylinder, 361 cubic inches.

Model Suffix

1 A Fixed-Pitch, Thin-wall front main

B Constant-Speed, Thin-wall front main

2

4

Denotes detail engine configuration

st

Digit Crankshaft & Propeller Type

nd

Digit Crankcase & Engine Mount Type

1 #1 Dynafocal Mount 2 #2 Dynafocal Mount 3 Conical Mount

rd

3

Digit Accessory Package

Fuel System Ignition System Carbureted Fuel Injected

A Unison Magnetos Precision Carburetor Precision Fuel Injection

th

Digit Power Rating: Piston Compression Ratio

1* - 2 8.5:1 180

*For Future Use

Cylinder Type

360 CR HP

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O-360 and IO-360 Series Engines

4. ENGINE COMPONENTS GENERAL DESCRIPTION

The O-360 and IO-360 series engines are air-cooled, four cylinder, horizontally opposed, direct drive engines. See Table 1-1 for Manufacturer’s General Specifications.

A. The complete engine includes the following components and assemblies:

1. Crankcase Assembly

2. Crankshaft Assembly

3. Camshaft Assembly

4. Valve Train Assembly

5. Cylinder Assemblies

6. Connecting Rod Assemblies

7. Oil Sump Assembly

8. Inter Cylinder Baffles

9. Starter

10. Lubrication System (includes oil filter)

11. Accessory Drive

12. Ignition System (includes spark plugs)

13. Fuel System

14. Starter Support Assembly

15. Oil Gage

16. Induction System

17. Accessories

Note:

Complete engine does not include outer cylinder baffles, propeller governor, and airframe to engine control cables, attaching hardware, hose clamps, vacuum pump, exhaust system, fittings or alternator.

B. Specifications

The manufacturer’s physical specifications are listed in Table 1-2 are applicable to the O-360 and IO-360 series engines. See Model Specification Data (MSD) for more specific information.

Table 1-1 • Manufacturer’s General Specifications

Model O-360 and IO-360 Rated Power Hp 180 Rated Speed, RPM RPM 2700 Bore, inches In 5.125 Stroke, inches In 4.375 Displacement cubic inches In3 361.0 Compression Ratio 8.5:1 Firing Order 1-3-2-4 Spark timing °BTDC 25 Propeller drive ratio 1:1 Propeller drive rotation

(viewed from rear)

Clockwise

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Installation & Operation Manual

O-360 and IO-360 Series Engines

Table 1-2 • Manufacturer’s Physical Specifications

Model

O-360 24.6 33.4 32.8 See MSD IO-360 24.0 33.4 32.8 See MSD

Height

(In)

Width

(In)

Length

(In)

Weight

Table 1-3 • Views of the Engine

Engine View Figure Number Location

O-360 Engine Front View Figure 1-2 p. 5 O-360 Engine Left Side View Figure 1-3 p. 6 O-360 Engine Top View Figure 1-4 p. 7 O-360 Engine Rear View Figure 1-5 p. 8 IO-360 Engine Front View Figure 1-6 p. 9 IO-360 Engine Left Side View Figure 1-7 p. 10 IO-360 Engine Top View Figure 1-8 p. 11 IO-360 Engine Rear View Figure 1-9 p. 12

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Installation & Operation Manual

O-360 and IO-360 Series Engines

SPARK PLUG

CHT PROBE LOCATION (TYPICAL EACH HEAD)

ALTERNATOR & BELT NOT

PROVIDED WITH ENGINE

THROTTLE LEVER

FUEL LINE

CARBURETOR

Figure 1-2 • O-360 Engine Front View

STARTER

PRIMING SYSTEM

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Installation & Operation Manual

O-360 and IO-360 Series Engines

CYLINDER

CRANKCASE

ASSEMBLY

ACCESSORY

HOUSING

STARTER SUPPORT

ASSEMBLY

PRIMING SYSTEM

STARTER

INDUCTION

SYSTEM

SPARK PLUG

OIL SUMP

ASSEMBLY

CARBURETOR

MIXTURE

LEVER

OIL FILTER

FUEL

PUMP

FUEL

LINE

HARNESS

MAGNETO

Figure 1-3 • O-360 Engine Left Side View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

INTER-CYLINDER BAFFLE

SPARK PLUG

MAGNETO

OIL FILTER

Figure 1-4 • O-360 Engine Top View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

