installation manual e4 series - austro engine

INSTALLATION MANUAL E4.02.01

Issue date: 26.Mar.2015 Page: Coverpage 1

Revision no: 20

– Intentionally left blank –


Issue date: 28.Apr.2016 Page: Coverpage 2

Revision no: 21

Date: Wiener-Neustadt, 28.Apr.2016

Author: Austro Engine GmbH Rudolf – Diesel – Straße 11 A-2700 Wiener Neustadt

Document number: E4.02.01 Revision: 21


Issue date: 26.Mar.2015 Page: Coverpage 3

Revision no: 20



Issue date: 28.Apr.2016 Page Intro 0-1

Revision no: 21

Index of Contents 0 General ............................................................................................................................... 0-1

List of Abbreviations .............................................................................................. 0-1 1 Introduction ...................................................................................................................... 1-1

Record of Revision ................................................................................................ 1-1 List of Revisions .................................................................................................... 1-2 List of incorporated Temporary Revisions ................................................................ 1-5 List of valid Pages ................................................................................................. 1-6

2 General Information ........................................................................................................ 2-1 Manufacturer ........................................................................................................ 2-2 Design Holder ....................................................................................................... 2-2 Copyright ............................................................................................................. 2-2

3 Safety ................................................................................................................................. 3-1 Safety Information ................................................................................................ 3-1

4 Engine Description ........................................................................................................... 4-1 Designation .......................................................................................................... 4-1 Brief Description ................................................................................................... 4-1 Scope of Supply .................................................................................................... 4-1 Engine View ......................................................................................................... 4-3 4.4.1 Engine Front View .......................................................................................... 4-3 4.4.2 Engine Top View ............................................................................................ 4-4 4.4.3 Engine Left Side View ..................................................................................... 4-5 4.4.4 Engine Right Side View ................................................................................... 4-6

5 Transport and Packaging ................................................................................................ 5-1 Packaging ............................................................................................................ 5-1 Transport ............................................................................................................. 5-1 Protective Covers .................................................................................................. 5-3 Storage ................................................................................................................ 5-3

6 Installation Position ......................................................................................................... 6-1 Position of the Engine Bearings .............................................................................. 6-2 6.1.1 Flange of Left Hand Side Front Side Engine Bearing .......................................... 6-7 6.1.2 Flange of Front Side Right Engine Bearing ........................................................ 6-8 6.1.3 Flange of Rear Side Left Engine Bearing ........................................................... 6-9 6.1.4 Flange of Rear Side Right Engine Bearing ....................................................... 6-10 Permissible Load on the Engine Mounts ................................................................ 6-11 Engine Suspension .............................................................................................. 6-11

7 Technical Data Sheet ....................................................................................................... 7-1 Dimensions .......................................................................................................... 7-1 Characteristics ...................................................................................................... 7-1 Flight Envelope ..................................................................................................... 7-2 Power Curve E4 engine ......................................................................................... 7-3 Power Curve E4P engine ....................................................................................... 7-5

8 Intake System ................................................................................................................... 8-1 General ................................................................................................................ 8-1 Components of the AC System ............................................................................... 8-1 8.2.1 Part of the engine TDD ................................................................................... 8-1 Requirements for the Intake System ....................................................................... 8-1 8.3.1 Air Filter ........................................................................................................ 8-1



Revision no: 21

8.3.2 Intercooler ..................................................................................................... 8-2 Connection: Dimension and Location ...................................................................... 8-2 8.4.1 Requirements for the Hose System .................................................................. 8-2

9 Fuel System ....................................................................................................................... 9-1 General ................................................................................................................ 9-1 Components of the A/C System .............................................................................. 9-1 9.2.1 Part of the engine TDD ................................................................................... 9-1 Requirements for the Fuel System .......................................................................... 9-2 9.3.1 Produced Quantity of Heat and Return Flow Volume .......................................... 9-2 9.3.2 Feed Pump .................................................................................................... 9-3 9.3.3 Lines ............................................................................................................. 9-3 9.3.4 Fuel Filter Moduls ........................................................................................... 9-4 Connection: Dimension and Location ...................................................................... 9-4 Fuel Distribution System ........................................................................................ 9-5

10 Exhaust System .............................................................................................................. 10-1 General .............................................................................................................. 10-1 Components of the A/C System ............................................................................ 10-1

10.2.1 Part of engine TDD ....................................................................................... 10-1 Requirements for the Exhaust System .................................................................. 10-2

11 Coolant System ............................................................................................................... 11-1 General .............................................................................................................. 11-1 Components of the A/C System ............................................................................ 11-1

11.2.1 Part of the engine TDD ................................................................................. 11-1 Requirements for the Cooling System ................................................................... 11-1

11.3.1 Radiator ...................................................................................................... 11-2 11.3.1.1 Radiator E4 engine ................................................................................. 11-2 11.3.1.2 Radiator E4P engine ............................................................................... 11-2

11.3.2 Coolant Expansion Tank ................................................................................ 11-2 11.3.3 Coolant Hose System .................................................................................... 11-3

Connection: Dimension and location ..................................................................... 11-4 11.4.1 Thermostat disassembly ................................................................................ 11-5

Cooling Circuit .................................................................................................... 11-6 11.5.1 Standard Coolant System .............................................................................. 11-6 11.5.2 Coolant System with optional Gearbox Oil Cooler ............................................ 11-7

Cabin Air Heat Exchanger .................................................................................... 11-8 11.6.1 General ....................................................................................................... 11-8 11.6.2 Components of the A/C System ..................................................................... 11-8 11.6.3 Requirements of the System .......................................................................... 11-8 11.6.4 Connection: Dimension and Location .............................................................. 11-9

Coolant ............................................................................................................ 11-10 Function Test ................................................................................................... 11-11

12 Cooling Air Duct System ................................................................................................ 12-1 General .............................................................................................................. 12-1 Requirements for the Cooling Air Duct System....................................................... 12-1 Maximum Temperature of Operation .................................................................... 12-1

13 Lubricating System ......................................................................................................... 13-1 General .............................................................................................................. 13-1 Requirements for the Lubricating System .............................................................. 13-1 Components of the A/C System ............................................................................ 13-1



Revision no: 21

Breather Line Connection .................................................................................... 13-1 Oil Drain ............................................................................................................ 13-2

14 Electrical Engine Control System Installation ............................................................ 14-1 General .............................................................................................................. 14-1

14.1.1 Components of the A/C system ...................................................................... 14-1 14.1.2 Part of the engine TDD ................................................................................. 14-1

Electrical System Installation Requirements ........................................................... 14-2 Basic Information................................................................................................ 14-3

Current Supply ........................................................................................................... 14-3 Wiring Harness ........................................................................................................... 14-3

Mounting of Additional Shielding for Fuel Pressure Sensor ...................................... 14-4 Wiring Diagram .................................................................................................. 14-5 Technical Data of the Electrical System Components .............................................. 14-8

14.6.1 EECU ........................................................................................................... 14-8 14.6.1.1 Mechanical installation of the EECU .......................................................... 14-9 14.6.1.2 Electrical installation of the EECU ........................................................... 14-10 14.6.1.3 Display and Diagnostic Interface............................................................ 14-11

14.6.2 Alternator .................................................................................................. 14-13 14.6.2.1 Installation of the Alternator ................................................................. 14-13 14.6.2.2 Installation of the Alternator Regulator .................................................. 14-13 14.6.2.3 Voltage Caution ................................................................................... 14-13 14.6.2.4 Excitation Battery for Alternator / Back Up Battery .................................. 14-14 14.6.2.5 Installation of the Alternator Regulator E4A-91-100-000 .......................... 14-15 14.6.2.6 Alternator/Regulator Adjustment E4A-91-100-00 ..................................... 14-17 14.6.2.7 Installation of Alternator Regulator E4A-91-200-000 ................................ 14-19

14.6.2.7.1 General description .......................................................................... 14-19 14.6.2.7.2 Functional Overview ........................................................................ 14-20 14.6.2.7.3 State machine for activation decision ................................................ 14-21 14.6.2.7.4 Mechanical Dimension ..................................................................... 14-22 14.6.2.7.5 Connector Pin Assignment & Function Description .............................. 14-24 14.6.2.7.6 Recommended Installation for Single Alternator Installation ................ 14-26 14.6.2.7.7 Recommended Installation for twin alternator Installation ................... 14-28 14.6.2.7.8 Pin & Connector Definition ............................................................... 14-30 14.6.2.7.9 Wiring of Current Sensor CSLA2GF Honeywell .................................... 14-31 14.6.2.7.10 Equipment Categorization Alternator Regulator E4A-91-200-000 ........ 14-33

14.6.3 Electrical starter ......................................................................................... 14-34 14.6.4 Glow plug control unit ................................................................................. 14-35 14.6.5 A/C Interface Requirements ........................................................................ 14-36

14.6.5.1 Connectors .......................................................................................... 14-36 14.6.5.2 Governor Interface ............................................................................... 14-36 14.6.5.3 EECU Caution Lamp.............................................................................. 14-39 14.6.5.4 Power Lever Sensor .............................................................................. 14-39 14.6.5.5 Engine Master ...................................................................................... 14-42 14.6.5.6 Starter Switch ...................................................................................... 14-42 14.6.5.7 Glow Enable ........................................................................................ 14-42 14.6.5.8 A/C On Ground Indication ..................................................................... 14-43 14.6.5.9 Engine Selftest Pushbutton ................................................................... 14-44 14.6.5.10 Fuel Pump Relay .................................................................................. 14-45 14.6.5.11 Voter................................................................................................... 14-45



Revision no: 21

14.6.5.12 Glow annunciation ................................................................................ 14-46 14.6.5.13 Glow caution ........................................................................................ 14-46 14.6.5.14 Battery relay ........................................................................................ 14-46 14.6.5.15 Battery ................................................................................................ 14-47 14.6.5.16 Feather Valve ...................................................................................... 14-47

Electromagnetic Compatibility and Environmental Conditions ................................ 14-48 14.7.1 EECU ......................................................................................................... 14-48 14.7.2 Alternator and GPC ..................................................................................... 14-49 14.7.3 Regulator ................................................................................................... 14-49 14.7.4 Sensors and Actuators engine mounted ........................................................ 14-50 14.7.5 Power Lever Sensor .................................................................................... 14-50

Additional Installations ...................................................................................... 14-51 14.8.1 Alternator .................................................................................................. 14-51 14.8.2 Electrical Connection ................................................................................... 14-53

Engine Display .................................................................................................. 14-54 14.9.1 Description ................................................................................................ 14-54 14.9.2 Installation, Operation and Maintenance Information ..................................... 14-54 14.9.3 Display Layout, Limits and Indication ........................................................... 14-54 14.9.4 MED and SED Limits and Indication .............................................................. 14-55

14.9.4.1 Viewing envelope ................................................................................. 14-55 14.9.4.2 MED and SED Equipment Categorization ................................................ 14-56

15 Propeller Drive ................................................................................................................ 15-1 General .............................................................................................................. 15-1 Components of the A/C System ............................................................................ 15-1

15.2.1 Part of the engine TDD ................................................................................. 15-1 Requirements for the Propeller ............................................................................. 15-2

15.3.1 Governor ..................................................................................................... 15-2 15.3.1.1 Governor functional description ............................................................... 15-3

Connection: Dimension and Location .................................................................... 15-4 Installations on Gearbox ...................................................................................... 15-4


Issue date: 26.Mar.2015 Page 0-1

Revision no: 20

0 General

List of Abbreviations

AE Austro Engine

BATT Battery

CAD Computer Aided Design

CAN Controller Area Network

CCW Counter-Clockwise

CPC Connector Type

CS Certification Specification

DOHC Double Overhead Camshaft

EECS Electronic Engine Control System

EECU Electronic Engine Control Unit

ECU Electronic Control Unit

EMI Electromagnetic Interference

EPC Electric Pneumatic Converter

ESD Electrostatic Sensitive Device

FAR Federal Aviation Regulations

GND Ground

GPC Glow Plug Control Unit

HIRF High Intensity Radiated Field

HPP High Pressure Pump

MBN Mercedes Benz Norm

MDC Mandatory Design Change Advisory

ODC Optional Design Change Advisory

RPM Revolutions Per Minute

SW Soft Ware

TDD Type Design Definition

TC Turbocharger

Ubatt Battery Voltage



Revision no: 20




Revision no: 20

1 Introduction

Record of Revision

All revisions of this manual must be recorded in chapter 1.2. All incorporated Temporary revisions must be recorded in chapter 1.3. The new or amended text is indicated by a vertical black line at the left hand side of the revised page, with the revision number and date appearing at the bottom of the page.

Cover pages of Temporary revisions are inserted in front the cover page of this manual. The other pages of Temporary revisions are inserted adjacent to or in front of the corresponding IM pages. Temporary revisions are used to provide information on systems or equipment until the next ‘permanent’ revision of the Engine Manual.

It is the responsibility of the installer to ensure that this manual is maintained to a current status.

If the address or the ownership of the engine/aircraft changes, an address card has to be sent to Austro Engines GmbH.


Issue date: 03.May.2010 Page 1-2

Revision no: 9

List of Revisions

Re. No.

