POWER PLANT SUMMARY3__ ENGINE PREPARATION| The JPX engine, specially created for the CRICKET, requires no modification. ‘The only preparation needed is the installation of clamps for attaching the piano wires 50110 on the rear surface of the housing. Don't forget to "Loctite" the #8 attachment screws (seal of crankcase and vibrations). You might also spend a bit of time with a duraluninun file on the edges of the valve chest beyond the heads of the attachnent screws ani also on certain parts of the carburetor in order to’ increase the clearance with regard to the fairing (i2lustration). = Then replace the ignition plate. Make sure that the_small_extr: Adentification is located on the forward side of the plate and doesn't rest on the f 8 screw heads. If this is the case, eliminate this projection with a file. = Attach the ignition plate with 2 $6 screws. = Put the: can in plece on the pin without tightening. ~ While turning the crankshaft (and the cam), check and adjust the spacing of the points. This spacing must be O.& mm 40.1 mm. Tighten the screws. = Adjust the ignition advance, This advance is 3 mm, This adjustment, As simple. Bring the piston 3 mm. above the upper dead point by turning the crankshaft 4n the direction of its normal rotation. This 3 mn. should be measured with a dipstick or comparator screwed into the spark plug hole. Hold the crankshaft in this position and turn the cam on its axis, in the normal direction of rotation, just until the screws begin to separate (use a light or a cigarette paper). When you have reached this position, tap light}y on the can in order to fix it on its conical axis. Make sure the plate and the flywheel (blower) are perfectly clean. Replace the magnetic flywheel, making sure that the lugs fit in the seatings on the can. Replace the starter support, then tighten the central mut. Notice that it has a left-hand threading. "Loctite" and tighten to 5 mkg. = It 4s also good to paint the cylinder black, which helps its cooling. Don't use a sprayer which would put too much in the bottom of the flanges. The thermal insulation which would result might become greater than the diffusion effect produced by the ‘color black. Use a brush and "dab" in corners with as thin a coat as possible. The same for the mufflers elsewhere.1_Introduction : ‘The CRICRI airplane Mc 15 model, is equipped with 2 JPX engines 2 The D and G versions are different only in the cylinder mounting, reversing them by 180°, consequently making them symmetrical in appearance. The direction of rotation, however, is the same: to the right. ‘The experience that we have with these engines allows us to state that they operate without problem. They are noted for very easy starting, lack of peculiar characteristics and the most dependable operation. 2_Characteristics ‘Type One cylinder two cycle Stroke 66 mm. Bore 62 mm. Displacement 212 em? Power without exhaust 12.5 hp at 6000 rpm Power with approved exhaust 15 hp at 6000 rpm Specific consumption 300 gr/hp/h Compression ratio 8.3/1 Cooling air Carburetor with diaphragus; all positions Decompression valve to aid in starting Ignition by magnetic flywheel with external high voltage coil. Coil aperture 12 V x cylinder single in light hard chromium alloy Housing in light alloy Crankshaft forged steel totally machined rotating on needle bearings & two needle thrust bearings forvard & rear. Push rod forged steel equipped with needle bearings Direction of rotation to the right - Weight 7.900 kg with carburetor, without fairing, without exhaust, with simple string starter. ae ALL the screw and bolt attachments concerned with the drive train unit (everything that vibrates) must absolutely be locked; NYSTOP or SIMLOC bolts on the hot parts, and all of the screws inserted with a thread-brake of the loctite type (blue). Systematically mark the 2 location of the screws or bolts with a dot of paint as visible as possible for later permanent checking. IMPORTANT NOTEaa 4 PREPARATION OF THE TILLOTSON CARBURETOR ‘The Pul 212 is supplied with TILLOTSON carburator type HL 309 A - 317 A or 322 4.1 Check of the carburetor condition Hormally these carburetors are delivered in good operating order. But, in case any carburetion irregularities might appear (incorrect adjustment of needle valve, no fuel intake, or on the: other hand a carburetor which drips, etc.) a check becones necessary. = Place on a very clean surface, using very clean tools. = Take off the body of the carburetor by removing the 6 screws located on the lower part and the central screw (29) of the filter