OIL TEMP

CONNECTION

OIL RETURN FROM COOLER

OIL FILTER

GROUND OR “P-LEAD” TERMINAL

VENT LINE

CONNECTION

ALTERNATE OIL TO COOLER

BREATHER

FITTING

DIAPHRAGM

FUEL PUMP

FUEL LINE

FUEL MIXTURE

LEVER

EYE

BRACKET

TACHOMETER CONNECTION

VACUUM PUMP / ACCESSORY PAD

OIL DRAIN

PLUG

FUEL PUMP INLET

OIL SUCTION

SCREEN

THROTTLE

LEVER

OIL PRESSURE GAGE CONNECTION

OIL LEVEL TUBE & GAGE

MANIFOLD

PRESSURE

CONNECTION

GROUND OR “P-LEAD” TERMINAL

OIL SUPPLY TO COOLER

OIL LINE TO PROPELLER

COMMON PRIMER

LINE SOURCE

Figure 1-5 • O-360 Engine Rear View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

FUEL INJECTION

MANIFOLD

CHT PROBE LOCATION

(TYPICAL EACH HEAD)

NOT PROVIDED WITH ENGINE

SPARK PLUG

ALTERNATOR & BELT

FUEL INJECTION

SERVO

STARTER

SPARK PLUG

FUEL

INJECTOR

Figure 1-6 • IO-360 Engine Front View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

STARTER SUPPORT

ASSEMBLY

CRANKCASE

ASSEMBLY

STARTER

SPARK PLUG

OIL SUMP

CYLINDER

ASSEMBLY

FUEL INJECTION

MANIFOLD

ACCESSORY

HOUSING

FUEL INJECTION

SERVO

MAGNETO

FUEL LINE

OIL FILTER

WIRING

HARNESS

FUEL PUMP

Figure 1- 7 • IO-360 Engine Left Side View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

FUEL INJECTION

MANIFOLD

FUEL INJECTIOR

Figure 1- 8 • IO-360 Engine Top View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

BREATHER FITTING

FUEL INJECTION MANIFOLD

OIL RETURN FROM COOLER

OIL FILTER

GROUND OR “P-LEAD” TERMINAL

VENT LINE CONNECTION

ALTERNATE OIL

TO COOLER

OIL TEMP

CONNECTION

EYE

BRACKET

TACHOMETER CONNECTION

VACCUM PUMP / ACCESSORY PAD

FUEL PUMP INLET

OIL PRESSURE GAGE CONNECTION

OIL LEVEL TUBE & GAGE

MANIFOLD

PRESSURE

CONNECTION

GROUND OR “P-LEAD” TERMINAL

OIL SUPPLY TO COOLER

OIL LINE TO

PROPELLER

DIAPHRAGM FUEL

PUMP

OIL DRAIN PLUG

MIXTURE CONTROL

LEVER

THROTTLE CONTROL

OIL DRAIN PLUG

OIL SUCTION

SCREEN

LEVER

Figure 1- 9 • IO-360 Engine Rear View

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Installation & Operation Manual

O-360 and IO-360 Series Engines

5. FEATURES AND OPERATING MECHANISMS

Crankshaft - The crankshaft is made from

aerospace grade SAE 4340 Vacuum-Arc-Remelt (V.A.R.) steel per AMS 6414. All bearing journal surfaces are nitrided.

Connecting Rods - The connecting rods are made from aerospace grade SAE 8740 forgings per AMS 6325. They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. The bearing caps on the crankshaft ends are retained by two bolts with self locking nuts per cap. Caps are tongue and groove type for improved alignment and rigidity.

Camshaft - Valve Operating Mechanism - The camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic lifters that operate the valves through push rods and valve rockers.

Crankcase - The crankcase is made from aerospace grade AA C355-T71 stabilized structural aluminum alloy per AMS 4214. The assembly consists of two reinforced aluminum alloy castings fastened together by means of studs, bolts, and nuts. The main bearing bores are machined for use with precision type main bearing inserts.

Accessory Housing - The accessory housing is made from an aluminum casting and is fastened to the rear of the crankcase and the top rear of the sump.

Oil Sump - The sump incorporates an oil drain plug, oil suction screen, mounting pad for carburetor or fuel injector, the intake riser, and intake pipe connections.

Cylinders - Millennium exclusively. These air-cooled cylinders are manufactured by screwing and shrinking the two major parts, head and barrel, together. The heads are made from AMS 4220 aluminum alloy casting material. All barrels are made from forgings produced to AMS 6382 forging specifications. They are internally choked and honed to allow optimal operating conditions for the rings and pistons at operating temperatures.