Reason Chapter Page(s) Date of Revision

Approval Date of Approval

Date In-serted

Signature

A10 Incorporation of EASA and DAI remarks

A11 AE-DAI remarks updated

A12 AE-DAI remarks updated

All All 26.11.2008

0 updated 13.01.2009 *) - 1 Authority

remarks updated All All 10.02.2009

*) -

2 Updated 0 4 7 8 11 14

1,2,3 1 2 3,4 2 21,22.23, 24,25, 26, 27

24.02.2009 *) -

3 HW change Cover page 1 14

2 2,4 25

31.03.2009 *) -

5 Authority remarks updated

Cover Page 0 1 7 9 11 12 14 15

2 1,2,3 2,3,4 1 3 1 1 1-32 3,4

09.09.2009 *) -

6 A/C on ground indication added, operating temperature changed

Cover page Intro 0 1 8 14

2 1,2,3,4 0-1,0-2, 2,3,4 2 25-29

14.09.2009 *) -

7 Clarification of the induction system hose pressure durability and breather line back pressure requirement.

Cover page 1 8 13

2 2,3 2 1

13-11-2009 *) -

8 Cover page 1 13 15

2 2,3,4 1 2

08.03.2010 *) -

9 Fuel feed line installation specified more adequate; Design Holder updated

Cover page 1 2 9

2 2,3 2 3,4

03.05.2010 *) -

10 MDC-E4-180 Add. Installation Generator Connection

Cover page Intro. 0 1 14

2 1-4 1-2 3-5 33,34,35

31.08.2010 *) -



Revision no: 20

Re. No.



Date In-serted

Signature

11 MDC-E4-126 Cover page 1 7 9 11

2 3-4 3-5 4 2

07.09.2010 EASA 19.10.2010

12 MDC-E4203 Cover page Intr. 1 9 14

2 1-4 3-5 3-4 33,35-38

18.02.2011 *) -

13 MDC-E4-212 New Generator regulator added

Cover page Intro. 0 1 14

2 1-4 1-3 3-5 5-54

19.05.2011 *) -

14 MDC-E4-250 List of Tables updated. Thermostat disassembly added

Cover page Intro. 0 1 11 14

2 1-4 3 3,4,5 4-9 5,17

27.09.2011 *) -

15 MDC-E4-237 Cover page Intro. 1 11 14

2 1-4 3-5 4 4-55

15.11.2011 *) -

16 MDC-E4-172 Cover page 1 6 7 8 9

2 3-5 12 4 4 2

21.02.2012 EASA 23.03.2012

17 MDC-E4-278 Cover page Intro. 1 8 13 14 15

2 1-4 3-5 1 2,3 53 4

03.07.2012 *) -

18 MDC-E4-286 MDC-E4-322

Cover page 1 6 11 14

2 3-5 12 4, 8 13

19-11-2013 *) -

19 ODC-E4-006 Cover page 1 9

2 3-5 2

12-12-2013 *)


Issue date: 28.Apr.2016 Page 1-4

Revision no: 21

Re. No.



Date In-serted

Signature

20 ADC-E4-001 Cover page Intro 0 1 2 3 4 5 7 8 9 11 12 14 15

1-3 1-4 1,2 1,3-8 1 2 1,2 3,4 1-3,5,6 2 1-3,6 1-10 2 1,2,6,7,9, 10,13,21, 26,28, 35-56 2,3

26.Mar.2015 EASA

21 MDC-E4-376 Coverpage Intro 1 2 7 8 9 11 13 14 15

2 1-4 4-7 1 1,5 1-2 2-3 2,4,6-12 1 1,8-9,35, 42,45,54 2

*) The technical content of this document is approved under the authority of DOA ref. EASA.21J.0399.



Revision no: 21

List of incorporated Temporary Revisions

Temporary Revision Number Title of Temporary Revision

IM-TR-MDC-E4-217d Storage of engine

IM-TR-MDC-E4-359 Intake System Requirements

IM-TR-ODC-E4-008 Gearbox Oil Cooler



Revision no: 21

List of valid Pages

Chap Page Rev. Date

Coverpage 1 20 26.Mar.2015

Coverpage 2 21 28.Apr.2016

Coverpage 3 20 26.Mar.2015

Intro 1 21 28.Apr.2016

2 21 28.Apr.2016

3 21 28.Apr.2016

4 21 28.Apr.2016

0 1 20 26.Mar.2015

2 20 26.Mar.2015

1 1 20 26.Mar.2015

2 9 03.May.2010

3 20 26.Mar.2015

4 21 28.Apr.2016

5 21 28.Apr.2016

6 21 28.Apr.2016

7 21 28.Apr.2016

8 20 26.Mar.2015

2 1 21 28.Apr.2016

2 9 03.May.2010

3 1 1 10.Feb.2009

2 20 26.Mar.2015

4 1 20 26.Mar.2015

2 20 26.Mar.2015

3 1 10.Feb.2009

4 1 10.Feb.2009

5 1 10.Feb.2009

6 1 10.Feb.2009

5 1 1 10.Feb.2009

2 1 10.Feb.2009

3 21 28.Apr.2016

4 20 26.Mar.2015

6 1 1 10.Feb.2009

2 1 10.Feb.2009

3 1 10.Feb.2009

4 1 10.Feb.2009

5 1 10.Feb.2009

6 1 10.Feb.2009

7 1 10.Feb.2009

8 1 10.Feb.2009

9 1 10.Feb.2009

10 1 10.Feb.2009

11 1 10.Feb.2009

12 18 19.Nov.2013

7 1 21 28.Apr.2016

2 20 26.Mar.2015

3 20 26.Mar.2015

4 16 21.Feb.2012

5 21 28.Apr.2016

6 20 26.Mar.2015

8 1 21 28.Apr.2016

2 21 28.Apr.2016

3 2 24.Feb.2009

4 16 21.Feb.2012

9 1 20 26.Mar.2015

2 21 28.Apr.2016

3 21 28.Apr.2016

4 12 18.Jan.2011

5 1 10.Feb.2009

6 20 26.Mar.2015

10 1 1 10.Feb.2009

2 1 10.Feb.2009

11 1 20 26.Mar.2015

2 21 28.Apr.2016

3 20 26.Mar.2015

4 21 28.Apr.2016

5 20 26.Mar.2015

6 21 28.Apr.2016

7 21 28.Apr.2016

8 21 28.Apr.2016

9 21 28.Apr.2016

10 21 28.Apr.2016

11 21 28.Apr.2016

12 21 28.Apr.2016

12 1 5 09.Sept.2009

2 20 26.Mar.2015

13 1 21 28.Apr.2016

2 17 03.Jul.2012

14 1 21 28.Apr.2016

2 20 26.Mar.2015

3 21 28.Apr.2016

4 15 15.Nov.2011

5 15 15.Nov.2011

6 20 26.Mar.2015

7 20 26.Mar.2015

8 21 28.Apr.2016

9 21 28.Apr.2016

10 20 26.Mar.2015



Revision no: 21

11 15 15.Nov.2011

12 15 15.Nov.2011

13 20 26.Mar.2015

14 15 15.Nov.2011

15 15 15.Nov.2011

16 15 15.Nov.2011

17 15 15.Nov.2011

18 15 15.Nov.2011

19 15 15.Nov.2011

20 15 15.Nov.2011

21 20 26.Mar.2015

22 15 15.Nov.2011

23 15 15.Nov.2011

24 15 15.Nov.2011

25 15 15.Nov.2011

26 20 26.Mar.2015

27 15 15.Nov.2011

28 20 26.Mar.2015

29 15 15.Nov.2011

30 15 15.Nov.2011

31 15 15.Nov.2011

32 15 15.Nov.2011

33 15 15.Nov.2011

34 15 15.Nov.2011

35 21 28.Apr.2016

36 20 26.Mar.2015

37 20 26.Mar.2015

38 20 26.Mar.2015

39 20 26.Mar.2015

40 20 26.Mar.2015

41 20 26.Mar.2015

42 21 28.Apr.2016

43 20 26.Mar.2015

44 20 26.Mar.2015

45 21 28.Apr.2016

46 20 26.Mar.2015

47 20 26.Mar.2015

48 20 26.Mar.2015

49 20 26.Mar.2015

50 20 26.Mar.2015

51 20 26.Mar.2015

52 20 26.Mar.2015

53 20 26.Mar.2015

54 21 28.Apr.2016

55 20 26.Mar.2015

56 20 26.Mar.2015

15 1 1 10.Feb.2009

2 21 28.Apr.2016

3 20 26.Mar.2015

4 17 03.Jul.2012



Revision no: 20




Revision no: 21

2 General Information

Before installing the engine, the installation manual must be read completely, because it contains important information for safety assembly and operation. Unless otherwise specified all pressure values given for system installations within this manual are gauge pressures.

In the present installation manual the correct installation of the aircraft engine E4 Series is documented. With the publication of the installation manual, Austro Engine GmbH ensures the correctness of the instructions. In case of changes Austro Engine GmbH will inform with Service Bulletins or Service Letters about manual revisions, if it is necessary. If there are any problems with the installation or any further questions about the engine, Austro Engine can be contacted.

The following symbols and warning signs are used in the manual to point out important instructions. They must be heeded strictly to prevent personal injury and material damage, to ensure operational safety of the aircraft and to avoid any damage to the aircraft as a result of incorrect handling.

Warning: Disregarding these safety rules can cause personal injury or

even death.

Caution: Disregarding these special instructions and safety measures can cause damage to the engine or other components.

Note: Additional note or instruction for better understanding of an instruction.

Note: If not otherwise declared all speed information refer to the

revolution of the propeller.


Issue date: 03.May.2010 Page 2-2

Revision no: 9

Manufacturer

Austro Engine GmbH Rudolf – Diesel - Straße 11 A-2700 Wiener Neustadt POA Nr. AT.21G.0010

Design Holder

Austro Engine GmbH Rudolf – Diesel - Straße 11 A-2700 Wiener Neustadt DOA Nr. EASA.21J.399

Copyright

These technical data and the information contained therein are the property of Austro Engine GmbH and may not be reproduced either in full or in part or passed on to a third

party without written consent from Austro Engine GmbH. This text must be included in any full or partial reproduction of this documentation.

Copyright © Austro Engine GmbH


Issue date: 10.Feb.2009 Page 3-1

Revision no: 1

3 Safety

The required provisions of the employer’s liability insurance organization and the other relevant safety rules, like for example the trade supervision authority have to be kept in mind. The illustrated work steps in this installation manual have to be only done by trained, qualified persons and specialized companies, with current and valid licenses from the aviation authority to do such work.

Safety Information

All activities on this engine must be done by persons or companies with a valid license of the aviation authority.

Only qualified technicians are allowed to work on the engine.

Aircraft Engine Ground Run must be executed in a secure and save area protected from movements of unauthorized persons. An accident can cause personal injury or even death.

To prevent personal injury and damage secure working tools before starting the engine.

When installing the engine or performing work on the engine all openings must be

protected against contamination (e.g. sand, dust) and potentially hazardous manipulation. The engine is delivered with protective covers.

It is not allowed to run the engine without the specified quality and quantity of fluids.

Only the use of recommended equipment grants a save running of the engine.

Modifications to the engine are strictly prohibited. Unauthorized changes to the engine will cause the certificate of airworthiness to expire. The manufacturer cannot be held liable for any damage arising from any unauthorized changes.

The pertinent accident prevention regulations as well as other commonly accepted safety, occupational health and air traffic legal requirements must be observed. Operators must also observe any additional regulations and requirements which are applicable in their territory.



Revision no: 20




Revision no: 20

4 Engine Description

Designation

TC-Designation: E4 Models: E4 (Sales Name AE300) E4P (Sales Name AE330) For detailed information about available configurations refer to MSB E4-002. If not otherwise stated this manual is applicable to all available models and configurations thereof.

Brief Description

The aircraft engine E4 Series is a liquid-cooled, in-line four-stroke four cylinder engine with a double overhead camshaft (DOHC). The valves are actuated by the cam follower. The direct fuel injection is realized with a common rail technique and the engine is charged by a turbocharger. All engine components are controlled by an EECU system. The engine is equipped with an electrical starter, an alternator, a water pump, an oil pump, a coolant system and an oil cooler. The propeller is powered by a directly integrated gearbox with an integral torsional vibration damper.

This engine is not capable for aerobatics use.

This engine is not approved for rotor craft.

The engine should not be operated without propeller.

This engine is only designed for pull propeller installations.

Scope of Supply

The following components and assemblies are included as part in the Type Design of the E4 Series:

Core engine Turbocharger Thermostat Water pump Fuel injection system

Starter Alternator with Alternator regulator EECU All actuators and sensors required for engine operation Wiring harness



Revision no: 20

Gearbox Power Lever Sensor Glow Plug Control

Additional The following components are not part of the Type Design of the E4 Series. AE can provide to airframe manufacturer the following recommended components that fulfil the engine installation requirements.

Governor

Fuel pumps Fuel Filter Housing Fuel Filter Engine shock mounts

For detailed specifications see corresponding chapters.



Revision no: 1

Engine View

4.4.1 Engine Front View

Fig. 4.4. 1 Engine Front View (Dimensions in mm)



Revision no: 1

4.4.2 Engine Top View

Fig. 4.4. 2 Engine Top View



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4.4.3 Engine Left Side View

Fig. 4.4. 3 Engine Left Side View



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4.4.4 Engine Right Side View

Fig. 4.4. 4 Engine Right Side View (Dimensions in mm)



Revision no: 1

5 Transport and Packaging

Packaging

The engine is packed in a wooden crate and will be shipped attached to the corresponding mountings. If not declared otherwise the engine is shipped without any liquids.

Transport

The engine has to be lifted with the transport eyelets.

The used hoisting device must be suitable for the weight of the engine.

Fig. 5. 1 Lifting eyelet 1

Lifting eyelet



Revision no: 1

Fig. 5. 2 Lifting eyelet 2

The lifting eyelet at the cylinder head must be dismounted after installing the engine.

