Rotax 377 Manual de usuario

OPERATOR'S MANUA L

TYPE 377, 447 AND 5O3

EOUIPPED WITH

EOSCH COI{

TACT BAEAKER

IGNrTtot! sYsrEn AND.'

AING CARBURETOR

ENGINES

I SSIJEI) JI'I-Y 1946

rHIS I'ANUAI, CONTAI'IS IITPORTANTSAFET!

INFORATIOX CONCER*II{O

TOIMENCINE.

TT'H TBE EIIOL\E At TI}iE OF RESALE.

AND I.IA

IXTENAXCB

rT SEOI'LD RE AII

INDEX

PAGE

SECTIOl'|

FOREl,lARD

SAFETY

FUELANDOIL

- ENGIIiE

REDUCTION

GEARBOX

STARTINGPROCEDURE

BREAKINPROCEDURE

CARSURETION

EXHAUSTSYSTEIIS

INSTRUIiIEI'ITS

IGNITIONSYSTEI{

SPECIAL

OPERATINGCONDITIONS

II1AINTENANCESCHEDULE

TROUBLE

SHOOTING

ENGINE

REPAIRLOG

LIGHTiNG

CIRCUIT

t.lIRIt'lc

DIAGRAII

TECHNICALDATA

sEcfloN1 trIRElIAtr)

?he ROTAX enqlne ls a! al:.-cool.eal 2 stroke engtne. C.i!efu1 and extenslvely

testeCl deslgfl and rugged clnstructlon as vell as the use of h19h quality patts

narrant rnar.lDle leuabl.ttty a'ld durablltty. Wlt}l ploper Eatntenarce anat cale

ard \rith the use of suitable fuel aDd o11, the engtne rill glve you trouble-free

serrxlce fo! eany years. the RmlX alesign incorporates t_he latest techn-tcal

devefopEents. In orile! to take advantage of future developrDents we resetve the

right to Da.keDodlflcatlons ln the ROTAX

atesLgn lrlttrout notlce.

I9!9 all fasteners are roet:ilc alth the exceptlon of t_he lnte!'lat threaat of the

Pla shaft (crarlshaft) r,hlch t6 l" naLtoDat flne ttread.

secrroH2 SAFETY

Safety ls everyone's buslness. Wehave lncluded sone of tie ttaportant safety

ttps here. but t}le tist ls not conptete. It lrould be lBpossibfe to l.lst every

way ln r'hlch oDe Eay I€ injured. Welroulal ratle! llsk youi ildlqratlon by

Eentlonlng that "!,htch everyone knows ls ilengerous,, than take the chance that

needless lnj\rry could occur. Pfease note the follonlng s],ubols tjrrouglrout tle

book:

/ll- Safety tlarnlng: Fallure to ob€y a safety $alnlng Eay result tn tnjury

to you or ot})ers.

I- InforDatlon vltal to the operatlon oi haintenance of your ploduct

(ln a-ll.claft ttils shoul.d also be cotlsldered necessa.ry fo! safety).

GENEITL SATETY POIMS

l, "."a afr:." DanuaL tioroughJ-y lrefole atteDptlng to opelate your engrne,

If you are doubtful about any polnts contact your engl.ne o! alrctaft

suppl1er.

llf Von are fitting the engiBe youtself, rather tlan pulchasLng rn atlcraft

t ltlt tfte englne afleadl' fltted, then please also ask your engine s\rppller

for a copy of t}le fnstallation Insthctlons.

I lf tft" englne u.ses a Rotax realuctlon qeart'ox and if you aie fittinq a

propeller yourself. you bust ensrre t.Lat the Eass tlohent of inertla of

tie pliopelle! 1s less tian 3OOO

xg o2 t! prevent probfens yith t}le

tolsional shoc& absorbe! ln tlle qeatbox.

lrte eronetfer Dust be bal.anceAto better than 1glan netre to plevent

vlbratlon probleDs anal ovelstlesslng of the &lve systeE. the balance

shoulil be perlod.ically checked as it can vary alue to Digrrtlon of irate!

,It}l-ln the plopeller. lhe balance should be checked [email protected] 1f tie

propeller Is da.naged, even lf lt ls only a snall chip.

-2-

I te al. englne uses a Rotax realuct{on gearbox, ensure that tie gearbor( ls

fllled nttn the colrect ol1. to the couect 1evel, before atteEptLng to

op€rate t-he englne. (See also sectlon olr reductlon gealbox, and Eaintenance

scheilule).

l".lot. you run the englne bake sule all englne controls are opeiatlve, tbat

you knor on anil off posltlons of throttle End lgnl.tlon, that they ale

easlly accesslble. and that you can operate thera lnstlnctlvely $lthout

hesltatlon. If a 'flybackr throttle ls fltteal, ensure tllat lt cannot

stlck ln alty opeD o! partly open posltlon.