®

Cylinders are used

Pistons - The pistons are made from an aluminum alloy. The piston pin is a full floating type with a plug located in each end of the pin. The piston is a 3-ring type with 2 compression rings and 1 oil control ring.

Cooling System – Superior Vantage Engines are designed to be air-cooled. Baffles are provided to build up air pressure and force the air between the cylinder fins. The air is exhausted to the atmosphere through the rear of the cowling.

Induction System - The distribution of the air to each cylinder is through the center zone of the induction system. This is integral with the oil sump.

Fuel Systems Carbureted

are equipped with a float type carburetor The MA-4-5 carburetors are of the single barrel float type equipped with a manual mixture control and an idle cut-off.

Fuel Injected

equipped with a direct cylinder injected RSA-5 fuel injector. The fuel injection system schedules fuel flow in proportion to airflow. Fuel vaporization takes place at the intake ports. The RSA fuel injection system is based on the principle of measuring airflow and using the air pressure in a stem type regulator, converting the air pressure into a fuel pressure. The fuel pressure (fuel pressure differential), when applied across the fuel metering section (jetting system), makes fuel flow proportional to airflow.

Lubrication System - The full pressure wet sump lubrication system is supplied by a gear type pump. It is contained within the accessory housing.

Priming System - A manual primer system is provided on all engines using a carburetor. Fuel injected engines do not require a manual priming system, relying instead on the fuel injectors for priming.

Ignition System - Dual ignition is furnished by two Unison magnetos with two spark plugs per cylinder. Each magneto is equipped with impulse coupling for improved starting.

13

- Superior Air Parts O-360 engines

- IO-360 series engines are

Installation & Operation Manual

O-360 and IO-360 Series Engines

CHAPTER 2

Airworthiness Limitations

The Airworthiness Limitations Section is F.A.A. approved and specifies maintenance required under sections 43.16 and 91.403 of the Federal Aviation Regulations unless an alternate program has been FAA approved. This section is part of the type design of the O-360 and IO360 engine series pursuant to certification requirements of the Federal Aviation Regulations.

1. MANDATORY REPLACEMENT TIME

Subject to additional information contained in F.A.A. Approved Mandatory Service Bulletins issued after the date of certification, the O-360 and IO-360 engine series do not contain any components having mandatory replacement times required for type certification.

2. MANDATORY INSPECTION INTERVALS

Subject to additional information contained in F.A.A. Approved Mandatory Service Bulletins issued after the date of certification, the O-360 and IO-360 engine series do not contain any components having mandatory inspection intervals.

3. OTHER MANDATORY INTERVALS OR PROCEDURES

Subject to additional information contained in F.A.A. Approved Mandatory Service Bulletins issued after the date of certification, the O-360 and IO-360 engine series do not have any inspection-related or replacement time-related procedures required for type certification.

4. DISTRIBUTION OF CHANGES TO AIRWORTHINESS

Changes to this Airworthiness Limitations Chapter constitute changes to the type design of the O-360 and IO-360 engine series and require F.A.A. approval pursuant to Federal Aviation Regulations. Such changes will be published in F.A.A. Approved Mandatory Service Bulletins. Superior Vantage Engine Service Bulletins may be obtained by writing to:

Superior Air Parts 621 South Royal Lane, Suite 100 Coppell, Texas 75019

or call: 972-829-4600 or on the web at www.superior-air-parts.com

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Installation & Operation Manual

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CHAPTER 3

Aircraft / Engine Integration Considerations

1. GENERAL

The following sections in this chapter include a discussion of design practices to be considered during the integration of a Superior Vantage engine with an airframe and propeller. These discussions should be used IN ADDITION TO the applicable requirements of the FARs.

Superior requires that proper functioning of the system designs outlined in this chapter be proven prior to activation of the warranty.

Proper functioning of the installation design shall be proven by technical data such as test data, photographs, drawings and engineering calculations. Superior Air Parts Engineering Department will provide guidance regarding the specifics of these requirements as appropriate to the installation and on a case-by-case basis.

Throughout this chapter reference is made to data contained in the Model Specification Data. These documents are engine series specific and are contained in Appendices of this manual. Refer to the appropriate Model Specification Data for your engine model when consulting this data.