cover. (See p. 4.6) — Remove the filter cover (32), the pump body (2), the diaphragm cover (24) and’ the diaphragm (3'and. 25). Be careful during the first disassembly: joints and diaphragms may stick. = Make sure the gasoline pressure control rod is flush with the edges of the floor of the carbureting chamber. If necessary, adjust it by twisting slightly, taking care not to force the needle valve (18). in its seat. ~ Gheck the seal of the needle valve. To do that put gasoline in the cavity containing the valve and introduce 1kg./cm* of pressure through the hole located on the edge facing the cavity (arrow on the illustration). No bubble should come up around the needle valve. Intermittently push on the end of the rod. ‘Ar should flow and then stop. In case of a leak, make sure there is no dust or residue preventing the needle valve fron resting on its seat (rubber insert). Check the condtion of the end of the needle valve (with a magnifying glass) and also the insert. In case of defect, replace them. Pressure = 11 = Polish the top surface of the pump body (2) which serves as a support for the pump diaphragm and particularly for the two small tongues of the latter which act as clack valves (3A and 3B). .Use fine sand paper (300 to 600) on a surface plate. Use it on the surface to be prepared and rub while turning. = Gheck the condition of the pump regulation. diaphragm and its seal. = Make sure no dirt of film (old loctite) remains in the entire volume occupied by the gasoline. = Clean everything carefully. with gasoline, reassemble the parts in the initial order and tighten the 6 body screws and the central cover screw with loctite. Do not use loctite on screws located within the path. of gasoline (formation of a film and needle valve leak). ~ Check the overall seal of the reassembled carburetor. To do that, attach4.2 container filled with gasoline, and blow hard on the hose. No bubbles sme 2 4.2 Balancing the carburetor = ‘This operation must be performed if the carburetor is not protected by a full fairing, sheltering it frm wind fron the propeller. — Unbalanced carburetors are characterized by a venting of the air regulation chamber (26) which opens directly to the side of the diaphragm cover (24). ~ This type of. carburetor functions properly away from air currents. = Lf the carburetor is located in a strong air current (the case of the CRICKET), it recovers the dynamic pressure or deptession of the spot where it islocated. This pressure, which is transferred directly to that of the gasoline located on the other side of the regulation diaphragm, results in the equivalent of an uneveness in level which can reach 10 to 20 cm. These variations, unpredictable, can lead to insurmountable difficulties in adjustment. = As a result the use of what we call a "balanced" carburetor is imperative in this situation. air intake, just upstream from the starter choke. This intake is positioned like a total intake. We know, certainly, that the total pressure, recovered at the opening of a passage subject to suction is equal to the exterior anbiantstatic pressure. A balanced carburetor is characterized by venting located right in the : 4 The Op existing between the intake of the carburetor and the nozzles consequently becomes totally independent of exterior conditions.HL SERIES CONSTRUCTION DATA and CHART ° 16) @5)44) @3) @2) (1) @0 DIAPHRAGM B CARBURETOR NOMENCLATURE gers Pump Diaphrogm A Dtophragm Pump Inlet Valve B Diaphragm Purp Outlet Val |- Fuel Pump Gasket Diophrogm Cover Gosker + Metering Chamber . Idle Fuel Adjustment Orific. 1OA Primary Idle Discharge Port Discharge Pe a jtment Orifi Ss e . ®) A@)(@) (a) (@ 15. Matn Fut Dlchorge Port 23) Z) 16: Choke Shutter (alt Soply Chanel at Necdle Scot 1A Copper Get Malm Adjustment Screw Inlet Tension Spring Control Lever 0 ulerom Pin 2. Atmomperle Von! Hole 24. Diephrogm Cover 25. Diephrogn 6) 8) (29) (30)(31) (32) 1) Be Anorerc chonber N trainer Caver Retaiing Ser ‘one plece Idle Adjustment Screw (ref. 7) & Main 30. Fuel Chamber f. 19), with rubberized “O" ring ottoched (not 31. Pulse Chamber lstrated above) ore ved. 32, Strelner Cover Diagran explaiing operation of, Tillotson diaphragm carburetor Damper diaphragm ‘upstream- If the engine is equipped with a balanced carburetor (you,can tell by the little bit of brass tube cut on a bevel in the air intake) everything is OK. = If not, you will have to modify it. Although a bit delicate, it's not really complicated considering the beginnings of holes made at the foundry which pretty much outline the course to