Lifting eyelet



Revision no: 21

Protective Covers

To protect the engine of corrosion it should be stored and transported in a package appropriate for corrosion protection. Suitable corrosion protection is available at Austro Engine GmbH.

All engine openings have to be protected against ingress of dirt and moisture.

All protective covers and mountings have to be removed before taking the engine into operation.

To avoid contamination during the installation process, the covers should be removed step by step with installing the lines and hoses.

Storage

During transport and afterwards storage, following terms must be observed:

Storage temperature -25°C to 70°C (-13°F to 158°F) Humidity max. 60% Storage time see preservation time on shipping documents (e.g. engine log)

The engine has to be stored in suitable workplaces in a horizontal position, the cylinder axis must have an angle of 34°, always covered against environmental influences and never outside. For further information refer to chapter 6 “Installation Position”

For storage requirements refer for E4 engine to the Operation Manual E4.01.01 and for E4P engine to the Operation Manual E4.01.02

If the engine is filled with engine oil at the time of delivery the engine oil can remain in the engine when the engine is installed and operated within the first 18 month of preservation time.



Revision no: 20




Revision no: 1

6 Installation Position

The engine must be mounted on all four mountings.

The engine must be installed in a horizontal position. For a proper engine function the cylinder axis should have an angle of 34° +8º/-2º.

Fig. 6. 1 Installation & Transport Position



Revision no: 1

Center of Gravity of the Engine

The benchmark is the centre of the propeller flange

x -coordinate of the center of gravity: x = 406,5 mm y -coordinate of the center of gravity: y = 12,5 mm z -coordinate of the center of gravity: z = -100,0 mm

The centre of gravity will be shifted by installation of the propeller or other auxiliary component which is not part of the engines shipment.

Position of the Engine Bearings

Fig. 6. 2 Front View

1-4 refer to the center of the engine attachment points.



Revision no: 1

Fig. 6. 3 Right View



Revision no: 1

Fig. 6. 4 Left View

Install Position Engine Mounts

x-axis y-axis z-axis

1 Front Left 165 -208 -173

2 Front Right 166 82 -193

4 Rear Left 677 -146 -288

3 Rear Right 657 208 -129

Table 6. 1 Dimensions in mm (The centre is the propeller hub)



Revision no: 1

Fig. 6. 5 Angle of Attachment Points Y-Z



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Fig. 6. 6 Angle of Attachment Points Y-X



Revision no: 1

6.1.1 Flange of Left Hand Side Front Side Engine Bearing

Fig. 6. 7 Hand Front Side Engine Bearing (Dimension in mm)



Revision no: 1

6.1.2 Flange of Front Side Right Engine Bearing

Fig. 6. 8 Front Side Right Engine Bearing (Dimension in mm)



Revision no: 1

6.1.3 Flange of Rear Side Left Engine Bearing

Fig. 6. 9 Rear Side Left Engine Bearing (Dimension in mm)



Revision no: 1

6.1.4 Flange of Rear Side Right Engine Bearing

Fig. 6. 10 Rear Side Right Engine Bearing (Dimension in mm)



Revision no: 1

Permissible Load on the Engine Mounts

The total weight of the engine must be supported by the engine supporting arms and the engine mount. It has to be sure that supporting arms and engine mount are adequate designed for the operating loads. The supporting arms have to be attached to the engine with M8 bolts.

All bolts necessary for connection of the supporting arms to the attachment points have to be tightened to a tightening torque of maximum 22 Nm.

The engine attachment points have been designed for manoeuvre and gust loads corresponding to ±5 g.

The strength of the engine attachment points has been established with the following mounting position of the shock mounts. Deviations form these positions have to be evaluated by Austro Engine GmbH.

Shock Mount Position: (Center of connection between shock mount and engine supporting arm)

Position of Shock Mounts

x-axis y-axis z-axis

1 Front Left 117 -310 -170

2 Front Right 117 230 -205

4 Rear Left 700 -138 -399

3 Rear Right 626 288 -230

Table 6. 2 Dimensions in mm (The centre is the propeller hub)

Engine Suspension To isolate vibrations, shock mounts must be installed between engine and airframe. The use of unsuitable shock mounts can cause serious damage to the airframe and engine.

Only special designed engine shock mounts are able to obviate heavy vibrations of the engine.

The whole engine mounting must be tested by ground runs for vibration behaviour and with static tests to the prescribed loads. The proof of compliance for certification of the engine mounting according to the applicable certification requirements (e.g. CS-23) has to be shown by the aircraft manufacturer.


Issue date: 19.Nov.2013 Page 6-12

Revision no: 18

Recommended shock mounts

Alternative

Engine Shock mount rear A 251 240 16 18 A 251 240 24 18 A 166 240 01 18 A 166 240 05 18

Engine shock mount front left A 169 240 06 18 28

Engine shock mount front right A 169 240 05 18 28

For detailed specification contact Austro Engine GmbH.

During engine certification acceptable engine vibration behaviour has been found with the shock mounts mentioned above.



Revision no: 21

7 Technical Data Sheet

For detailed oil, coolant and gearbox data refer for E4 engine to the Operation Manual E4.01.01 and for E4P engine to the Operation Manual E4.01.02.

Dimensions

Bore: 83 mm (3.268 in)

Stroke: 92 mm (3.622 in)

Cylinder spacing (center to center): 90 mm (3.543 in)

Displacement total: 1991 cm³ (121,5 in³)

Displacement (per cylinder): 498 cm³ (30,4 in³)

Compression ratio: 17.5:1

Gearbox ratio: 1,69

Weight (dry): 185 kg

Characteristics

Manifold pressure E4 (absolute) max. 2660 mbar Manifold pressure E4P (absolute) max. 2750 mbar

Fuel pressure: max. 1600 bar Firing order: 1:3:4:2



Revision no: 20

Flight Envelope

Fig. 7. 1 Banking rotation

Banking rotations deviating from the apparent perpendicular: Around the x – axis: max.: ±15° Around the y – axis: max.: -35° / +25° Around the z – axis: max.: ±20°

Up to these deviations from the apparent perpendicular, proper lubrication is ensured.

Full load at negative g-forces -0.5 g up to 5 s

Max. certified altitude E4 18 000 ft Max. certified altitude E4P 20 000 ft



Revision no: 20

Power Curve E4 engine

Fig. 7. 2 Power curve RPM 2300


Rated Power (100%): 123,5 kW (165,6 hp)

For additional performance information refer to Operation Manual E4.01.01.

Engine Performance

depending on Ambient ECU Pressure and Manifold Temperature for Max Take Off RPM 2300

0

10

20

30

40

50

60

70

80

90

100

50055060065070075080085090095010001050

Ambient ECU pressure [mbar]

Po

we

r [%

]

45 °C

70° C

90° C

Engine Performance

depending on Ambient ECU Pressure and Manifold Temperature for Max Continuous RPM 2100

0

10

20

30

40

50

60

70

80

90

100

50055060065070075080085090095010001050

Ambient ECU pressure [mbar]

Po

wer

[%]

45 °C

70° C

90° C



Revision no: 16

Due to manufacturing tolerances and therefore internal engine friction differences the rated minimum power of 123,5 kW could be exceeded with approximately 5%. If the engine is operated with Diesel Fuel according to EN590 the minimum power exceedance can reach a level of 8%.



Revision no: 21

Power Curve E4P engine



Rated Power (100%): 132 kW (177,0 hp)

For additional performance information refer to Operation Manual E4.01.02. Due to manufacturing tolerances and therefore internal engine friction differences the rated minimum power of 132 kW could be exceeded with approximately 5,7%.



Revision no: 20




Revision no: 21

8 Intake System

General

The engine is provided with compressed air by the intake system. A turbocharger in combination with an air filter and an intercooler is necessary to ensure proper engine performance.

Components of the AC System

Air filter Intercooler Hoses

8.2.1 Part of the engine TDD

Turbocharger Intake manifold

Requirements for the Intake System

The altitude performance of the engine depends on the design of the intake system. Make sure that the intake system is designed to avoid turbocharger speeds above 178 000 rpm and exhaust gas temperatures above 790 ºC (1454 ºF) throughout the whole range of operation (altitude, speed). For altitude application measurement an instrumented turbocharger and an instrumented exhaust manifold has to be installed. For further information contact Austro Engine GmbH.

8.3.1 Air Filter

Pore size: 10 µm Guaranteed minimum airflow: 600 m³/h Max. pressure drop: 50 mbar

Make sure that no liquids accumulate in front of the air filter. The minimum airflow must always be guaranteed.



Revision no: 21

8.3.2 Intercooler

During the intake process the intake air is compressed by a turbocharger, so that it gets hot. To ensure the performance of the engine the intake air has to be cooled down for the combustion to the required temperature by an intercooler.

Max. pressure delta between Turbocharger and intake manifold at 540 kg/h airflow

50 mbar (0.725 psi)

Manifold Air Temperature

Max manifold air temperature for 100% engine power (E4) < 45 °C (< 113 °F) Max manifold air temperature for 100% engine power (E4P) < 40 °C (< 104 °F) Max manifold air temperature 90 °C (194 °F)

If the manifold air temperature exceeds the temperature the engine power decreases (refer for E4 engine to chapter 7.4 and for E4P engine to chapter 7.5).

Connection: Dimension and Location

8.4.1 Requirements for the Hose System

In the non pressurized area there aren’t any requirements apart from the assembly requirements. In the pressurized area the hoses have to fulfil following requirements:

operating temperature range: max. continuous operation -40 °C to 220 °C

(-40 °F to 428 °F) max. power operation -40 °C to 250 °C (-40 °F to 482 °F)

burst pressure durability: 5.5 bar (79.7 psi) absolute operating pressure durability: 4.5 bar (65.3 psi) absolute the diameters and magnitudes are listed below

For safety reasons it is recommended to use standardized hoses suited to the purpose (e.g. reinforced silicone hoses)

To avoid slipping redundant fixation of the hoses should be designed The induction system should not contain any kinks in front of the turbocharger. Kinks may cause a flow separation, which may lead to a turbocharger damage.



Revision no: 2

Fig. 8. 1 Turbocharger inlet

Fig. 8. 2 Turbocharger outlet

Inner diameter 60.4 mm (2.378 in) External diameter 70 mm (2.756 in) Adaptor length 26 mm (1.024 in) Max clamp torque 5Nm

Diameter 62 mm (2.441 in) Adaptor length 50 mm (1.968 in) Max clamp torque 5Nm



Revision no: 16

Fig. 8. 3 Intake manifold inlet E4-A

Fig. 8. 4 Intake manifold inlet E4-B and E4-C

Diameter 60 mm (2.362 in) Adaptor length 29 mm (1.142 in)

Max clamp torque 5Nm


Max clamp torque 5Nm



Revision no: 20

9 Fuel System

General

The Fuel System has to provide the engine with fuel in any operating condition. For specified fuel grade for E4 engine see Operation Manual Doc. No. E4.01.01 and for E4P engine see Operation Manual Doc. No. E4.01.02.

Components of the A/C System

Feed pump Fuel feed line Fuel filter Fuel return line Fuel shut off valve


High pressure pump (HPP) High pressure fuel rail Low fuel pressure sensor

High fuel pressure sensor Fuel temperature sensor Fuel control pressure valve



Revision no: 21

Requirements for the Fuel System

For detailed fuel information refer for E4 engine to Operation Manual E4.01.01 and for E4P engine to Operation Manual E4.01.02.

In case of a leak, air can penetrate the fuel system. This could lead to serious damage within the fuel system. If the fuel pumps run dry they will be heavily damaged, which results in a possible lack of supply.

All necessary requirements for the fuel system have to be accomplished to ensure a smooth operating.

During the installation of the different components an absolute clean mounting environment is required.

Operation with Diesel Fuel (Only model E4)

The cloud point (CFPP) of Diesel fuel is regulated by national appendices to the EN 590 Standard, and it varies between the countries and the time of the year. If the fuel temperature falls below the CFPP clogging of the fuel system and in particular the fuel filter could occur. Therefore means have to be provided which enables the observation of the fuel temperature limits during operation (e.g. Fuel temperature sensor in tank).

An enhanced fuel heating option is available for the E4 engine. For this ODC-E4-006 or OSB-E4-001 has to be installed.

9.3.1 Produced Quantity of Heat and Return Flow Volume

Load Return volume [l/min] Max. quantity of heat [J/s]

0 % 4,5 173,0

50 % 4,6 119,3

75 % 4,3 176,0

92 % 4,0 212,5

100 % 4,5 173,0

Reference temperature 20°C, Bosch 0 580 054 001 feed pump installed

Table 9. 1 Return flow characteristic

If ODC-E4-006 is installed the produced heat is increased by up to 3000 J/s.



Revision no: 21

9.3.2 Feed Pump

The engine has to be fed by two parallel feed pumps. Both pumps are activated by the EECU. The parallel feed pumps must be provided (see chapter 14.6.5.10).

To ensure a proper function of the high-pressure pump the system must meet the following conditions:

Pumping capacity of each fuel pump at 4 bar: min. 135 l/h

Pumping capacity must be ensured at all time and under all conditions. The suction lift between the fuel tank and feed pump has to be kept in mind.

Outlet pressure (absolute) at feed pump outlet min. 4,5 bar (65 psi) max. 7 bar (101,5 psi) Fuel temperature at HPP inlet max. 60 °C (140 °F) Recommended Feed pump: Bosch 0 580 054 001

9.3.3 Lines

The fuel lines have to be installed in secure distance to hot parts of the engine without any kinks and straight-lined in order to protect the lines against fire.