2. INDUCTION SYSTEM

The induction system design can significantly effect both performance and longevity of an aircraft engine installation. In addition to more obvious issues such as air filtration, seemingly insignificant design features can cause restrictions or other airflow disturbances resulting in flow loss or improper function of the fuel metering system. Induction systems which yield excessive intake air temperatures can promote engine detonation.

A. General Induction System Design

It is important that the induction system of naturally aspirated engines such as the Superior

Vantage Series be capable of supplying clean, filtered, cool intake air to the engine at the maximum required flowrate and with maximum attainable pressure. The term “maximum attainable pressure” as used here refers to an air source that provides maximum intake air pressure, (including ram air effects) while minimizing restrictions and flow losses. A reduction in flowrate or total pressure, or increased temperature can cause power loss, reduced service ceiling and increased possibility of detonation during high power requirements.

Properly engineered intake systems for naturally aspirated engines should result in total intake air pressures that are greater than ambient air pressure. For example, air pressure in the intake system can be raised by directing the face of the air pickup into the relative wind of the aircraft. Further, by locating the air pickup within the propeller diameter, ram air effects can be increased. Care should be taken to position the air pickup as far as possible away from the propeller axis (but within the “propeller envelope”) so as to take advantage of the increased air velocities at the outer areas of the prop. Care should also be given to prevent “blanking” of the intake air pickup by the prop blade. Increasing the size of the air pickup, particularly in the direction perpendicular to the blade axis, can help reduce this potential. Care should also be given to designing an air pickup that maintains maximum frontal area during periods of high aircraft angle of attack. Typically, maximum power is required during flight conditions having high angle of attack and reductions in airflow will restrict maximum power capability.

The intake air system should be designed to minimize pressure and flow losses. Sharp elbows and abrupt duct expansions or contractions all contribute to system losses. Changes in duct sizing should be accompanied by tapered transitions to minimize these losses. Duct losses are a function of air velocity and can

Installation & Operation Manual

O-360 and IO-360 Series Engines

be significantly reduced by increasing duct size and thereby reducing the air velocity. Utilizing ducts with circular cross-sections or “square” cross-sections with the highest possible aspect ratio can also reduce duct losses. Turning vanes can be used to reduce losses in sharp corners when necessary.

The state of the airflow as it enters the carburetor or fuel injector servo body is critical to effective and efficient fuel mixing. Both carburetor and fuel injector servo bodies sense mass airflow and introduce fuel based on that measurement. If the airflow is turbulent during this process, inaccurate airflow sensing can occur resulting in improper fuel flow. Turbulence of the intake air in a carbureted system will also promote poor fuel / air mixing and large cylinder to cylinder mixture variations. The consequences of these conditions can be as simple as reduced power or as great as incylinder detonation.

Care should also be given to the placement of the intake system with respect to hot areas such as exhaust pipes and other engine components. Cooler intake air results in better power output and greater service ceilings. Intake systems that allow heating of the air reduce available engine power and can reduce service ceilings.

B. Intake Air Requirements and Filtration

The intake air and filtration system must be designed for both effective and efficient filtering with minimal flow loss. Studies have shown that particulates greater than about 10 microns in size are particularly harmful to engines; therefore the filtration system should be selected accordingly. Filter manufacturers can provide data regarding effectiveness, efficiency and capacity of their products including the effect of particulate size. Guidance regarding overall filter size, based on filter capacity, can be obtained from the filter manufacturer.

The size of the air filter must also consider the total engine airflow requirements and the maximum air velocity requirements of the filter. In general, filters are more effective for lower air velocities but practical considerations must be made based on space available. Intake air flow requirements of a Superior Vantage Engine are defined in Figure 1 of the Model Specification

Data. It is recommended that the filter be sized to provide a minimum of 150% of this flow to minimize pressure drop for both clean and dirty filters.

C. Carburetor Heat

Due to the cooling effects of both fuel vaporization and airflow through the venturi, carburetor ice can form with outdoor air temperatures as high as 100°F. Therefore, it is necessary to provide a mechanism to introduce heat to the intake airstream, downstream of the air filter, to prevent this condition and to correct it if icing were to occur. This mechanism also serves the purpose of an alternate air source should the filter become unexpectedly blocked due to ice or debris. The minimum temperature rise required of the carb heat mechanism is specified in the FARs.