,lct.cL.nvin" Eountlng systeE frequently as well as the drtve conponents,

fuel llnes, eiriDg, and fuel and air fllters. (see also baintenance schedule). -

ANever B1x fuef ln !n area tnat ls enclosed or lrhere fules coulal reach an

lNever refuef an alrcraft tf fuel could be spilled on bot engine codponents.

Use safety approved f\rel contalners ;ndl never transport fuef in .r unsafe

lerecf for fuet contaEtnatton. alr ventsr etc. Protect engine while not

ln use fron a'ly contaDinatLon entering erdlaust, fuel, o! carburetlon

systeD but be s\rre t! rebove storage protectlop before startlng englne.

rllMatntain you.r englne In top coDtlltlon, but nevert}leless be prepaleil for

lt to stop rundng at .nty tlne, I€ave yourself a rrey out in the event of

une)<pected fallure.

I x".'"t .ot t}}e eng1ne on Ure grounil wlth the propelLer turning riJlless you

ale ilolng so ln a lun-up area atnal can observe anyone o! anlthing entelilg

the danger area. In obsewe! ln a 6efe place iB a deflnlte asset.

,l*v.t leave you! allcraft or othet vehlcle unattenileil while the engln€

16 runnlng. If opelated by soroeone else you could be Eued even if the

u.se tas unauthollsed bV you.

lo.n - englne log andlenter alt operatlnq tlDe, but ln particula! any

unusual operatlon o! plobleDs. Do not fly unless you have corlected any

probleb and recoliled the correctlon tn the Logr.

l/l,*""r run the englne slthout grope! Ioading {e.9. propelle!).

l rllraF use genliine ROTAX

parts.

SECTION, FUELANDOIL

- ENGINE

FI,EL A petrol of octane nunb€! not belo$ MON83or ROIi9Obust be useal. In orde! to

eosule tlat tlles€ requirenents are bet, a { star ,*r+ fuel (\rhlch has a BirdEln

l,loNof 85) is reconnendeal 1n cleat Brltain.

OIL the englne Is designed to operate at a fue1./oif E1x ratlo of 50 to 1.

Do not be tenpted to lncrease the a.Eoutrt of oil - too lruch oi1 can cause plug

failute' excessive cajrt'on build up (possibly leatung to pre-lqnltion) and $i11

also reduce the octane lating of the fuef, !,lhlch could feaal to detonation anil

sevele engine daroage.

Any good quallty two atroke oll froro a leputable Eanufactutel shoul.al be satlsfactory,

but ha\dng choseD an ol1, ire woul.il recoDroend t-hat you stlck t! t}re sane branal- ttost

olls are compatlble, but wit}| the ad\,.ent of neir blends, s]'nthetics etc. Droblens

Eay occ\rr If you change brands.

It the engln lB to be oeed irverted (vith Bpark pl.ugB

Dot-rlttB dot.n) leleet r lrbricant yhleh features lqla carbon

depoaitE. OiI !€BIAre telds to drala to lor polnts, 1.e.

spark plug cavitl"!. Il tbis reEidue fallg to burn cl.ean

durlDg no!'Eal operation, plEg toqlirE rill occur, possible

pre-lgnitlon alro, I|a{tu.facturee of auitable lubricant6

rlll guaHntee tb,eir p!'qdust3 in yritirtg.

Fuel- contanlnatlon 18 a EraJor

cause of engine failure.

The beet place to avolal contanination ls at the source. Once

Ln your fuel contalner, a very harzadous potenllal exists.

Use a clean aafety approved Etorage container. Filten

all fuel enterlng and leaving this eontainer. Do not over-fllt

contalner, allow for expansion.

/l' UARNING: Oalollne lc fla rable and exploaive under

certaln condltions. Alwaya perform proqedunea ln s nell ventl-

lated area. Do not snoke or allow open flalea or Eparka in the

vlclnlty. Never add fuel whlle engine le runnLng.

-4-

NIXINO PROCEDURE

glEP no.1: gelng a clean appnoved

container of knownvolune

filL coryect anount of

Lnto container.

Oil rnust be approved for

cooled engines at 50 3 1

ratloa.

SrEP

Eo.?r ldd fuel to obtein de6ired. ,

Dixture ratlo (water Eesh

filter).