follow. ~ The brass tube (# 3 x 0.5) is positioned as shown opposite. Its position in the air intake is determined by the small gap on the edge of the choke: flap and the start of the hole just below Choke flap it. The tube is fitted and its position is such that it does not hinder the mouve— ment of the choke (if possible, on the contrary, replace the original flap with another made of 0.8 mm. 2024 with a hole twice as small. The fuel suction, choke closed, will then be much better). The start of the hole that the tube will fit in corresponds to a hole located on the d4aphragn cover. will communicate with the air regulation chamber (26).. The beginning of a hole is already there. = With a small aluminum countersunk rivet, finally close the former vent located at the bottom of the chamber. Make sure that it is small enough and smooth so that it doesn't damage the diaphragms around it. - Make sure that air passes through the new passage and that there are no leaks elsewhere. 43 ‘As positioned, with the opening toward the rear, the carburetor needs only a sinple intake duct with ruried Ips (see drawing 500) attached by the two screws provided for. In this position, an air filter is not necessary. 4.4 Butterfly valve lever It should be replaced by the one on the plan (80017). Length from pin to pin = 20 mm. 5__AVTOMATIC RETURN DECOMPRESSOR You are dealing with an autonatie return deconpressor. To-start the 2 engine, just push on the head of the decovpressor. It will go back in Place by itself after the first explosion. Carburetor air intake Put in place with loctit6 PROPELLER, Before final assembly on the engine, it is necessary to fine tune the propeller balance. = To do that prepare a temporary shaft 300 to 400 mm. long, finely turned and even polished, one end of which will be the sane diameter as that of the engine shaft. = Then do a complete assembly of the propeller and its accessories (nose spinner) in the same way as on the engine shaft. - Put the extended part of the shaft on two perfectly straight knife edges, polished and level; or better yet on an ‘Temporary assenbly ({1lustration) made of two vertical plates equipped with two small bearings, free moving, attached secantly, one.on one side, the other on the opposite side of the plate. This system works as well as the other and has the advantage that it can be placed pretty much anywhere without any special leveling. ‘The temporary shaft, thus placed on the bearings, is probably going to start turning a bit and then stabilize in a certain position. Then mark, on the rear surface of the side plate, a vertical line going through the axis of rotation and put, about 1 cm. from the flange, a small bolt of appropriate weight (diameter 3.4 or 5 um.) later equipped with a few vashers. IE the propéller stops in a pretty much vertical position, use the blade foot holes intended for this. Drip a bit of tin solder or lead shavings + Araldite. Repeat the operation until the propeller remains immobile in any position. Warning: Considering the sensitivity of this operation, work in perfectly calm air. Before assembling the balanced unit on the engine, mark each of the parts so that you can put them back in their respective positions. ee7_ENGINE INSTALLATION ee aera oon teeta erence toca ere (oon cane 2 end pins 50119. Don't forget to use loctite. (Housing air tightness). ‘ = Screw the tierods 50107 on the front surfaces of the engine housing (TH or CHC shallow head screws). = Prepare the $ 3 piano wires, 50109, cold bent on the ends. These piano wires should just fit and even be a bit tight in the holes for the “drakes" and rear fittings. If necessary drill to 2.9 mm. diameter and finish reaming with a piece of the same piano wire which has been milled to a progressive flat surface on one end. Warning: § 3 piano wire of normal quality should require about 0.5 kg. in order to twist and also should be bendable (vise + hammer) almost to a right angle without breaking. Check these properties. Under no circumstances heat the piano wire for this use. Moreover, do not change the number, the diameter, or the length or the means of attaching the ends. The characteristics of the suspension will be modified and the vibration filtering altered. - Insert the piano wires in the holes of the rear fittings 50110, bend them back so that the front end is pointed down as much as possible. Tighten tenporarily. = Put in place coupling collar 50104. Put a block in between thick } enough that the fitting is held parallel to the front surface of the ( housing. Temporarily