Fuel lines inner diameter: Dash 6

The fuel feeding system has to be designed so that under normal operating conditions the fuel pressure oscillations at the high pressure fuel pump inlet do not exceed 750 hPa. This can be accomplished by damping measures (e.g. pulsation damper).


Issue date: 18.Jan.2011 Page 9-4

Revision no: 12

9.3.4 Fuel Filter Moduls

Fuel filter requirements

A filter must be installed between feed pumps and HPP.

Filtration rate > 85 %

Nominal flow rate: minimum 2.5 l/min

Pore size 3 – 5 μm Recommended fuel filter: Mann & Hummel WK 724/3


Fig. 9. 1 Fuel Filter Drain Connection Point HPP

The aircraft fuel feed line has to be connected to the above shown position by use of the banjo bolt E4A-30-100-201 delivered with the engine. The banjo bolt further has to be connected to the fuel pressure sensor E4A-30-100-802 also delivered with the engine.


Screw Thread M 12 x 1.5 Torque 22 Nm



Revision no: 1

Fuel Distribution System

There must be a shut-off valve on the feed line. In case of an emergency it must be possible for the pilot to shut of the fuel flow.

In the return line a provision must be provided to cut off fuel flowing back to engine in case of an engine fire (e.g. check valve).

Protection of the intake line to the fuel pump against vibration and other additional forces is necessary.

Fuel return pressure (continuous operation): max. 1.8 bar absolute (26.11 psi) Example for acceptable Fuel distribution system:

Fig. 9. 2 Fuel circuit



Revision no: 20




Revision no: 1

10 Exhaust System

General

The exhaust system is necessary to release the exhaust fumes in a safe and proper way into the environment. Wrong installation and maintenance can lead to vibrations, which can cause serious damage in the exhaust system.

Excessive tension at exhaust system mounting points could cause cracks and be a potential fire hazard.


Exhaust pipe (including optionally exhaust muffler)

10.2.1 Part of engine TDD

Exhaust Manifold Turbocharger (TC) Exhaust gasket between engine and manifold Exhaust gasket between manifold and TC

The exhaust system must be installed in such a way that there is no risk of any aircraft or engine components being ignited or inflamed.

The exhaust pipe and additional installations must be supported in a way that the connection point at the turbocharger flange is loaded less than 15 N in state.



Revision no: 1

Requirements for the Exhaust System

Back pressure at maximum Power: max. 0.1 bar

Temperature resistance (gas temperature) min. 800°C (1472°F)

Fig. 10. 1 Flange

Bolt M10x26,5 mm acc. to DIN939



Revision no: 20

11 Coolant System

General

The coolant system is responsible to keep the engine in a temperature range in best possible operating condition. In every situation the system must protect the engine from overheating, which causes serious damage to the engine.


Coolant radiator Cabin Air Heat Exchanger Coolant expansion Tank Overpressure Valve Low pressure Valve Silica Reservoir Coolant hoses


Water pump

Thermostat Oil/Water Heat exchanger

Requirements for the Cooling System

The coolant system must be designed to ensure that the engine operating limits are not exceeded.

All hoses and hose connections must be controlled against leakage and damage. In case of losing coolant damage of the engine must be expected and an unscheduled maintenance is required (refer Maintenance Manual, E4.08.04).

To avoid slipping redundant fixation of the hoses should be designed.



Revision no: 21

11.3.1 Radiator

11.3.1.1 Radiator E4 engine

Temperature stability: min. 120°C (248°F) Pressure durability (in operation): min. 3.0 bar (43.5 psi) Volume flow: min. 95 l/min max. 140 l/min Max pressure ∆ at 2400 rpm: 180 mbar Coolant capacity min. 48 kW

11.3.1.2 Radiator E4P engine

Temperature stability: min. 120°C (248°F) Pressure durability (in operation): min. 3.0 bar (43.5 psi) Volume flow: min. 95 l/min max. 140 l/min Max pressure ∆ at 2400 rpm: 180 mbar Coolant capacity min. 51 kW

11.3.2 Coolant Expansion Tank

Temperature stability: min. 120°C (248°F)

Pressure durability: min. 3.0 bar (43.5 Psi)

Expansion tank volume: (refer to ch. 11.4)

In the coolant expansion tank an overpressure valve has to be installed, which opens at an overpressure of min 1,8 bar to max 2,3 bar An additional valve in the expansion tank has to be provided, which prevents the system from low pressure. A loss of coolant indication has to be provided to avoid undetected loss of coolant. The expansion tank is recommended to have an expansion volume for an expansion based on 7 liters of cooling liquid times 1,3 for safety.



Revision no: 20

11.3.3 Coolant Hose System

Temperature stability: min. 120°C (248°F)

Pressure durability: min. 3.0 bar (43.5 Psi)



Revision no: 21

Connection: Dimension and location

Install the expansion tank with pressure valves at the highest system position to ensure the proper function of the closed cooling system. The expansion tank is linked with the thermostat (Fig. 11.1 D3). The overflow line can be routed into the ambient air (Fig. 11.5).

The water pump inlet should be designed with connections from the thermostat (Fig. 11.1 D2), Cabin Air Heat Exchanger and the large cooling circuit.

Inner diameter expansion tank overflow line: 5 mm (0.197 in) Diameter connection thermostat: 32 mm (1.25 in)

Fig. 11. 1 Thermostat

Fig. 11. 2 Inlet water pump

D 1 Diameter 35 mm (1.378 in) D 2 Diameter 24 mm (0.945 in) Adaptor length 26 mm (1.023 in) D 3 Diameter 8 mm (0,315 in)

D4 Inner diameter 41 mm

(1.61 in) Adaptor length 19 mm (0.748 in)

D 2

D 3

D 1

D 4



Revision no: 20

11.4.1 Thermostat disassembly For an easier installation of the coolant hoses the thermostat may be disassembled from the manifold. For the reinstallation of the thermostat the following instructions must be followed.

Before assembly of the thermostat take care for the proper fit of the assembled gasket.

Slightly lubricate the gasket with adequate rubber grease for easier assembly. Ensure that the gasket is not damaged – exchange it if so. Clean the connecting surface of the manifold if necessary. Ensure that the thermostat is fitted properly (see Fig. 11.3) and without any preload

to the manifold.

Screw down the thermostat together with the harness attachment point (see Fig. 11.4) with a torque of 12 Nm using the disassembled screws (MBN 10226-M6 DTX 19-10.9) or use adequate securing according to the installers requirements. If the engine harness E4A-95-000-000 or E4B-95-000-000 is used the harness is not attached to the thermostat.

Perform a coolant system functioning test according chapter 11.8.

Fig. 11. 3 Fig. 11. 4



Revision no: 21

Cooling Circuit

11.5.1 Standard Coolant System

Example for acceptable cooling circuit:

Fig. 11. 5 Cooling Circuit

Refer to Fig 11.1 the radiator connection is connecting point D1, the expansion tank connection is connecting point D3 and the hose connection direct to the water pump is connecting point D2.

D 2

Expansion Tank (incl. Overpressure and low

pressure valve)

D 4

D 3

D 1

D 5



Revision no: 21

Thermostat Opening Temperature

Small Cooling Circuit without Radiator: <80 °C (<176 °F)

Mixed Operation: 80 °C – 95 °C (176 °F – 203°F)

Radiator Through-Flow >95 °C (>203°F)

To prevent the system from to much coolant flowing through the vent line an orifice should be installed with an inner diameter of 2 mm (0.079 in) within the line between expansion tank and radiator. If the line is small enough no orifices is necessary.

11.5.2 Coolant System with optional Gearbox Oil Cooler In addition to the standard cooling circuit a Gearbox Oil-Water Heat Exchanger (HEX) is integrated in the circuit (see Fig. 11.6). The example for an acceptable standard cooling circuit (refer to Fig.11.5) is only extended by the gearbox HEX. The connecting point for the HEX of cabin heat (aircraft installation) is located at the gearbox instead of the air intake manifold.

Fig. 11. 6 Coolant Circuit with optional Gearbox Oil Cooler



Revision no: 21

The optional available gearbox oil-water HEX permits to cool the gearbox oil. An overheating of the gearbox in warm ambient air is minimized with the link of the gearbox oil to the engine water coolant system via the optional gearbox oil-water HEX. In correlation to that the gearbox reaches faster its operating temperature.

Cabin Air Heat Exchanger

11.6.1 General A connection part for a Cabin Air Heat Exchanger is provided. The Cabin Air Heat Exchanger can be used for aircraft heating as well as engine cooling.

11.6.2 Components of the A/C System

Cabin Air Heat Exchanger

Throttle Hoses

11.6.3 Requirements of the System

To ensure a proper cooling function of the coolant system the inner diameter between the intake manifold and the Cabin Air Heat Exchanger should be constant.

The coolant flow is from the crankcase up to the Cabin Air Heat Exchanger. The coolant outlet for the Cabin Air Heat Exchanger is beneath of the charge air inlet (see next chapter) without optional gearbox oil cooler. If an optional gearbox oil cooler is installed the coolant outlet for Cabin Air Heat Exchanger is located at the gearbox (see chapter 11.6.4). If no cabin air heat exchanger is installed the Cabin Air Heat Exchanger connection should be blanked.



Revision no: 21

11.6.4 Connection: Dimension and Location

Fig. 11. 7 Cabin Air Heat Exchanger connection

Fig. 11. 8 Cabin Air Heat Exchanger connection if optional gearbox oil cooler is installed

For connection refer also to chapter 11.5, Fig. 11.3.

Inner diameter 13 mm

(0,512 in) External diameter 15 mm (0,591 in) Adaptor length 17mm (0,669 in)

Max clamp torque 5 Nm

D 5

D 5



Revision no: 21

Coolant

The freezing point with a coolant mixture of 50% has to be -38°C (-36.4°F)

Coolant: Water/radiator protection mixed at ratio of 50/50

Recommended radiator protection type: Glysantin Protect plus / G 48

Glysantin meets the specification of ASTM D 3306, AFNOR NF R 15-601 and BS 6580:1992

Water specification: Only use distilled water for mixing ratio

To ensure the coolant quality the cooling system has to be equipped with a silica gel reservoir against corrosion.

The silica reservoir must be placed in the expansion tank (refer to Fig. 11.5). It is made up of SiO2. Specification of the Silica Reservoir

Material Monofilament Grammage 142 g/m² Mesh Size 250 µm

Specification of the Silica Gel

SiO2 Content min. 99.5 g/100g Pore Volume 0.4 – 0.7 ml/g Total Sulfate and Chloride Content max. 0.2 g/100g



Revision no: 21

Function Test

After the installation of the coolant system, the system must be bled and checked for leakage with a pressure test. The ethylene glycol concentration of the coolant also must be checked. A tolerance of 0.1 bar (1.45 psi) pressure drop is permitted.

Differential test pressure: 2.3 bar (33.4 psi)

Test duration: 15 min

After the pressure test a functional engine test run has to be performed up to a coolant temperature as specified below.

Coolant temperature up to 95 – 100 °C (203 – 212 °F)

After both tests no leakage on the cooling system must be visible.

All cooling circuits should be tested. The thermostat opens at 80 °C (176 °F).



Revision no: 21



Issue date: 09.Sept.2009 Page 12-1

Revision no: 5

12 Cooling Air Duct System

General

The cooling air duct system has to ensure primary the cooling air supply for the radiator and the intercooler and secondary the cooling for the whole engine via air stream.

The cooling air duct system is part of the engine installation done by the aircraft manufacturer.

Requirements for the Cooling Air Duct System

The cooling air duct system has to be designed to ensure that the permissible surface temperatures of the individual components are not exceeded.

Maximum Temperature of Operation

The installation must ensure the following component temperature limits during operation:

EPC (Electric Pneumatic Converter) + hoses to TC: max. 130 °C (266 °F)

Waste Gate Controller: 180 °C (356 °F)

Beneath Injector Cap: max. 120 °C (248 °F)

Belt drive (belt, crankshaft vibration dampers and pulleys):

max. 85 °C

(185 °F)

Alternator: (refer to ch. 14.6.2)

EECU: (refer to ch.

14.6.1)



Revision no: 20




Revision no. 21

13 Lubricating System

General

The lubricating system is part of the engine. A coolant-oil heat exchanger as part of the engine TDD provides the oil cooling. If necessary the cooling capacity can be increased by an airstream over the oil sump. Below the injector cover an oil separator is installed. The outlet of the oil separator at the injector cover has to be connected to a breather line provided by aircraft manufacturer.

Requirements for the Lubricating System

The outlet of the oil separator (breather) has to be pressure less.

Breather back pressure : min. - 10 mbar max. 0,1 bar


Lines Hoses

Breather Line Connection

Crankcase breather line

Temperature stability: min. 120 °C (248 °F)

Pressure durability: min. 1 bar (14,5 psi)

Diameter of the hose connection: Ø 28 mm (1.102 in)

Fig. 13. 1 Breather line connection



Issue date: 03.Jul.2012 Page 13-2

Revision no: 17

Oil Drain

Due to installation reasons it might be necessary to rework the drain plug and install a customized plug. In this case it has to be ensured that the maximum torque of 30 Nm and the maximum overhang moment of 1 Nm is not exceeded.



Revision no: 21

14 Electrical Engine Control System Installation

General

A reliable electrical supply in a quality according to DO160D section 16 Cat B to the EECS of the engine E4 Series must be granted at all time. All working steps mentioned below have to be performed by skilled and well qualified personnel with utmost care.

Pay attention that the entire electrical system and wiring harness is protected against chafing at hot parts or sharp edges.