The design of the carb heat system should, in general, follow the same guidelines as the induction air system to minimize pressure loss and turbulence. For example the flow area should be as large as possible to reduce air velocity and therefore flow losses. Relatively slow-moving air across a heat source will also experience a higher temperature rise than faster-moving air over the same heat source. Good practice suggests that the carb heat duct should be at least 75% the size of the carburetor inlet.

The air source for the carb heat mechanism should be from a source other than the “standard” filtered intake air. It is common for the carb heat air to be drawn from within the lower cowl area. It is also conventional to omit the use of a traditional air filter at the carb heat source for several reasons includ ing preventing the risk of filter blockage for alternate air. However, it is good practice to include a course screen to prevent ingestion of “large” foreign objects.

The carb heat air is normally introduced to the induction airstream by means of a mixing box. The mixing box includes a baffle door that is manually actuated by the pilot and governs the amount of filtered induction air or carb heat air that is supplied to the carburetor.

Installation & Operation Manual

O-360 and IO-360 Series Engines

It is important that the design of the mixing box and damper door minimize pressure drop and turbulence of either filtered intake air or carb heat air. Some turbulence is unavoidable in this transition; however it is recommended that a “straight” section of duct be available after the transition to smooth the airflow. If possible, this section should be a length equivalent to 10 diameters. If this length is not possible due to geometry constraints then appropriate steps should be taken to straighten the flow. In either case, thorough testing should be performed to verify that both intake airflow and carb heat airflow is free of excessive pressure drop and turbulence to the extent that they do not degrade engine performance.

Good practice also dictates that the mixing box damper door be spring actuated to partially actuate automatically in the event of unexpected air filter blockage due to ice or debris. Care should be taken in the design of this mechanism to prevent “flutter” of the damper door during normal operation in either the filtered air or carb heat mode. The mechanism should also be designed to prevent unintended use of carb heat during the filtered air mode, including the effects of “normal” filter blockage. That is, the automatic spring mechanism should not be designed to be so sensitive that normal pressure drop due to filter use over time would cause carb heat air to be introduced.

D. Alternate Air Source

Fuel injected engines introduce fuel to the induction air at the heated cylinder port and do not present the same concerns regarding induction icing as the carbureted systems. However, provisions are required to provide an alternate induction air source for fuel injected systems to prevent engine stoppage in the event of filter blockage due to ice or debris. As with the design of the carb heat mechanism, this is conventionally done by drawing air from the heated lower cowl area and introducing this air downstream from the intake air filter. Although it is acceptable to use a mixing box device with flapper door mechanism as with the carb heat apparatus, this is not necessary. Where the carb heat mixing box must be designed so as to select between the two air sources, the alternate air source for fuel injected engines is simply the

availability of alternate air. Therefore, it is not necessary to “block off” the normal filtered air source.

Like the carb heat mechanism, the alternate air source should be designed to minimize both flow losses and turbulence. An entrance area at least 75% of the fuel injector servo area is recommended as well as provisions to straighten the flow after introduction to the intake air duct. A screen to prevent ingestion of “large” foreign objects may be necessary.

The alternate air source mechanism should be manually controllable by the pilot. As with the carb heat mechanism, it is advised that the alternate air source be spring actuated so it will partially actuate automatically in the event of unexpected air filter blockage due to ice or debris. The mechanism should be designed to preclude flutter and unintended operation during the filtered air mode, including the effects of “normal” filter blockage. The automatic spring mechanism should not be designed to be so sensitive that normal pressure drop due to filter use over time would cause carb heat air to be introduced.

E. Backfire Tolerance

The induction system, carb heat mechanism and alternate air source must be designed to withstand “normal” induction backfire events without structural failure or fire.

Installation & Operation Manual

O-360 and IO-360 Series Engines

3. FUEL SYSTEM

The fuel system design can significantly effect both performance and longevity of an aircraft engine installation. In addition to the obvious performance aspects, fuel systems that limit the fuel supply can promote engine detonation and vapor lock. Un-damped and extreme pressure pulsations can cause malfunction of the fuel metering systems.

A. Fuel System Requirements and Filtration

Superior Vantage Engines are supplied with positive displacement fuel pumps that are directly driven by the engine. These pumps are designed to provide the appropriate flow and pressure to the fuel metering devices according to their requirements. The aircraft fuel system should be capable of providing at least twice the maximum engine fuel flow requirements to minimize the potential for vapor formation. The fuel flow requirements are defined in Table 1 of the Model Specification Data.

The flow of fuel must be vapor free, water free and filtered to be free of foreign objects or debris. The foreign object filter requirements are defined in Table 2 of the Model Specification Data.