tighten the piano wire screws. - Put the engine in place at the end of the support and tighten the coupling collar on the end pins. ~ If everything has been done properly, the motor shaft should be parallel to the axis of the fuselage. If not, fix it. Tolerance = 0.5°. ~ Then go on with the "centering" of the engine, by checking the peripheral play of the ring stops 50120, To provide for the engine torque during operation, the right engine should be off center 1 m. downwards ani the left one 1mm, upvards. This operation should take place, normally, when the engine is completely equipped, that is, at its final weight. ‘The displacements are obtained by loosening the piano wires two at a time and pivoting them on themselves: = Vertically, working symmetrically, either on the two top wires, or on the two bottom wires. = Laterally, working in the same direction, either on the two right wires, or on the two left wires. Before permanently tightening the piano wire screws, check a final time the parallelism of the engine axis. = install the tlerod Linkage. Ite final adjustnent is explained in 2 Ch. 15 "Vibrations and rod adjustment". 4 tae@ THROTTLE CONTROL. In the “extra-flexible" version the best results have been obtained with "Duralinox self-lubricating transmissions." These transmissions Gre made from a #.1.8 mm. cable, extra flexible, sliding dry in a graphited sheath, itself surrounded by a Bowden type sheath of 2024 with a joined square section. Besides their minimal maintenance and their excellent "slide", these transmissions are twice as light as those usually used on bicycles. The cables are constantly tensed by the spring returns of the butterfly valves. In order to limit thchysteresis phenomena, the sheathes and cables have, 4m the longitudinal direction, the minimum elasticity. You should avoid in particular sheathes made of plastic which is too flexible. Although fa bit heavy, shutter sheath (also bicycle brake sheath but of smaller dianeter) or of certain cutters, made of steel, are a good solution. Brass tubes (aeromodelism) # 3 x 0.5, not yet tested, probably represent ‘a good solution. Aluminum tubes (f 3 x 0,5) wear out and break. In order to equalize the hysteresis of each control and preserve a iymactric operation of the two engines, in both accelerating and de tdlerating situations, the total anountl‘of bends must be the same for the two engines. Ag 2 result a parallel path with regard to symmetry fo necessary. The bends should be as elongated as possible. Moreover, of check before locking the rods on the butterfly valve pins, that the anglé“is the sane on the two engines. The length of cables should be adjusted So that, control levers all the way back, the butterfly valve rode rest right on the idling adjustment screws and that; all the way forvard, the valves are- totally open. ‘The length should be adjusted either at the carburate cable clamps or at the sheath attachnente. Fine adjustments, ae well as synchronization, should be done with adjustment screws located at the base of the control levers. In the "rigid cable" version (“push- pull") even better results have been achieved as far as ease and precision of operation are concerned. This control is made of a § 0.8 to a maximum @ 1 mm. piano wire (in order to go around the housing without difficulty) sliding inside a brass tube or the like. This systen must be greased. In order to minimize hysteresis fat the control lever, the piano wire should slide in its tube with a minimum of play. ‘The spring return of the butterfly valve is kept. A control of exceptionally easy operation has been made from a $ 0.9 mm. piano wire sheathed in teflon (# 1.3) and sliding inside an Arnite tube, itself sheathed in AG3. The external diameter of the AG3 tube is only 3.2 mm. and this solution is probably one of the lightest. ‘Also check that assembly doesn't risk getting cables or rode caught, which could casuse the throttle to be blocked. +.9.2 > TenintOW AD BORIS GUROTE The dgpition of the PU, 7124s a classic ignition using » magnetic » flywheel. Normally cabled, this engine can consequently function ‘ autonomously without a battery. ‘S.1 GENERAL CIRCUIT We can explain, in a simple manner, the role of the three wires which leave the ignition plate. = The longest, with a female socket, is to connect to the male socket positioned on the ignition coil. It carries to it the low voltage current. The coil, attached to the coupling collar, consequently to the ground, transforms this primary low voltage into secondary high voltage. The heavy wire, attached