Any harness interfacing to any electric system or component at the engine requires shielded wires qualified according to MIL-W-22759. Shielding required for interfacing EECS parts in the A/C compartment are specified in the corresponding section.

The installer must ensure that the electric power supply of the EECS complies with the reliability objectives applicable for the installation under consideration of the given reliability of the EECS. To meet the reliability of the EECS a failure probability of the power supply of 10E-3 or better is necessary.

The MTTF (Mean Time to Failure) of the EECS has been determined with 43.574 h. It is important to disconnect any electronic device if welding jobs are conducted on the aircraft or engine, otherwise the electronic devices could be damaged.

The EECU is developed according DO-178B/ED12B DAL C and DO-254/ED80 DAL C.

14.1.1 Components of the A/C system

Battery Excitation Battery


EECU Engine wiring harness Electrical Starter Glow Plug Control Alternator and regulator Power Lever Sensor



Revision no: 20

Electrical System Installation Requirements

The following requirements have to be observed to ensure a proper performance of the engine E4 Series in the installation environment.

The source of electric power of the aircraft is the main battery as defined in 14.6.5.15. The engine is equipped with an alternator, which is the electrical power system dedicated to the engine. An excitation battery as defined in 14.6.2.4 has to be provided for alternator start up. Thereafter the alternator is self-exciting. The following basic rules apply for a proper electrical system.

The EECU, alternator and batteries must be wired that in a case of battery failure a voltage supply for the EECU and fuel feed pumps is still granted.

It must always be possible to separate the engine electrical system (EECU, associated systems and alternator) from the battery and the rest of the aircraft electrical system. It must be ensured, that the electric power supply to the EECS is always in compliance with the requirements defined in RTCA DO160D, Section 16, Cat B. The required minimum reliability of the EECS electric power supply is depended on the class airplane. Consult AC 23.1309-1C for determination. If this requires the installation of an EECS backup electric power system, it must be ensured, that this system is independent and isolated from the airplane bus system or systems so that electric power from the backup system is supplied to the EECS solely. An example below gives an overview about a possible installation with isolated supply-Buses showing the possibility of separating the Alternator from the Main Bus.

GMain Battery Excitation & Backup

Source (Battery)Engine

Alternator

ECU BUS

EECU

MAIN

BUS

Regulator Excitation

Current

Alternator

Relay

Switch

Signal

Fig. 14. 1 Power Supply Installation



Revision no: 21

Basic Information

The installation of the crimp connections have to be according to the aviation standard (e.g. AC43.13-2B). A minimum supply of 28V / 10A for the control system must be ensured at all time.

Current Supply A/C current demand : max. 60 A

Wiring Harness The wiring harness has to be fixed at several points to avoid harness damage caused by operation.

Bend radius : min. 10 x outer diameter of wire

Unsupported distance : max. 150 mm All connectors must be plugged in a way to avoid forces applied to the connector.

No tension on the harness allowed at all.

Pay attention for correct interlocking and snapping of the plug and socket connections. (e.g. ECU connector or Injector connector) All shielded wires must be attached via electrically conducting connections to the engine block at the actuator and sensor ends of the wiring harness. These wires must not be extended or lengthened.

No changes must be made to the configuration of the supplied wiring harness as it is tested for EMI and lightning protection.



Revision no: 15

Mounting of Additional Shielding for Fuel Pressure Sensor

For the engine harness E4A-95-000-000 and E4B-95-000-000 the fuel pressure sensor (FPS) and fuel pressure sensor cable have to be covered by an additional shielding (E4A-95-100-000), which is provided with the engine if applicable.

If the engine harness E4A-90-000-000 is installed this procedure is not applicable.

Fig. 14. 2

Fuel pressure sensor and the fuel pressure sensor cable have to be equipped with an additional shielding as shown in picture Fig. 14. 2. Therefore cover the fuel pressure sensor

and fuel pressure sensor cable with a netting , RAY-90-25.0 with the length of 180mm.

At each end of the netting a cable tie is used to fix the netting. At each end of the

netting a tape can be used to avoid splicing.

01

02

03

02

01

03



Revision no: 15

Wiring Diagram The diagrams below show which connections are necessary. Details will be described in the section below.

GPC

A/C Interface

1

5

6

2

4

3

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

31

32

CPC connector 1

Pin

Power Lever

Sensor

ECU A

Pin

1

4

2

6

3

5

Pin

2

7

Display and

Diagnostic InterfaceConnect to display unit and provide separate

SUB D (RS232) connector (female)

Currently not used

Engine Master

ECU A

Engine Selftest

Pushbutton

(normally open)

Caution Lamp

ECU A

CAN BUS Interface 1

28V Power Supply

ECU A

A/C on ground

indication

Ensures that selftest is only performed when

A/C is on ground

28V Power Supply

GPC

A/C on ground

indication

Ensures that GPC is only active when A/C is

on ground

GND Power Supply

ECU A

Glow Enable

Announcement Lamp

GPC

Caution Lamp

GPC

EECU

CAN BUS Interface 2

Sensor Supply

Sensor Signal

Sensor GND

CAN L

CAN H

CAN L

CAN H

Engine Master

Engine Master

Selftest Signal

Selftest GND

Caution Lamp Supply

Caution Lamp Signal

ECU A Power Supply

ECU A Power Supply

ECU A Power Supply

ECU A GND Supply

ECU A GND Supply

ECU A GND Supply

ECU A GND Supply

Signal A/C on ground indication

Sensor Supply

Sensor Signal

Sensor GND

GPC Announcement Lamp

GPC Power Supply

GPC Power Supply

GPC Power Supply

GPC Power Supply

Signal A/C on ground indication

Glow Enable

GPC Caution Lamp

Engine Aircraft

Fig. 14. 3 Wiring Diagram Part 1



Revision no: 20

Engine Aircraft


Alternator

Pin

4

1

2

3

7

11

12

8

10

9

13

15

16

14

17

18

19

20

21

22

23

24

25

26

27

28

29

30

CPC connector 2

EECU

Engine Master

ECU B

Synchronisation

Switch

(normally open)

Caution Lamp

ECU B

28V Power Supply

ECU B

GND Power Supply

ECU B

Example voter switch wiring:

Default is voter proposal, next position is

„ECU A“ then „ECU B“

Used in twin engine installations

Currently no function

Spare

Feather Valve

SwitchUsed in twin engine installations

Fuel Pump Relay A

Fuel Pump Relay B

Feather

Valve

Sensor Supply

Sensor Signal

Sensor GND

Fuel Pump Relay Output A

Fuel Pump Relay Output B

Auto

ECU A

ECU B

Signal Input

Engine Master

Engine Master

Engine Synchronisation Signal

Engine Synchronisation GND

Caution Lamp Supply

Caution Lamp Signal

ECU B Power Supply

ECU B Power Supply

ECU B Power Supply

ECU B GND Supply

ECU B GND Supply

ECU B GND Supply

ECU B GND Supply

Sensor Supply

Sensor Signal

Sensor GND

Alternator Regulator

E4A – 91-200-000

Power Lever

Sensor

ECU B

Pin

1

4

2

6

3

5

Voter Switch

Auto

ECU A

ECU B

Enable Alternator

Lamp Alternator

FIE

LD

/ E

XC

ITA

TIO

N

OU

TP

UT

EN

AB

LE

GR

OU

ND

LA

MP

VS

EN

SE

SU

PP

LY

VO

LT

AG

E

Bus Voltage

Supply Voltage



Revision no: 20

Engine Aircraft


Alternator

Pin

4

1

2

3

7

11

12

8

10

9

13

15

16

14

17

18

19

20

21

22

23

24

25

26

27

28

29

30

CPC connector 2

EECU

Engine Master

ECU B

Synchronisation

Switch

(normally open)

Caution Lamp

ECU B

28V Power Supply

ECU B

GND Power Supply

ECU B

Example voter switch wiring:

Default is voter proposal, next position is

„ECU A“ then „ECU B“

Used in twin engine installations

Currently no function

Spare

Feather Valve

SwitchUsed in twin engine installations

Fuel Pump Relay A

Fuel Pump Relay B

Feather

Valve

Sensor Supply

Sensor Signal

Sensor GND

Fuel Pump Relay Output A

Fuel Pump Relay Output B

Auto

ECU A

ECU B

Signal Input

Engine Master

Engine Master

Engine Synchronisation Signal

Engine Synchronisation GND

Caution Lamp Supply

Caution Lamp Signal

ECU B Power Supply

ECU B Power Supply

ECU B Power Supply

ECU B GND Supply

ECU B GND Supply

ECU B GND Supply

ECU B GND Supply

Sensor Supply

Sensor Signal

Sensor GND

Regulator

Plane Power R1224

Power Lever

Sensor

ECU B

Pin

1

4

2

6

3

5

Voter Switch

Auto

ECU A

ECU B

Enable Alternator

Lamp AlternatorIN O

UT

FIE

LD

EN

AB

LE

AU

X

GR

OU

ND

LA

MP



Revision no: 21

Technical Data of the Electrical System Components

14.6.1 EECU

The EECU is the Electrical Engine Control Unit which is used to control the engine actuators (e.g. fuel injectors) according to the engine sensor information.

The EECU consists of two similar ECUs (Engine control Units).

A voter is integrated in the EECU and proposes an ECU to control the engine regarding the ECU operating hours or in case of a failure the ECU with better engine control capability.

In Installations using the caution indication via CAN, the caution lamp shall be substituted by a resistor (see wiring diagram chapter 14.5). If the substitute load is not installed, a Caution Lamp Circuit failure will be detected. If applicable for the installation, lightning protection bonding of the EECU housing to airframe GND shall be with AWG 4 wire with a maximum length of 0.5m. On one of the EECU mounting holes the shielding GND for the EECU case can be connected.



Revision no: 21

14.6.1.1 Mechanical installation of the EECU

The EECU shall be installed only in non pressurized zones. Altitude performance depends on pressure signal provided by the ambient air-pressure-sensor in the EECU. (Refer to chapter 7.4 for E4 and to chapter 7.5 for E4P engine)

Fig. 14. 6 EECU Dimensions (in mm)

Mounting of the EECU is possible via 6 M4x6 holes on the rear side of the housing. Recommended tightening torque by using screws with different property class: Screw steel 8.8 Mmax = 3,1 Nm Screws high quality steel A2-70 Mmax = 3,8 Nm Screws high quality steel A2-80 Mmax = 4,9 Nm

Mounting of EECU has to ensure that the venting element is not blocked and that no stagnant water can form above the venting element.

Venting element



Revision no: 20

14.6.1.2 Electrical installation of the EECU

The wiring harness supplied as part of the engine must be connected to the EECU. The EECU must be installed outside of a dedicated fire zone.

Description Condition Min Typ Max Unit

Power Supply --- 20,5 28 32,2 V

Power supply current EECU 0 rpm --- 2 --- A

Power supply current EECU 2300 rpm --- --- 6 A

Engine Master supply current --- --- 20 --- mA

Engine Master Active 4 --- --- V

Engine Master Inactive --- --- 2,3 V

Ground Indication Input internal pull up resistor

--- --- 2300 --- Ohm

Ground Indication Input Active 0 --- 2 V

Caution Lamp Current Resistive load 0,1 --- 1 A

CAN Bus Termination --- --- 120 --- Ohm

CAN Bus Baud Rate --- --- 500 --- kBaud

Table 14. 1 EECU Installation

The Installer must ensure that the EECU is installed according to the equipment qualifications (see tables in 14.7 Electromagnetic and Environmental Conditions).

The EECU shall be supplied at least 20 sec. after deactivating the engine master. This is needed to ensure correct storage of fault memory entries. Nevertheless the engine shut down straight.



Revision no: 15

14.6.1.3 Display and Diagnostic Interface

The Display and diagnostic interface is a High Speed CAN Bus (with 500k Baud) which is used to transmit all information to a display/indication panel. A BUS termination is required at the physical end of the BUS.

CAN-termination resistors 60R (2x 120R in parallel, 120R in EECU included) (CAN Bus according ISO 11898)

For Example:

CAN Termination in

Installation120R

EECU

120R

CAN

nodes

CAN

nodes

CAN Low

CAN High

CAN

termination

Fig. 14. 7 CAN Bus Termination

Make sure that the terminating connector is installed in a save position that in any event a disconnection is impossible. According to the CAN BUS Protocol each ECU of the EECU sends its own engine information. Any device connected to the EECU CAN BUS must not transmit any data on the EECU CAN BUS!

It is part of the installer’s responsibility to verify that the information displayed in the engine instruments conform to the information provided by the CAN BUS.



Revision no: 15

Eng1 message

Table 14. 2 Eng1 message

Eng2 message

Information Description Display, Accuracy

Battery voltage Measured battery supply voltage one decimal place, 1%

Fuel Pressure Measured fuel pressure one decimal place, 1%

Fuel Pressure Warning Indicates that the measured fuel pressure is below a threshold

Digital

Caution Lamp status Indicates that a caution is active or passive

Digital

ECU Status Indicates which ECU is active Digital

Selftest Status Active, if the selftest is active Digital

Engine Power Ratio Indicates a calculated engine power ratio (0-100%) Referenced to max. rated power.

integer, 1%

Engine Fuel Flow Calculated fuel flow one decimal place (l/h), 1%

Table 14. 3 Eng2 message

Information Description Display, Accuracy

Propeller Speed Measured propeller speed integer, 0,5%

Engine Oil Pressure Measured engine oil pressure one decimal place, 1%

Engine Oil Temperature Measured engine oil temperature integer, 1%

Engine Coolant Temperature Measured engine coolant temperature

integer, 1%

Gearbox Oil Temperature Measured gearbox oil temperature

integer, 1%



Revision no: 20

14.6.2 Alternator

To ensure a proper supply for the system the lines and connections of the charging line must meet the requirements of FAA AC43.13-13.