I Fuel nuEt be rninlmun

!l.O.N, 8, or R.O.N. 90 octane

rEti.ng.

gfEP Fo. J: Replace contalner: cap and rbake

the contaLner. Thoroughly

agitate the container. Then

using a funnel vitb a fine

Deah acreen to prevent the

entry of xater and fqrci8n

particles, tranafelr Elxiure

frotn contafuer itrto tlte fuel

t&nk.

oll

al.r

aLx

?-4

-e"4

-e>

-a

sEcrtoN

4REDUCTION

GEARBOX

oII,

llf a RoTAXrealucllon gearbox ls fLtted to t}le engine, It Dust be f1l1ed lrtth

o11 to the coirect level lgQlg opelatlng tf|e engl.ne.

I U"" "r, EPgo EYPOIDgea! oll of sp€ciftcatton ePl - cL3 or hlgher (e.g.

lPl - 6.5 ls perfectly sat-lsfactory).

l alU aO. gearbox t]rrough tie vent plug to t-he 1o$e! of the two level screws,

lAfte! flfllng ensule that the leve1 screvs, the draln plug ard t}le vent plug

are all secured r'lth locklng wl!e.

' sllght seepage of oil froE t.|e output shaft o11 s€at is norlaal durlnq the filst

fes houls of operatlon, but should settle do$r! sr.rbsequertly. If slight oi1 loss

contl.Dues, dheck t-hat the sEall bleatber hole 1n the vent plug ls not blocked.

l""to.. every fltght a vlsual ihecx shoulal be lrade of ttre gealbox to engine

bounting, Also c:heck t})e pyopeller shaft bearings for play by glasplng one blaale

of t}!e propeller ln each hand anal locklng tfre plope11er fore and aft {Do Ig!

rotate the propeller. and Date sure the lgnltlon ls switched oFF before touchlng

tbe propelle!) .

|ft" e".tuo" oll shoultl be changed after tlte flrst 1o houls of operatloD.

lOecr orr level every 10 houls.

| ".-towo" geallrox Dourtlng bolts annualty or every 50 houls.

lUter fm hours anal subsequently every loo hours, the gearbox shoulal be reEoveCl

froE t}Ie engine anil checked for general rrea! and corlect shock absolt€r spring

preloail. Reflll l.lth fresh o1l afte! reflttlng to the engine. (lhls proceilure

lequlres speclal equipBeDt anal ls best left to yout deale! to calry out).

sEc'-eIoH

PnE-STAnlCltlcK

Before 6tartlng engine r'--ad

secbion dealing vrith sga|ting

and engine b:'eak-lrr thorouEhly. Tlreservice life of the englne

is lalgcly determined by howwefl you fol1o',{

lhese instructions.

Before stari::ng engir)e bc curc your it$Cellatign i6

complete, aecure and all. sontI'oi.s operalrc easily and sr,loolhly,

bhat yor-r

can operate tlrenlinstincbively,

Ah.lays enGure taat you a:e irr a oafc i:rrr1-uparea,

Ensure th:olrtle linkage al1ows p-isLotl

'ralve in carb to

botCon in idle po3ition. Scrcl. out idl.e 6pced adjusLrnent screvt

(no,JO, pageT) until, carb FiGtc,n

(no.f ) trol-Lons, Carefully turn

ln adjustment ecrew uitil it errgagee

piston anil turn in a further

t i t 7/2 ful1 :urns,

Check fuel Line i6 coDDected

and tank ve::l is oDcn.

PNOCEDURE

On coLd engine apply chol(e frrlly. Leave t)rrottl-e a! idl.c

position. Openlng tbrottlc lrill greatly redlrce clroke effect

resultlng in hard -.tarting. llalre sure ignition sr.ritch is on and

you can ehut lt off lnstantl-y if necessary. Pufl starter until

firnly ehglBed anl tjien pulI ci,artly llrrouglr.

Above procedurc silould'oe rcpeated unt!1 cnglna be8ins

to "firerr.

Aa aoon as engiDe staltr, advfnce tlle throttle sIowly !o

Lotr speed anl renove clrol(e

ac .jcon rs posoibl.e. P|olonged use

of choke can ca\lse er)Bine to fl.ood.

If lhe engilre falls to starl, DI ope:alr€6 orrl.yon one

cyllnder, clr:ck ithether the ignitio:r uriiing is disconnecLed fron

the spark plug protectors on flon thc sparl( plugs.

Eneure ahorting switch is in corirect pceition and Hired

correc lfy.

If preceedlng check6 do llot correct the pr.oblen, renove

the spark pluga alrd i[spect.

l{et Epirrk plxgs dcnotc flooded engine, Ileplace Uith dry

plugS and !'ernovc chokc.