to the coil, then carries this high voltage to the spark plug. Connected in this way, the motor is ready to operate. = This same wire serves as a ground. You need only connect another wire along its path. Lt should consequently be connected to the ground switch; otherwise called the "contact. = The two blue wires, coming fron the blue coil, are used for power. This coil can. provide 30 Watts at 12 volts. Its current, after being rectified, is used to recharge the battery ani to power electrical equipnent (radio, revolution counter, ete. . . see illustration). ( The only recommendations it is possible to add are the following: ~ Since the engines vibrate a lot, the vires should be attached securely in order to avoid any untimely wear, protected from sharp edges (in this case, round them off), insulated and connected along standard principles. Avoid soldering (it breaks under vibration) and instead crimp. Consider possible disassenbly of the engine and connect with crimped lugs. Leave sufficient slack between attachments on the housing and attachments on non-vibrating parts of the supports. Attach securely cables where they leave the ignition plate in order to Prevent any rubbing against the flywheel. In case of radio use, shiéld all wires which may carry high tension current and attach shielding to ground. Avoid any loops in these wires. Don't forget that an electrical failure can result in one or both engines stopping. Conseouently, treat this systen vith as mich care as for the rest of the project. 2 Sparkplug 5 The sparkplug which is correct for this engine and for its operating conditions on the CRICKET is a: GK type B9 EV sparkplug This is @ sparkplug with platinun electrates whose reliability and longevity are clearly superior to those of "regular" spark; possible, leave these for engines vhich don't fly.) (ar9.2 the use of this type of sparkplug is injerative. ALL the more inperative e since each engine has only one single sparkplug. I rust point out that an unsuitable sparkplug (too hot, too cold, too short. . .ete.) may Fesult in different types of problens: operating difficulties, engine feilure and even piston damage. = Check the spark gap about every 30 hours. This gap should be between 0.5 and 0.6 mm. = Change the sparkplugs about every 60 to 80 hours. Lubricate the threading with graphite grease. Tighten to 2 nkg. 9.3 Interrupter It mist be kept in perfectly clean condition. Abovt every 50 hours check the play of the screxs (0.4 mm.) and their surface coniition. i, Rey Every 200 hours replace the entire interrupter. : Electrical Drawing Yailes reo e E fear Ginyu ESV bale ; ld |Skger — 7 Nc4 men Tipe A500 Bn SE a} | Te wnlament Feed 3! Pe get Left engine n Site eee NN spot j | wae Sremed conductor, Lepecative Circuit in Gembeet with seeendar is used, CLaterteremee suppresser) “ The seroegs aid 8 Conaeabad Ae cheval 410 10_ EXHAUST ) ‘The engine can run without an exhaust system. However, adding the ( aprroved exhaust system described on the plans produces: = A nore regular operation = An increase in power of 3 hp at 6000 RP = An important reduction in noise level. ‘This exhaust, as it is specified for material, dimensions, and color,(black) 4s approved for a speed of about 6000 rpm. A non-painted muffler would be approved for markedly higher speeds and the plane would not have the same ascent performance. The flat black color improves difusion of heat, and provided that it 4s adequately thin so that it doesn't work like insulation, allows shortening the muffler, other factors being constant. Depending on the use of the plane, you can shift the top of the power curve to slightly lower speeds or, on the other hand, to slightly higher speeds. In the first case, you need only lengthen the intermediate coupling from 2 to 5 cm., which will lengthen the muffler that much. The power 4s consequently increased at climbing speeds around -5500 rpm The Vz is improved, but to the detriment of maximum speed. In the second case, you need only shorten this coupling. The opposite results are obtained. ( As a safety measure, it is wise to thread a steel cable $ 2 mn. (bicycle brake) through the muffler. This cable enters through a small hole behind the exhaust angle, even with the engine and, slightly tensed, is attached to the rear of the muffler with a small cable clamp. This precaution, in case of attachment failure, permits holding the muffler in place and replacing it to its original position. This is always desirable. ae1_TANK, = Before proceeding to the installation of the tank, it would be