Description Min Typ Max Unit

Power Supply Output --- 28 --- V

Output Current --- 70 --- A

Power supply current A/C --- 60 --- A

Table 14. 4 Alternator Power Supply

The alternator supply power complies with ETSO C56.

To avoid damage of the alternator the regulator must be deactivated when the engine is not running.

14.6.2.1 Installation of the Alternator

Regarding electromagnetic Compatibility and Environmental conditions the alternator has been tested according to EUROCAE ED14D / RTCA DO160D Testing Categories defined in chapter 14.7.2.

The installer must ensure that installation is within the equipment specification of the alternator

14.6.2.2 Installation of the Alternator Regulator

The enable input for the Regulator is also used as reference for the voltage regulation. If it is necessary to install e.g. diodes in the power lines, the installation shall be carefully reviewed. Functionality: Based on the sensed alternator-output voltage the regulator delivers a field current to the alternator. If the measured alternator-output voltage is below the desired voltage (nominal 28V) the field current increases till the alternator-output voltage reaches it’s desired value. The overvoltage protection included in the regulator deactivates the regulator above 34V. Refer for the E4 engine to Operation Manual E4.01.01. and for E4P engine to Operation Manual E4.01.02

14.6.2.3 Voltage Caution

A voltage caution must be provided to inform the pilot if the bus voltage is below 24.5 Volts and above 32V. This indicates that the alternator is not working properly. A Pull Up Resistor may be necessary in case of using other indication systems than a lamp.



Revision no: 15

14.6.2.4 Excitation Battery for Alternator / Back Up Battery

An excitation battery has to be provided which meets the following requirement: Voltage: 24 V Min. Capacity: 1.3 Ah

Connection to the EECU BUS:

This battery shall not be used for engine starting.

When using the excitation battery also as Back-Up source as shown in the drawing under 14.2 the minimum capacity of this battery shall be determined taking into account the required back-up-time. For example when having 7Ah of adequate back-up capacity available to the EECU, the possible back-up-operation time of the engine is about 1h.



Revision no: 15

14.6.2.5 Installation of the Alternator Regulator E4A-91-100-000

Fig. 14. 8 Alternator Regulator Dimensions (in mm)



Revision no: 15

Connector Specification

Description Type description Manufacturer Quantity/Set

CPC Connector 9-pin; size 13

182645-1 tyco Electronics AMP 1

Female Crimp Contact, signal 24-20 AWG, gold-plated


Cable Clamp shell; size 13


Table 14. 5 Regulator Connector Specification

Pin assignment (CPC-Connector) alternator regulator (9-pol.)

CPC-Pin No. Function Description

1 GRND Ground connection alternator regulator

2 FLD Field current connection alternator regulator

3 Terminal 30 Power supply alternator regulator

4 LAMP Warning lamp alternator regulator

5 IN Single engine installation: Not Connected Twin engine installation: input alternator regulator

6 OUT Single engine installation: Not Connected Twin engine installation: output alternator regulator

Table 14. 6 Pin Assignment Alternator Regulator

For lightning protection shielded wires shall be used for the regulator harness. (e.g. MIL-C-27500 shield description T)



Revision no: 15

14.6.2.6 Alternator/Regulator Adjustment E4A-91-100-00

Fig. 14. 9 Alternator Regulator



Revision no: 15

Adjustment procedure of voltage regulation The engines should be brought up to full operation coolant temperatures prior to adjustment. With one engine at cruising speed, the voltage on the operating system is adjusted to 28 volts at a typical electrical load by a change of the set screw (see figure 14.5). The first engine is switched off and the next engine is switched on. The second system has to be adjusted to the same voltage at the same load and engine speed (only for twin-engine applications). Adjustment of alternator balancing (only for twin-engine applications) Both systems are switches on and the loads have to be compared for the operation point of the voltage regulation adjustment. If it is desired to pull the load division closer together, the regulator of the heavier loaded alternator have to be adjusted lower respectively the regulator of the lower loaded alternator have to be adjusted higher. A test of the adjustment results shall be conducted by turning on the heaviest loads available and varying of the engine speeds. For not having significant brush wear difference on both alternators a max. ampere split of 15 A is desirable. After completion of the regulator adjustment, the regulator set screws have to be fixed with AE protecting lacquer AE colour blue or Diamond locking varnish (F900-yellow or equivalent).



Revision no: 15

14.6.2.7 Installation of Alternator Regulator E4A-91-200-000

14.6.2.7.1 General description

The alternator regulator used on the E4 engine can be either used in single or twin-engine installations in combination with the E4 alternator. The main advantage of this Alternator Regulator (E4A-91-200-000) besides its regulation quality and stability is the excellent paralleling function which allows almost perfect paralleling of two alternator load currents in a twin-engine configuration. The output voltage of the alternator and therefore the power supply voltage have to be constant, independent from engine speed and actual load current. This requires a regulation of the output voltage by a variation of the excitation current. The excitation current is controlled by a pulse-width-modulated actuation (PWM). The effective excitation voltage depends on the duty-cycle of the actuation and the actual power supply voltage of the electrical system.



Revision no: 15

14.6.2.7.2 Functional Overview

Bus Voltage Sensing: The regulator is equipped with a separate bus voltage sense line. This sense line is not identical with the regulator supply voltage. In case of implausible values measured at bus voltage sense line, or cable defects, automatically the regulator supply will be used as an alternative bus voltage sense line to ensure the regulator function. There is no further pilot interaction necessary to activate alternative bus voltage evaluation. No disconnection between alternator output and pin B5 and Alternative bus voltage is permitted during normal operation, otherwise the alternator may be damaged; proposal: connect the alternator output before Alt LH/RH relay. Enable Input: The alternator regulator provides an enable input which allows activating the alternator regulator function by pilot. This gives the option to activate the regulator function when pre excitation function is not used. Pre-Excitation: The alternator regulator provides an “intelligent” pre-excitation function: The disabled regulator actuates the excitation power stage periodically ("test pulses"):

- if the bus voltage rises over a certain threshold (e.g.: 26V) the voltage regulator will be activated automatically, pre excitation will be deactivated without any interaction of pilot

- the regulator will remain activated as long as the supply of the regulator is disconnected

- no pilot interaction necessary to activate the voltage regulator device - avoid battery dump and overheating the alternator in case of engine master “ON” and

standing engine, e.g.: EECU Data – Download - no other means for detection running engine state necessary

The pre excitation function will be disabled automatically if the enable input is switched to high potential (battery voltage). CAN Bus Interface: The alternator regulator provides a CAN Interface. This CAN Interface is only used for testing and diagnostic purpose. The CAN Interface is not necessary for regulator function (e.g.: enable, paralleling,…). There is no communication with any other part in aircraft (e.g.: EECU, Garmin,.) necessary or implemented. The CAN Bus Interface needs not to be wired in aircraft installation. Paralleling: A current-regulator is implemented, which enables the adjustment of the load balancing in twin-engine applications with high accuracy and fault-tolerance against single faults at the load-balancing adjustment structure. The set point of this current regulator is generated dynamically as averaged load current of both alternators. The set point of one voltage regulator in the system is modified continuously to compensate static and dynamic asymmetries of the system.



Revision no: 20

The installation of special “Paralleling Line” is not necessary. The current sensor which shall be used is CSLA2GF manufactured by Honeywell. The wiring principle between regulator and sensor is described at section 14.6.2.7.7 Recommended Installation for a twin alternator Installation.

14.6.2.7.3 State machine for activation decision

As described at point 14.6.2.7.2 Functional Overview, there are different options of activating the regulator function. The state machine below shall give a graphic impression of the different activation options, which can be chosen by the installer.

Regulator Function Released

Regulator Switched on

Enable ON ?

Pre – ExcitationActive

Pre – ExcitationInactive

ON

Bus Voltage >26V YES?

OFF

YES

NO

Fig. 14. 10 State machine



Revision no: 15

14.6.2.7.4 Mechanical Dimension

The regulator housing provides two holes for mounting on a plane surface. A screw with a diameter of 6mm is suitable to establish a solid mounting.

Fig. 14. 11 Mounting hole

Fig. 14. 12 Housing Dimensions (in mm)

Fig. 14. 13 Dimension Regulator Connector (in mm)



Revision no: 15

Fig. 14. 14 3D View (Housing with mounted connector)

Scope of delivery already includes the mounted Connector on the Housing. No assembling is necessary (expect of installing the wiring). Installers are not allowed to open / deconstruct the housing from the connector plug board. The weight of the alternator regulator is about 260g.



Revision no: 15

14.6.2.7.5 Connector Pin Assignment & Function Description

Pin No. Connector Description Recommended

AWG

1 A (grey) Not Used *) -

2 A (grey) Enable Input AWG22


4 A (grey) GND AWG20


6 A (grey) VBAT (Supply) AWG20

7 A (grey) Excitation Output AWG20

8 A (grey) VBAT (Supply) AWG20




12 A (grey) Caution Lamp

Output AWG22

1 B (black) Current Sensor 1

Supply AWG22

2 B (black) GND Current

Sensor 1 AWG22

3 B (black) Not Used *) -


Signal AWG22

5 B (black) Sense Line AWG22

6 B (black) CAN High AWG22

7 B (black) CAN Low AWG22

8 B (black) Not Used *) -


Signal AWG22

10 B (black) GND AWG20


Sensor 2 AWG22


Supply AWG22

No shielding is required for all lines

Table 14. 7 Connector Pin Assignment & Function Description

*) Pin(s) not used. Wiring is not required. No further handling or action of installer is necessary.



Revision no: 15


Enable Input Active High --- 28 --- V

VBAT Power Supply --- --- 28 --- V

Excitation Output PWM Signal --- --- 10 A

Voltage Supply Current Sensor 1 / 2 (CSLA2GF)

--- --- 8

+/- 5% --- V

Caution Lamp Output Active High 0,2 --- 1,2 A

CAN Bus Termination --- --- 120 --- Ohm

CAN Bus Baud Rate --- --- 500 --- kBaud

Current Consumption (Standby incl. Sensors, excl.

excitation) --- --- 50 --- mA

Table 14. 8 General Specification

Enable Input (A2): The enable input must be switched from GND to High/VBAT (Battery Voltage 24V -28V), to enable the alternator regulator (Active High, Generate a positive slope). Alternatively the voltage regulation voltage can be activated by the pre-excitation function. GND (A4)

All GND pins are connected internal. Only one wire is needed. VBAT (A6):

Battery Voltage (24V -28V) All VBAT (Battery Voltage 24V -28V) pins are connected internal. Only one wire is needed.

Excitation output (A7): Excitation output (high side actuation) of the regulator must be connected to the excitation input of the used alternator CPC2 PIN5 of engine wiring harness. Caution Lamp Output (A12): The caution lamp output is high if there is no fault; caution lamp output is switched to high impedance if a fault is detected. An internal pull down resistor of 10k Ohm is used. Current Sensor 1 Signal (B4): Input voltage signal of an external mounted current sensor. Current Sensor 1 GND (B2): Ground connection for the external current sensor. Current Sensor 1 Supply (B1): Supply voltage for an external mounted current sensor (8V +/- 5%) Sense Line (B5): The Sense line is used to measure the bus voltage which is regulated. It is not a supply voltage.



Revision no: 20

CAN HIGH / CAN LOW ( B6 / B7) CAN High / CAN Low is not used in aircraft installation and needs not to be considered by installer. Current Sensor 2 Supply (B12): Supply voltage for an external mounted current sensor (8V +/- 5%) Current Sensor 2 GND (B11): Ground connection for an external mounted current sensor. Current Sensor 2 Signal (B9): Input voltage signal of an external mounted current sensor.

14.6.2.7.6 Recommended Installation for Single Alternator Installation

The installation of additional current sensors is not required.

Fig. 14. 15 Basic Wiring Single Alternator Installation


BA1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12

NU NU NU NU

GNDVCC / UBAT VCC / UBAT

Enab

le

GN

D

VC

C

Alternator

GND

Exci

tati

on

Excitation Winding Alternator

Cau

tio

n L

amp

O

utp

ut

GND

NU NU NU NU

VCC / UBAT

Sen

se L

ine

NUNUNU NU NUNU NU NU NU NU



Revision no: 15

The table below show the required wires are necessary for regulator function in single Alternator installation.

Pin No. Connector Description Required

for installation

1 A (grey) Not Used NO

2 A (grey) Enable Input Optional ***


4 A (grey) GND YES

5 A (grey) GND *

6 A (grey) VBAT (Supply) **

7 A (grey) Excitation Output YES

8 A (grey) VBAT (Supply) YES

9 A (grey) GND *




Output YES


Supply NO


Sensor 1 NO

3 B (black) Not Used

NO


Signal NO

5 B (black) Sense Line YES

6 B (black) CAN High NO

7 B (black) CAN Low NO

8 B (black) Not Used NO


Signal NO

10 B (black) GND *


Sensor 2 NO


Supply NO

No shielding is required for all lines.