B. General Fuel System Design

The aircraft fuel system should be designed so flow restrictions do not occur in the piping system. Flow restrictions in this context refer to system conditions such as sharp radius bends, abrupt changes in pipe diameter (larger or smaller), tee and other fittings, valves, etc. In addition to limiting maximum fuel flow, flow restrictions increase the potential for vapor formation. Vapor formation, if extreme can cause engine stoppage due to lack of fuel.

Vapor formation in a minimal degree can cause lean operation of the engine that can lead to improper operation, service ceiling restrictions or engine detonation under certain conditions.

Note:

unleaded fuel, do not use 90° fittings. Instead, use large radius bends to reduce the likelihood of vapor lock. Also, try to locate the fuel boost pump as close to the fuel tank as possible. Periodically inspect non-metallic fuel system components for degradation.

Aircraft boost pumps (non-engine driven) may be used to supplement fuel flow to the engine driven fuel pump, prevent vapor lock and aid in priming of fuel injected systems. The maximum inlet pressure allowable at the engine driven fuel pump is defined in Table 3 of the Model Specification Data. Although the use of aircraft boost pumps are not required for engine operation (other than priming of fuel injection systems), Superior Air Parts recommends their use as a backup to the engine driven fuel pump and as an aid in preventing vapor lock, particularly when using motor gasoline. The fuel system should be designed such that the minimum acceptable fuel pressure is available to the engine driven fuel pump at all times without the use of an aircraft boost pump. The minimum acceptable fuel pressure is defined in Table 3 of the Model Specification Data. In addition, the fuel system should be capable of providing at least 150% the maximum required flow of fuel to the engine driven fuel pump without the need for an aircraft boost pump. (See Table 1 of the Model Specification Data.)

Fuel tanks should be vented to the atmosphere to prevent vacuum formation in the fuel tanks. If un-vented, the pressure in the fuel tank (as fuel is consumed) can reduce to the point that the pressure available at the pump inlet is below the cavitation limit of the pump. In this case, cavitation can occur and engine stoppage due to fuel starvation is possible.

Superior Air Parts recommends the use of fuel flow meters as an aid to the pilot for proper engine management. Two types of fuel flow meters are available for use in such systems; those that indicate flow based upon sensed pressure and those that sense flow directly.

When running fuel lines for use with

Installation & Operation Manual

O-360 and IO-360 Series Engines

Fuel flow meters that indicate flows based upon fuel system pressure can be less accurate than those that sense flow directly in times when abnormalities occur. For example, dirty fuel injectors or carburetor float malfunctions can cause increases or decreases to system pressure that would result in improper fuel flow indications for pressure-based flow meters. For this reason, Superior Air Parts recommends the use of direct sensing flow meters such as vane or turbine styles.

C. Carburetors

Carburetors used on Superior Vantage Engines are conventional single barrel float type systems with updraft induction and are equipped with manual throttle and mixture controls. In the full lean position, the manual mixture control serves as an idle cutoff control. The carburetor requires a low-pressure engine driven fuel pump (supplied).

Superior Vantage Carbureted Engines require a priming system. The engines are supplied with manual primer lines installed to the #1, #2 and #4 cylinder inlet ports and plumbing to feed from a common primer source. The aircraft priming system should be attached to this common primer source.

The carburetor system is part of the Superior Vantage Engine and therefore certified as part of the engine. No one may make significant changes to either flow settings or mechanical linkages without prior approval by Superior.

Proper functioning and mixture settings of the carburetor system must be made in flight and ground idle tests. These tests should include all envisioned flight attitudes and conditions as well as ground idle temperature variations. In addition to performance characteristics, exhaust gas and cylinder head temperatures must be monitored during these tests as a means of verifying the correctness of the carburetor system settings.

D. Fuel Injection Systems – Port Type

Fuel injector systems used on Superior Vantage Engines are direct port injection systems with a fuel-metering servo at the entrance to the intake manifold. The fuel-metering servo is equipped with manual throttle and mixture controls. In the full lean position, the manual mixture control serves as an idle cutoff control. The fuel injection system requires a high-pressure engine driven fuel pump (supplied).

Superior Vantage Fuel Injected Engines do not require a separate priming system. Priming is accomplished by operating an aircraft boost pump with the manual mixture control in the fullrich position. After priming, the manual mixture control should be moved to the idle cutoff position for engine start and then moved back to full rich after the engine has started.