useful, especially for planes intended for acrobatics, to make a pressure test. = Stop up the air vent. Screw in the filler cap. Then, attach to the "spigot" opening a sealed plate with a plastic tube 1 or 2 cn. in diameter and 1.5 m high"(measured from the bottom of the tank). - Put the tank on two sawhorses up against and at right angles to franes 2 and 3. Fill the tank with water, then the plastic tube until the water comes right up to the top. The tank must show no leak or cracking. The bottom, however, may flex 2 or 3 mm, = Before putting the tank in place, glue strips of foam rubber 3 to 5 mm. thick on contact surfaces, principally frames 2 and 3. ~ Screw the 4 threaded stems in the attachments on the crosspiece of frane 3. They should fit in the holes of the lateral tabs on the tank, after appropriate adjustment. - put the tank in place. Note that this operation can take place only if the dashboard has not been assenbled. Start screwing in the fear bolts without tightening them. Then, before attaching the front fairing, £411 the tank with about 20 kg. When the foam rubber strips are normally compressed, drill to match, still with a load, and screw the front fairing in place. Also tighten the rear screws a bit, then empty the tank. = Install the plate equipped with spigots and weighted tubing. These tubes, as well as the plate seal, should be made of synthetic rubber or some other pliable material, which does not react and harden when in contact with hydrocarbons. The weight on the tubing should be sufficient to drag the ends to the bottom of the tank, whatever position it be in. = Install the fuel tubes between the spigots and the engines. Same Yecommendation as above. Transparent or transluscent tubes allow you to see the fuel move along when it begins to flow. This is not a negligible advantage. Note. ‘The fuel ciruit warrants, on the whole, special attention, ‘Attach the tube ends securely; avoid sharp curves; avoid possible friction along corners; make ure that you prevent any possibility of loosening, wear, fatigue or rupture because! Air intake = engine failure = Venting is taken care of by a small tube 2 to 3 mm. in interior Gianeter at most. This tube goes through the bottom of the fuselage through a hole that is as suall as possible and opens on the under fide. Let 2 or 3 cm. hang out and cut on a bevel open towards the rear aea 12 FUEL AND FILLING With a free exhaust system, 13 hp max, a mixture of normal gasoline and oil is appropriate. With approved exhaust, a true dynamic compressor which brings the power up to 15 hp at the same speed, explosive combustion occurs. It is then desirable to use gasoline with a higher octane rating. = Either premium automobile gasoline = Or 100-130 octane LL airplane gasoline. One should add to this gasoline a good quality two cycle oil, which resists high temperatures. Choose, if you can, a "low percentage" oil (ess carbon deposit). We have found up to now that MOTUL CENTURY 2T is satisfactory as well as SHELL SUPER 2T OUTBOARD at levels of: - 3% during breaking in (about 20 hours) ~ 2.5% after that. It is probably possible to reduce these levels a bit more. In this situation, proceed progressively, checking the effect on the cylinder head temperature (Thermoculasse). Avoid non-"self-mixing" oils. In case of prolonged use, they may settle and cause trouble in restarting. Prepare the mixture in a 20 liter jerrycan or the like. Pour in the necessary amount of oil for this quantity, then add only 5 to 10 liters, which allows a vigorous stirring and a better mixture. Then complete filling. Put a tube about 1 m. long on the end of the jerrycan for transfer to the tank. Be careful when you reach the last few centimeters: the tank narrows and the level rises quickly. In case of overflow, open the 2 vents in the bottom of the fuselage, which will also permit the overflow to run out. ‘The fuel mixing which takes place ina fiberglas tank produces a certain amount of glass particles. These particles, very fine, are carried along by the fuel, go through the fuel filter ani collect in the seat of the ball of the main jet. To prevent this situation, which can eventually lead to carburation problems, you should add to the fuel filter a second one cut fron coffee filter paper. It's easy but effective. Change periodically.14.2 14 STARTING THE ENGINE - Make sure that the sparkplug sparks. To do that disconnect the sparkplug wire and connect to another that you are holding against a metal part of the engine. Decompress. Wind the starter cord. Switch on, Pull