Table 14. 9 Required Installation Harness for Single Alternator

*) All GND pins are connected internal. Only one wire is needed. **) All VBAT (supply voltage) pins are connected internally. Only one wire is needed. ***) Decision of aircraft installer



Revision no: 20

14.6.2.7.7 Recommended Installation for twin alternator Installation

Only one alternator regulator needs to be equipped with current sensors. The second alternator regulator has to be wired as stated at section 14.6.2.7.6 Recommended Installation for single alternator Installation. It has to be ensured that current sensor 1 measures the current provided by alternator 1. The basic wiring principle, including current sensors, is described in the diagram below.

mech.

driveAlternator 1 Alternator 2

current

sensor 1

current

sensor 2mech.

drive

excitation

Electrical power

supply (A/C)

Alternator

regulator 1(current regulator

function active)

excitation

Alternator

regulator 2(current regulator

function

deactivated)

Bus voltage

senseBus voltage

sense

Current sensor 1

input

Current sensor 2

input

Fig. 14. 16 Basic Wiring of Twin Alternator Installation

Fig. 14. 17 Required Installation Harness for Twin Alternator


BA1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12

NU NU NU NU

GNDVCC / UBAT VCC / UBAT

Enab

le

GN

D

VC

C

Alternator

GND

Exci

tati

on

Excitation Winding Alternator

Cau

tio

n L

amp

O

utp

ut

GND

NU

VCC / UBAT

Sen

se L

ine

NUNUNU NUNU NU NU

Current Sensor 1

Current Flow Direction

Current Sensor 2


Cu

rren

t Se

nso

r 1

Si

gnal

Cu

rren

t Se

nso

r 2

Si

gnal

GN

D C

urr

ent

Sen

sor

1

Cu

rren

t Se

nso

r 1

Su

pp

ly

Cu

rren

t Se

nso

r 2

Sup

ply

GN

D C

urr

ent

Sen

sor

1



Revision no: 15

The table below show the required wires which are necessary for regulator function in twin alternator installation.

Pin No. Connector Description Required

for installation


2 A (grey) Enable Input Optional ***


4 A (grey) GND YES

5 A (grey) GND *

6 A (grey) VBAT (Supply) YES

7 A (grey) Excitation Output YES

8 A (grey) VBAT (Supply) **

9 A (grey) GND *




Output YES


Supply YES


Sensor 1 YES



Signal YES

5 B (black) Sense Line YES

6 B (black) CAN High NO

7 B (black) CAN Low NO



Signal YES

10 B (black) GND *


Sensor 2 YES


Supply YES

No shielding is required for all lines

Table 14. 10 Required Installation Harness for Twin Alternator

*) All GND pins are connected internal. Only one wire is needed. **) All VBAT (supply voltage) pins are connected internally. Only one wire is needed. ***) Decision of aircraft installer



Revision no: 15

14.6.2.7.8 Pin & Connector Definition

Only pins and connecter defined by Austro Engine are allowed to be used in installation.

Description Type Description Manufacturer Required Quantity

Deutsch Connector 12PIN (BLACK)

DTM 06-12SB DEUTSCH 1

Deutsch Connector 12PIN (GREY)

DTM 06 12SA DEUTSCH 1

Connector PIN 0462-201-20141 DEUTSCH 24

Orange wedge W12S DEUTSCH 2

Table 14. 11 Connector Specification

For detailed mounting of the connector / pins please contact Austro Engine support to get the datasheet of used DEUTSCH connectors.



Revision no: 15

14.6.2.7.9 Wiring of Current Sensor CSLA2GF Honeywell

The recommend current sensor by Austro Engine is: CSLA2GF manufactured by Honeywell. This sensor is able to deal with supply voltages in the range of 6V up to 12V, as provided by alternator regulator E4A-91-200-000. The same sensor type for measurement the current is used as with the G1000 (CSLA2GF); it is not allowed to use the already installed G1000 current sensors, you will have to mount two additional sensors.

Fig. 14. 18 Basic wiring diagram Current Sensor

Table 14. 12 General Specification Current Sensor

The current flow direction has to be mentioned; otherwise no valid output signal will be generated.


Power Supply Vcc 5,4 8 13,2 V

Supply Current --- 13 20 mA

Output Signal Current 1 --- --- mA

Output Voltage Vout 0,5*Vcc --- VCC V




Revision no: 15

The table below should show how the current sensors are connected with alternator regulator E4A-91-200-000.

Alternator Regulator Current Sensor

Pin No. Connector Current Sensor 1


Supply +


Sensor 1 -


Signal O

Alternator Regulator Current Sensor

Pin No. Connector Current Sensor 2


Signal O


Sensor 2 -


Supply +

Table 14. 13 Wiring Principle between Alternator Regulator and Current Sensor



Revision no: 15

14.6.2.7.10 Equipment Categorization Alternator Regulator E4A-91-200-000

The alternator regulator has been tested according to RTCA DO-160F (December 6, 2007). Furthermore the regulator has been verified acc. AS8020/ETSO C56a.

Description Section Category

Temperature and Altitude 4.0 B2

Altitude acc. AS8020 AS8020 3.4

Temperature Variation 5.0 B

Humidity 6.0 A

Operational Shocks and Crash Safety 7.0 B

Vibration 8.0 S, test curve M

Waterproofness 10.0 R

Magnetic Effect 15.0 A

Power Input 16.0 B

Voltage Spike 17.0 A

Audio frequency conducted susceptibility power inputs 18.0 B

Radio Frequency Susceptibility 20.0 Y, W and R

Emission of Radio Frequency Energy 21.0 B

Lightning Induced Transient Susceptibility 22.0 A3, E5

Electrostatic Discharge ESD 25.0 A

Table 14. 14 Environmental categories Alternator Regulator



Revision no: 15

14.6.3 Electrical starter

The main power supply to the starter cannot be protected with a fuse. Thus the routing must ensure that there is no increased risk of fire in the event of a short circuit.

The electrical connection of the starter is shown in Fig.14.7 Wiring diagram.

Fig. 14. 19 Starter Wiring Diagram

Function Description

Terminal T30 Power supply starter <200A*

Terminal T50 Power supply on T50 ACTIVATES the starter

Pull-in current <30A

Hold-in current <7,5A

Ground GND Connect starter housing on GND (engine block)

Table 14. 15 Starter Connector

*Depends on different terms (temperature, mounted propeller, etc.) the current through the supply line can reach a value up to 200A.



Revision no: 21

14.6.4 Glow plug control unit

The glow system is designed to be only active, if the aircraft is on ground. This is provided by an “A/C on ground indication”, which must be implemented into the aircraft design. This needs to be low if active (switch to GND if active). These lamps are not essential for flight operation. Therefore they can be seen as optional for installation. Replace Annunciation Lamp GPC and Caution Lamp GPC with a pull-down resistor (see wiring diagram chapter 14.5), if the lamps are not used. But it is recommended to install the indication lamps to ease failure analysis for maintenance actions e.g. if problems with cold start performance occur.

Table 14. 16 Glow Plug Control Unit Power Supply

*) The lamp driver includes an open-load detection. Therefore a test signal (half voltage

of power supply) is applied on the corresponding pin.


Power Supply --- --- 24 --- V

Internal Pull Up “Ground Indication Input”

--- --- 8,6 --- kOhm

Power supply current Active --- 11 20 A

Power supply current Inactive --- 0 --- mA

Circuit breaker --- --- 35 --- A

Glow annunciation lamp current

--- --- --- 1 A

Glow annunciation lamp voltage *)

Active 16 --- Ubatt V

Glow caution lamp current --- --- --- 1 A

Glow caution lamp voltage *) Active 16 --- Ubatt V

Glow enable voltage Active 0,7xUbatt --- Ubatt V

Glow enable voltage Inactive GND 0,3xUbatt V

A/C on Ground activation voltage

Inactive 0,7xUbatt --- Ubatt V

A/C on Ground activation voltage

Active GND --- 0,3xUbatt V



Revision no: 20

14.6.5 A/C Interface Requirements

14.6.5.1 Connectors

CPC1 Tyco part number 206305-1 CPC2 Tyco part number 213850-1 Different coding to ensure correct connection of the harness to the A/C installation.

14.6.5.2 Governor Interface

This EECU is able to actuate the electric motor which changes the governor-set point. According to power lever position the related propeller speed is controlled by the EECU see figure: 14.4: A more detailed description can be found in section 15.3.1.1. As long as the actual propeller speed is different to the predefined propeller setpoint curve, the EECU provides a signal to drive the electric motor which is part of the governor. The desired engine speed for low power is only reachable in flight.

Fig. 14. 20 Propeller Setpoint Curve E4 engine

Propeller Setpoint Curve

VC31 Baseline 01

0%

100%

92%

20%

1600

1650

1700

1750

1800

1850

1900

1950

2000

2050

2100

2150

2200

2250

2300

2350

2400

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Power Lever [%]

Pro

peller

Sp

eed

[rp

m]



Revision no: 20

Fig. 14. 21 Propeller Setpoint Curve for E4P engine

The governor must have two mechanical stops which can be detected by the EECU through sensing pins. If one of these stops is reached the electric motor will not be actuated into the direction of the detected stop, only a movement into direction of the opposite stop is possible. The EECU also detects mechanical jamming of the electrical motor. In case of a e.g. a defect motor or mechanical stop sensing the motor will not be overheated because of excessive current consumption.



Revision no: 20

The connector equipped on the harness is a Deutsch AS 008 35 PN. Each compatible connector can be used on a governor.

Pin Description

1 Feather Valve

2 Feather Valve

3 Motor +

4 Motor -

5 Governor Stop Sensing

6 GND

Table 14. 17 Governor Pin Assignment

Table 14. 18 Governor Power Supply

Electrical Drawing Example

EECU E4

H-BridgeCurrent

Measurement

Propeller Governor – Actuator Circuit

Input Circuit

M

GND

330R

180R 560R

390R

Left

StopRight

Stop

Governor

Stop

Feedback

2K56

Curent

Feedback

Ubatt

Fig. 14. 22 Electrical Drawing Governor System


EECU Output Voltage Ubatt V

PWM Frequency --- 200 Hz

PWM- Duty Cycle 20 --- 100 %

Prop Speed Change Rate @ 28V

150 --- 200 rpm/sec

Motor current Normal operation --- 80 150 mA

Motor current motor jamming 190 --- 1000 mA

EECU Pull Up --- 2,56 --- kOhm

Ustop min. RPM Ubatt = 28V 2 --- 2,6 V

Ustop max. RPM Ubatt = 28V 1 --- 1,6 V

Governor deviation For a given setpoint -15 --- 15 rpm

Possible Governor System



Revision no: 20

14.6.5.3 EECU Caution Lamp

Each ECU has its own caution lamp output. The lamp will be supplied with bus voltage via the ECU. These display lamps are used to inform the flight crew of a detected EECU or Engine failure. The maximum specified lamp current shall not be exceeded under all conditions of the electrical power supply.

Choose the place of installation for the caution lamps that it can be easily seen by the pilot.

14.6.5.4 Power Lever Sensor

The Power Lever Sensor is a sensor using the Hall-Effect. It has two independent outputs with different output characteristics which are verified inside the ECU. Each ECU requires its own sensor. E.g. in a twin engine installation, 4 sensors are necessary. The installation of the two power lever sensors for the EECU shall ensure that the output signals are within 5% to each other (e.g. Signal A 85%, Signal B 87%).

Table 14. 19 Power Lever Sensor Power Supply

Power Lever Sensor Connector

Interface Definition

Description Type description

Connector A 210 540 36 81

Crimp Contact A 014 545 26 26

Sealing A 000 545 68 80


Power Supply Vcc 4,75 --- 5,25 V

Rotational angle -30 --- 30 °

Output signal 1 0,1*Vcc --- 0,9*Vcc V

Output signal 2 0,05*Vcc --- 0,45*Vcc V

Output current --- --- 1 mA

Offset at 180° rotation -5 --- 5 %



Revision no: 20

The wires from the engine harness to the power lever shall fulfill the following requirements:

Length of 3,5 m – all other lengths were not subject of DO-160 testing activities and need to be verified separately.

Shielding according to MIL-22759 (due to lighting protection and HIRF). The shielding shall be connected in the shortest way with a low impedance

connection e.g. as short and thick as possible to the power lever assembly. DEFINITION: Unshielded length max.: 5 mm

Depending on the design of the power lever assembly shielding direct to the sensors may be necessary.

The shaft of the sensor shall have a GND connection to avoid effects caused by ESD.

Each new installation of sensors shall be verified for compliance to applicable standards.



Revision no: 20

Mechanical installation

In case of counter facing sensors the opposite mounted sensor must be mounted with 180º rotation.

Fig. 14. 23 Mechanical Installation Power Lever Sensor

To ensure proper function and full power capability of the engine, some tolerance should be considered when designing the mechanical interface.

Using a mechanical adjustment of +/-9º at the 180º rotated sensor, an additional angle of +/- 2º is proposed. Using no mechanical adjustment at the 180º rotated sensor, an additional angle of +/ 10º is proposed. The mechanical stops shall have less than 1º tolerance during lifetime.

After installation the range and functionality of the sensors mounted in the power lever shall be tested. An appropriate test box can be provided by Austro Engine GmbH.



Revision no: 21

14.6.5.5 Engine Master

The engine master switch of both power lines must be connected to the EECU and the excitation battery connection to the alternator. This is a high active input. Further details can bee seen in the table under 14.6.1.2

It is proposed to take the engine master supply directly from the ECU BUS after the circuit breaker (between EECU and circuit breaker). For example:

Fig. 14. 24 Engine Master Wiring

14.6.5.6 Starter Switch

Any starter switch rated 8A or more is suitable.

14.6.5.7 Glow Enable

The GPC can be activated on ground (if the A/C on ground indication is proper installed) by this high active input.