Proper functioning and mixture settings of the fuel injection system must be made in flight and ground idle tests. These tests should include all envisioned flight attitudes and conditions as well as ground idle temperature variations. In addition to performance characteristics, exhaust gas and cylinder head temperatures must be monitored during these tests as a means of verifying the correctness of the fuel injection system settings.

Installation & Operation Manual

O-360 and IO-360 Series Engines

E. Fuels

Superior Vantage Engines are certified for 100LL Avgas per ASTM D910, 91/98 (lead optional) Avgas per ASTM D910 and Motor Gasoline with a minimum antiknock index (R+M/2 method) of 91 per ASTM D4814. Higher octane fuel improves the detonation margin during high power and/or hot operation. When operating on unleaded fuel, Superior recommends using fresh, premium auto fuel available at a major brand, reputable gas station.

The use of auto fuel blended with alcohol (ethanol) is forbidden. Winter oxygenated ethanol fuel blends, or reformulated gasoline are typically most available during the colder months for smog reduction. Ethanol (alcohol) mixed with unleaded fuel can cause vapor lock, carburetor ice, reduction in range, carburetor problems, and damage to the fuel system. The use of an alcohol (and water) tester is recommended. Acceptable gasoline is specified per ASTM D-4814 (European EN228), again without alcohol.

When running fuel lines for an airplane intended for unleaded auto fuel operation, it is very important to address issues that can reduce the likelihood of vapor lock. For example, replace 90° fittings with smooth tubing bent to a larger radius and do not use expansion or contraction fittings. Locate the fuel boost pump as close to the fuel tank as possible. Non-metallic fuel system components should be manufactured from materials that are known to be compatible with auto fuels.

Installation & Operation Manual

O-360 and IO-360 Series Engines

4. ENGINE COOLING

The engine cooling system design can significantly effect both performance and longevity of an aircraft engine installation. High engine temperatures can result in loss of power, fuel vapor lock, and can promote accelerated wear and even engine detonation.

A. General Cooling System Design

The Superior Vantage Engine is a horizontally opposed, air-cooled design. As such, all heat is removed from the engine either by airflow over the cylinders and crankcase or through an air-tooil lubricant heat exchanger. The horizontally opposed cylinder arrangement is a space efficient design that allows maximum cooling airflow with minimum drag. In general, air cooling of the engine heads and crankcase occurs by directed airflow over those components. Air is commonly received into the cowl in a plenum above the engine and directed downward between the cylinder and barrel fins to a volume within the lower cowl.

The cooling air normally exits the lower cowl through the exhaust tailpipe exit area. Airflow over the engine is governed by the pressure differential between the upper cowl and lower cowl areas. In high performance installations cowl flaps may be added to increase the cooling airflow.

Superior Vantage Engines are provided with inter-cylinder metal baffles to aid in the control of cooling airflow over the cylinders and barrels. In addition, the installation design must include baffles that attach to the engine and provide a seal to the interior of the cowl thus creating a separation between the upper and lower cowl volumes. This is typically done primarily with metal components for stiffness against the ram air pressure with flexible rubber seals to conform to the contours of the upper cowl and to allow for relative movement between the engine and cowl.

The lubricating oil for Superior Vantage Engines must be cooled by means of an air-to-fluid heat exchanger. Typically, this heat exchanger is mounted to the engine mount structure and fastened to a rear engine baffle(s), open to the upper plenum and facing the nose of the cowl. In this way, ram effect of the cooling air entering the upper plenum can be utilized to increase the airflow through the heat exchanger.

B. Airside Heat Rejection

Airside heat rejection, that is heat rejected through the cylinder heads, barrels and crankcase, etc., is a primary means for cooling the engine. The resulting temperature of the engine is in direct proportion to the amount and quality of cooling air that passes over the engine. The engine cowl baffles create an upper plenum, fed by incoming air from the front of the cowl that in turn provides cooling air between and around the barrels and cylinder heads as controlled by the inter-cylinder baffles. The amount of airflow over the engine is controlled by the pressure differential between the upper and lower cowl volumes. Figure 2 of the Model Specification Data provides detailed information concerning the mass airflow as a function of pressure differential over a Superior Vantage Engine.

Superior Vantage Engines are tested and calibrated for airside heat rejection on highly instrumented test stands. Table 4 of the Model Specification Data defines cooling airflow requirements as a function of power output.

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