Titan 340CC Operation Manual

Copyright © 2015 Airmotive Engineering Corp.

All rights reserved. Permission to reproduce or transmit in any form or by any
means, electronic or mechanical, including photocopying and recording, or by
any information storage and retrieval system, must be obtained in writing from
Engine Components International, Inc. corporate offices.

Trademarks

ECi®, Nickel+Carbide® and TITAN® are trademarks or registered trademarks of
Engine Components International, Inc.

All other company, product or service names referenced in this document
are used for identification purposes only and may be trademarks of their
respective owners.

Contact

Airmotive Engineering Corp.
Corporate Office
9503 Middlex
San Antonio, TX 78217

800-324-2359 | Tel [phone] | Fax [phone]

Web: www.titanengine.com
Email: [e-mail]

Operation Manual for AEC TITAN® 340CC ASTM Certified Engine | 3

Table of Contents

1.0 Description 4

1.1 General 4

1.2 Cooling System 6

1.3 Fuel System 6

1.4 Lubrication System 6

1.5 Priming System 6

1.6 Ignition System 6

2.0 Specific Modifications 7

3.0 Operating Instructions 9

3.1 Starting Engine 9

3.2 Warm Up and Taxi 10

3.3 Run-Up 10

3.4 Take-Off and Climb 10

3.5 Cruise 11

3.6 Let-Down 12

3.7 Landing 12

3.7 Stopping the Engine 12

4.0 Operating Conditions 13

4.1 Fuel Grade and Limitations 13

4.2 Oil Grade and Limitations 13

4.3 Operation Limitations 14

4.4 Overhaul Period 15

4 | Copyright © 2015 Airmotive Engineering Corp.

1.0 Description

1.1 General

The TITAN® 340CC engine has been tested and are manufactured in
accordance with ASTM F2339-06. The TITAN

®

340CC engine is a 4-cylinder,
direct-drive, horizontally-opposed, and air-cooled engine. In referring to the
engine, the front is described as the propeller flange, the accessory case is at
the rear of the engine, the oil sump is located on the bottom, and the pushrod
shroud tubes are located on the top of the engine. Reference to left and
right side of the engine is made with the observer in the pilot (rear) position
facing the accessory section of the engine. The cylinders are numbered from
front to rear with odd numbers on the right. The direction of rotation of the
crankshaft (as viewed from the rear) is clockwise. Rotation of accessory drives
is determined with the observer facing the drive pad.

The cylinders are of conventional air-cooled construction with 2 major parts:
head and barrel, which are screwed and shrunk together. The heads are
made of aluminum alloy castings. Rocker shaft bearing supports are integrally­cast in the head with an electro-polished stainless-steel rocker cover sealing
the upper valve train from the environment. The cylinder barrels are made
of thru-hardened steel that will have a Nickel+Carbide

®

coating for additional

corrosion and wear prevention.

A conventional camshaft is located above and parallel to the crankshaft. The
camshaft actuates the hydraulic lifters to operate the valves via pushrods and
rocker arms. The rocker arms actuate about a floating rocker shaft, and the
valve springs are retained via hardened steel retainers and lower seats and
standard split keepers.

The crankcase assembly consists of 2 separate cast aluminum crankcase
halves, which are mated and machined together for precision fit with the
crankshaft and mating parts. The separate halves and the attaching structure
are secured together using floating thru-bolts, studs, bolts, anchor bolts,
and nuts. The mating surfaces of these 2 separate halves are joined without
the use of a gasket, and the main bearing “saddles” are machined to use
standard SAE sleeve-type bearings. No gasket or sealer material is allowed at
the bearing bosses of the crankcase, but some sealer materials are allowed at
the upper and lower split line. Reference is made to ECi TN 09-1.

The crankshaft is manufactured from 4340 VAR steel which has all bearing and
forged surfaces nitrided. Connecting rods are H-type alloy steel forgings also

Operation Manual for AEC TITAN® 340CC ASTM Certified Engine | 5

using standard SAE sleeve-type bearings at the interface with the crankshaft
and bronze bushings at the interface with the piston pin. The connecting
rod is bolted around the crankshaft pins via 2 bolts and nuts through each
connecting rod cap.

The pistons are machined from aluminum alloy and are secured to the
connecting rod via a floating steel piston pin, each manufactured with integral
aluminum plugs to prevent wear against the cylinder barrel wall. Each piston
has 2 compression rings and a single oil control ring.

The 340CC lightweight accessory case does not have provisions for
accessories, and is made from a magnesium casting. The housing forms part
of the oil pump and a cover for the rear of the engine.

The oil sump attaches to the bottom of the engine and has at least one drain
plug. The sump has internal air passages for the cylinders and an oil galley
to provide engine lubrication and with a suction screen to prevent debris from
circulating through the engine. The sump has a pad on the bottom to attach
the carburetor. The 340CC oil sump is fabricated from aluminum sheet with
welded construction.

The TITAN

®

340CC engine is designed to be cooled via air pressure forced from
the top of the engine to the bottom of the engine during flight. Air is directed
over the cylinder heads via baffles, which attach between each cylinder pair.
The air is exhausted out the rear of the engine via baffles associated with
each airframe installation. The engine is designed to be operated with at least

6.5 inches of water cooling air pressure drop across the engine in the most
adverse flight and operating conditions. An oil cooler that can extract up to
500 BTU/min of heat energy is required.

The 340CC engine uses a MA4SPA (or equivalent ASTM approved) carburetor,
which is a single barrel float-type carburetor equipped with a mixture control
and an idle cut-off. The carburetor requires fuel delivery to the carburetor inlet
between ½ and 5 psi. Approximately 18 inches of fuel head provides ½ psi
for gravity feed systems.