Dry spark pl.ugs indlcatc no fucL in elgine. Inspect tank

fuel level, ;:uel valve and tank venlr. Rentovefloat bowl and

enaut

e fuel io presentr.

-6-

S-IAR,.|IIJGPROCIDURE

and

SECTION 6

for aircraft lnstallation

(in other appllcation8 proceea accordingly)

lhe break-in has to be perfonned xith the englne lnstal.led,

properly loaded. In case of an aircraft, anchor the plane to tbe

grqund. Run the engine according to the following graph:

-7-

BREAT- I,I{ PROCEDURE

tD3h.

r !000

rurl

t,5

2.2

ro It 20 ,o 1

t0 t16!

(.ln)

/l Be Eure to uEe a aafe run-up area, to anchor aircraft at

tbose polnts appreved by the airfrane manufacturer, and to have

aoEeone present yho 1a abLe to shut off the engine instantly.

I ltt"" thls procedure the 1dle has to be adjusted. Then shor!'

take-off8 can be conducted. After a few sbort full-load take-offs,

but not later than 2 houra botaL running tine, the cyllnder head

nuta have to be re-torqued to 18 + 2q Nn (160 + 210 in.tb,). For

this procedure the cyLl.nder corl (if any) has to be taken off.

Engine tou8t be coLal for re-lotquing of head.

Toola: Serewdriyer, insert 1, (Eocket lrrench 1J), torque wrench.

Note: Uae a crosa aequence

fot' tightenlng the nuta.

conslder both heads as one unj.t because they are joined by exhaust

and Eanifold8.

Ensure that covL bolts are torqued less than head bolts.

Ignition polnt rubblng bLocka wear rapldly during the fi!.at hour6

of operatl,on t1ll they 'rpolish in" on the cam of crar|lahaft, therefore

the pointr gap lay require adjustment after brea*-in (betr, 8 + 10 hr8)

! n"f"r to lgnition tirDing procedure. After initlal break-in adurt-

nent la pcrfotled, gnly norrral rnaintenance Ls requiled (see

Dalntenanec achedule).

After lO hour break-i.n perlod also titoroughly cieck spalk p1u9 conilLtloD,

reductlon gearbox bounting lruts, fan belt tenslon. exhaust nuffler

a1! & fuel flltratlon systeEs, electllcal nillng, ltghttng syBteD

relrlnd starte! lope conditLon and change realucttlon gearbox oil. On

a13o re-torque Dagneto houslng (fti'vheel). (See also Ealntenance

eDglne and

attachEent,

(1f uEed)

5O3 engLDe

schedule).

SECTION7 CARBURET

ION

Ihe BING calbutette! :[s a plston t]De carburetter stth f]oat ciaDber.

The carburetter can be adjusted by Jet replaceroent of varlous approveat sizes, by

adjustlng idle al!/f\rel Elxt\rre Bclew, carb ptston stop adjustDentr neeatle sizes.

and neeille c]lp positlon. lihe at!,/fue1 r0ixtule at tdle speed is adJusted by t_he

al.r adlusting scre* (see lllustration No,28). fhe ldte t.p.E. ts adjusted by the

calburette! plston adlustrent scre* (Lll. no. 30). Ii(yIE - these idle aauust_Dents

lnteract, so adjusting one Eay require EiDo! adlustjr€nt of the otber. Dullng

lnltial setting up, or lf the carbur.etter bas been natadjusted. the air adjustlng

scree (28) should be set \ turn out frord clcseal to start wtti.

I Note - The carbureto! rnust be in an exact right angte

positlon Ln relation to the crankshaft in both vlers fron top

and fro.0 the intake alde to ensure an equal nixture dietribution

to both cylinders.

Changing parts shoulal be done only after all other iterns

have been checked, and then by an experienced two cycle nechanLc.

Ensure that throtlle cable and lj.nkage do not stick and

that carb piston valve can be opened fully and closed to lhe

polnt where the piston adjustnent scretr no. JO controls piston

openl.ng and idle RPM. t'linor adjustnents can be nade at eable

adjustnent Ecrerr and lock rro. 12 and ng. 11.

A ge eertain that throttle linkage is not affected by engine

or alrfraJDe noveEent. This could change throbtte settings.

I nio lntake flltratlon and noise reduction devices rrust be

ln place for proper carbureticn, See section on sp:cial ,pera-

tlng conditlons. sPectaloPetatlng

conditlons, suchas severe

cliEate o!

altltuile clange. nay regu1re dtffereDt Jettlng.

CoDtact your alealer.

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