Revision no: 20

14.6.5.8 A/C On Ground Indication

The low active A/C on ground inputs on EECU and GPC must be electrically separated in a way to prevent injection currents into a deactivated EECU (engine master off). For example, a diode can be implemented as shown below or a own EECU A/C ground indication switch can be used. In multi engine installations this need to be done for each EECU accordingly.

EECU

A/C Interface

CPC connectors

Signal A/C on

ground

indication

Other peripherals

A/C on

ground

indication

switch

GPCSignal A/C on

ground

indication

Fig. 14. 25 A/C on ground indication



Revision no: 20

14.6.5.9 Engine Selftest Pushbutton

The engine is able to perform a Selftest. For this a pushbutton need to be installed. This must be a normally open closer.


Current if switch active --- 12 --- mA

Activation of the Selftest via the Selftest Pushbutton shall only be possible if the VOTER Switch is in AUTO Position (logical AND relation). During the whole Selftest the Pushbutton must remain pressed. For example with a mechanically coupled switch with double contacts as shown in Figure 14.9.

Fig. 14. 26 S elf Test Wiring



Revision no: 21

14.6.5.10 Fuel Pump Relay

Each ECU is able to control a fuel pump relay. The outputs from the EECU are low active and only the active ECU supplies its fuel pump relay.

A switch to GND parallel to the ECU output must be installed to allow the flight crew to activate both fuel pumps simultaneously.

ECU A or B

Fuel

Pump

Fuel

Pump

Switch

Semiconductor

Switch ->

Fuel Pump relay

output

Fuel Pump

RelaySupply

Bus

Fig. 14. 27 Fuel pump switch

14.6.5.11 Voter

In case the 3 way cockpit switch is in the position AUTO (Voter proposal) the Voter logic in the EECU is in charge to select the ECU module (A or B) depending on operation hours or detected failures. A caution indicates the ECU module which has a detected failure. The magnitude of power change caused by ECU channel change (automatic or manual switch over) can be up to 10%. This may be caused by tolerances in Power Lever Sensor installation on ECU A and ECU B. Nevertheless the full setting range between 0-100% is available if the power lever sensor is installed according to the installation requirements The typical switch over time is 10 ms. The voter switch provides the possibility for the pilot to override the decision of the voter logic.


Output current 0,05 --- 2 A



Revision no: 20

A three positions switch must be installed.

It is proposed that the default value is voter, and in one direction the next positions are ECU A and ECU B.


Current if switch active --- 0,8 1,5 A

14.6.5.12 Glow annunciation

The GPC has an annunciation output. In case the GPC actuates the glow plugs the annunciation output provides bus voltage. The maximum specified lamp current shall not be exceeded under all conditions of the electrical power supply.

Choose the place of installation for the glow annunciation lamp that it can be easily seen by the pilot.

14.6.5.13 Glow caution

The GPC has a caution lamp output. The lamp will be supplied with battery voltage via the GPC. The maximum specified lamp current shall not be exceeded under all conditions of the electrical power supply. This annunciation is not mandatory but helps to diagnose failures.

14.6.5.14 Battery relay

The battery relay must be suitable for temporary loads in excess of 300 A and continuous loads of 100A. It is actuated via the battery switch.



Revision no: 20

14.6.5.15 Battery

Voltage: 24 V Capacity: min 10 Ah (C1) Current: min 100 A

All batteries have to meet the above mentioned terms or better. Taking into account that this battery is not used as back up source as shown in 14.2 and stated in 14.6.2.4, the required minimum capacity must be determined by the installer with respect to other loads on the Supply-BUS.

14.6.5.16 Feather Valve

In twin engine installations the Propeller Governor provides an interface to a feather valve. The GND connection of the governor is done on the engine, the supply voltage to the valve can be switched by the flight crew in the cockpit.

For further details on current consumption or function for the feather valve see the specification and manuals of the propeller governor.



Revision no: 20

Electromagnetic Compatibility and Environmental Conditions

Testing Categories according to EUROCA ED14D / RTCA DO160D.

14.7.1 EECU

Table 14. 20 Environmental categories EECU

The EECU is able to withstand a momentary power interruption for 50ms without reset of the microprocessor (as specified for section 16, cat. B).

If a reset occurs, e.g. because of a long-lasting power interruption, the run up time of the EECU will be less than 2 seconds.

*) “Abnormal Surge Voltage“ tested with 47V. This complies with the system configuration because the alternator has internal clamping/protection devices.


Temperature and Altitude 4.0 A2 and B2


Humidity 6.0 A





Power Input 16.0 B *)









Revision no: 20

14.7.2 Alternator and GPC




Humidity 6.0 A


Vibration 8.0 S, test curve L

Sand and Dust 12.0 D

Salt Spray 14.0 S





Table 14. 21 Environmental categories Alternator and GPC

14.7.3 Regulator




Humidity 6.0 A





Power Input 16.0 B







Table 14. 22 Environmental category Regulator



Revision no: 20

14.7.4 Sensors and Actuators engine mounted

Table 14. 23 Environmental categories Sensors and Actuators engine mounted

14.7.5 Power Lever Sensor




Humidity 6.0 A





Power Input 16.0 B







Table 14. 24 Environmental categories for Power Lever Sensor




Humidity 6.0 A


Vibration 8.0 S, test curve L


Sand and Dust 12.0 D

Salt Spray 14.0 S







Revision no: 20

Additional Installations

14.8.1 Alternator

A second alternator may be installed in a position as shown in Fig. 14.16 and Fig. 14.17 under consideration of the limits shown in Fig. 14.18. The weight of an additional alternator must not exceed 8 kg and the belt tensioner must not produce a transverse force at the prop shaft of more than 1000 N. The installation has to be done in a manner that the transverse force is supported approximately equal by the belt tensioner and the alternator support. The alternator drive has to be of a belt type which provides sufficient slipping as over torque limiting mean in case of blockage of the alternator. The belt pulley has to be designed for endurance strength or in case of designing for fatigue strength a fatigue scattering factor according to AFS-120-73-2 has to be applied. Extension nuts and installation of the nuts must comply with the following requirements:

- Strength of the nut 10.9. - Installation torque of 28 Nm - Securing with Loctite 2701

The alternator support has to be provided by a modified engine support as shown in Fig. 14.27 and Fig. 14.28.

Fig. 14. 28 Example Connection 1



Revision no: 20

Fig. 14. 29 Example Connection 2

Fig. 14. 30 Installation Distances

Take care of the aligned installation of the belt where as the distance of the belt pulley from the prop flange must be higher than 24 mm as shown in Fig. 14.30.

The belt tensioner may be installed in a distance of max. 26,5 mm to the gearbox housing as shown in Fig. 14. 30.



Revision no: 20

14.8.2 Electrical Connection

For installing additional alternators to the E4 engine adequate paralleling mechanisms must be established (electrical load balancing as for twin engine installations) or the additional alternators shall be electrically segregated from the E4-alternators. Electrical wiring shall be routed in a manner so that electromagnetic effects on the Engine Control System are limited to a tolerable level (as defined in DO-160 Sect.20 Category for the EECS components).



Revision no: 21

Engine Display

14.9.1 Description

One applicable engine display system consists of a Main Engine Display (MED) and a Secondary engine Display (SED) device, which is offered by Austro Engine (part no. MED: A1A-10-100-000; part no. SED: A1A-10-200-000). This system is proven to display the relevant engine parameters in consistence with the engine operation limitations as described in the Operation Manual. If other operation limitations or markings are necessary, the part number will change. The applicability of this system in the particular installation shall be reviewed by the installer. Austro Engine can provide the necessary performance data to support this review upon request. The Main Engine Display (MED) and the Secondary Engine Display (SED) have been developed under the design assurance system of Austro Engine Design Organization. The technical compliance of this equipment has been verified by Austro Engine.

14.9.2 Installation, Operation and Maintenance Information

The instructions for installing, operating and maintaining the engine displays are given in the document A1.04.01 Revision “Design Specification”. In this document the definition of the physical and functional interfaces to the aircraft and aircraft equipment is given.

14.9.3 Display Layout, Limits and Indication

MED Layout



Revision no: 20

SED Layout

14.9.4 MED and SED Limits and Indication

Limits and ranges of measured and displayed data are specified in the document A1.04.01 “Design Specification”. Changes to the values necessary for installations can be requested at Austro Engine.

14.9.4.1 Viewing envelope

The following maximum viewing angles have been determined for the display (under consideration of the Luminance Uniformity requirement of the relevant standard AS8034):

+/-19° in horizontal direction -26° in vertical direction The installer has to check, if the information is clearly readable from the relevant positions (pilot/co-pilot) at the intended installation position of the engine display system Details to the verification according AS8034 can be found in the Test Report A1.05.17 Chapter E170.



Revision no: 20

14.9.4.2 MED and SED Equipment Categorization

Both Engine Displays have been developed by processes according DAL D, for the SW according DO – 178B and for the HW according DO – 254 of the equipment. To ensure proper function of the engine display system, it was tested according DO 160- F. Below the equipment categorization can be found.

Table 14. 25 Equipment categorization


MED /SED

compliant

Temperature and Altitude 4 B2 Y

Temperature Variation 5 B Y

Humidity 6 A Y

Operational Shocks and Crash Safety 7 B Y

Vibration 8 S, testcurve

M

Y

Waterproofness 10 Y Y

Magnetic Effect 15 Z Y

Power Input 16 B Y

Voltage Spike 17 A Y

Audio freq. conducted susceptibility power inputs 18 B Y

Radio Frequency Susceptibility 20 T Y

Emission of Radio Frequency Energy 21 B Y

Electrostatic Discharge ESD 25 A Y


Issue date: 10.Feb.2009 Page: 15-1

Revision no: 1

15 Propeller Drive

General

For a proper propeller installation the installation manual of the propeller manufacturer has to be observed. Do not operate the engine without propeller


Governor Propeller


Gearbox


Issue date: 28.Apr.2016 Page: 15-2

Revision no: 21

Requirements for the Propeller

The propeller must be mounted on the propeller flange in accordance with the installation manual of the propeller manufacturer. Number of blades 3 Max. rotation speed 2300 rpm Max. over speed (20 sec.) 2500 rpm Max. weight 21 kg Moment of inertia 0,95 kgm² Recommended Propeller (E4): MTV-6-R/190-xx MTV-6-R/187-xx MTV-6-R-C-F/CF-190-xx MTV-6-R-C-F/CF-187-xx Recommended Propeller (E4P): MTV-6-R-C-F/CF-194-xx

The suitability of the engine for a particular propeller-aircraft combination has to be proofed as part of the type certification of the aircraft.

15.3.1 Governor

An electrically controlled hydro mechanical governor has to be installed. The governor is not part of the engine.

Approved governors for installation: MT-propeller P-877-16 MT-Propeller P-853-16

The EECU provides a signal for the governor to adjust the required rpm set point (refer to chapter. 14)

Governor drive:

Flange of the backside of the gearbox: AND 20010 Prop/Governor drive ratio: 1:1,16 Direction of rotation : CCW (facing gearbox pad) Overhang moment max. 3 Nm Break away torque: max. 40 Nm

For recommended filters to prevent governor damage due to possible contaminants in the gearbox oil refer to the datasheet of the governor manufacturer.


Issue date: 26.Mar.2015 Page: 15-3

Revision no: 20

15.3.1.1 Governor functional description

The propeller speed is conventionally controlled and kept by a mechanical propeller governor but the set point of the governor is adjusted by an electric motor controlled by the EECU. This electric motor substitutes the conventionally used Bowden cable and if e.g. the connection to the set point actuator fails, the set point remains unchanged and the governor controls the propeller speed to the last set-point. The desired propeller speed set point is calculated depending on the power lever sensor position. (refer to 14.6.5.2) The current engine speed divided by the gear box ratio is used to compute the propeller speed deviation which is then converted into an output ratio for the actuator The propeller speed set point is set by an electric motor (actuator) in the governor system. The governor controls the propeller speed via the propeller blade pitch angle The actuator control ensures together with the monitoring a safe and correct actuation If the set point is reached the actuator is deactivated and the governor controls the engine speed to the set point. Overview of propeller speed control:

Fig. 15. 1 Propeller Speed Control

Engine

Governor

End

Stops

ECU

Set Point

Actuator

(Motor) Propeller

Speed

Actuator

Control

Propeller

Speed

Control

End Stop

Feedback

Propeller

Pitch

Power

Lever

Sensor

Injection Quantity

CalculationEngine

Torque

Injection

Quantity

Engine Speed Information

Actuator

Set Point

Calc

Demanded

Torque

Calculation

Desired

Propeller

Speed

Boost Pressure

Calculation

Boost

Pressure

Gear

Box

Engine

Speed


Issue date: 03.Jul.2012 Page: 15-4

Revision no: 17


Direction of rotation: Clockwise in direction of flight Position: in the coordinate center

Propeller shaft flange connection: Only use bolts recommended by the propeller manufacturer

Whole circle:: 101.6 mm (4 in) Bore diameter: 6 x 12.75 mm (0.502 in) Centering bore: 2 x 12.7 mm (0.5 in)

R-Flange

Fig. 15. 2 R-Flange

Installations on Gearbox

For installation reasons it might be necessary to mount equipment direct to the gearbox. For that reason it is acceptable to remove cover bolt nuts and replace them by bolt extension nuts (e.g. Diamond P/N D64-7106-20-30). If such an extension is used it has to be ensured that the maximum shear force on a bolt does not exceed 250 N and the maximum bending moment on the nut direct at the gearbox cover does not exceed 6 Nm. The extension nuts have to be torqued with 28 Nm.

installation manual e4 series - austro engine

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