forecfully. The spark should flash, very blue, between the electrodes. If this is the case, reconnect the wire to the engine sparkplug. If not, check the ignition system before going further. - Fill with fuel (Cf. Fuel). - Loosen all the way the idling speed adjustment screw, until it pulls away from the butterfly valve lever. Screw back in. When the screw touches the lever, continue screwing about one or two turns. - Screw all the way in the idling richness adjustment screw. When it is all the way in, unscrew it one turn. = These two preliminary adjustments having been made, bring the fuel into the carburetor. To do that, close the choke flap, open the gasoline spigot, and turn the propeller by hand. The direction is not important. If the clack valves of the pump diaphragm have a good seal, the fuel should flow easily through the tubes: 10 to 15 cm. per revolution. When this operation is perforned on a dry carburetor, you must continue to turn until it is filled. = Then, continue to turn the propeller, choke flap closed,(I) until the fuel, coming from the # Z hole drilled in the elbow of the carburetor coupling, drips under the engine. = Open the choke completely. Wind the starter cord. Switch on, give a Little gas and pull. ~ If the engine doesn't start, try again. If it starts, give it a Little gas right away in order to get it going. Let it warm up 20 or 30 seconds. (Cf. also Ch. 3.7 Flight Manual) There are only two adjustments for this: richness and speed. These adjustments are made while the engine is running, in successive steps, since one depends on the other. = Speed: Play with the stop screw of the butterfly valve until the speed stabilizes around 1800-1900 rpm. Come back to this after adjusting the richness. Later, this speed can be progressively lowered to 1600-1800 rpm. after several hours of problem-free flight. - Richness: If the needle valve screw is very open (unscrewed too much) the motor runs very rough and jerky, out of time, and even choke and stop.43 13 _ENGINE ASSEMBLY don't stick out into the intake passage, and that the air passage from the engine housing to the pump diaphragm is in order. = Assemble the propeller, To do that, clean completely the conical part of the end shaft. Adjust the crown so that the propeller Gan be attached to match the direction of the crankpin (vertical, engine at P.M.H.). ~ Put the shaft extension in place and tighen. pon't. forget Loctite. = Attach the propeller and its accessories, balanced beforehand, to the positioning indicated above. = Put the throttle in place. = Install the ignition circuit, Attache the coil on the coupling Ting. The selection of this location is intended to increase the weight of this part in order to insure a better damping of vibrations. = Put the spark plug in place:.(cf § 9.2) Greasethe threads lightly and tighten a bit (~ 2 m.kg.). Connect. and make sure that the cap is pushed all the way in. ~ If you are installing a thermacouple, take off the spark plug washer and replace it with the crown of this device. ~ Assemble the exhaust. Check the joint seal and the proper continuity of the internal surfaces of the passage (same for carburetor). ~ Install the fuel circuit. Thus prepared, the engine is ready to start. ae14.2 In this case, close the gasoline spigot and try to start it, throttle fn about mid-position. When it starts, let it empty, completely. Open the spigot and begin the operation again after lowering the idling tichness. If, on the other hand, the needle valve screw is not open enough, the engine starts using the fuel sucked in, runs a few seconds, then slowly stops while losing speed. As one goes from an adjustnent that is too poor to one that is too rich, the speed increases, reaches fa maxinum, then declines progressively. In a similar manner, jerky Operation increases a bit, then becones very marked beyond the richness of maximum speed (illustration). The correct richness adjustment corresponds pretty much to that of = max speed just before jerkiness ro begins. ine Jo start, adjust the richness Y A500! serew by quarter turns (45°). Lshoo! Later, "the correct adjustment el can be determined within a few y degrees. It should be somewhere 5 around 1 revolution from ae full open. Poorer Richer Aeain check the idling adjustment after having made adjustments for fudl throttte, 24.2_Full throttle adjustment ‘This adjustment can be made only et full throttle; that is to say, with the butterfly valve totally open. If the main jet has a screw adjustment, you can mke @ rough adjustment, by setting the screw to the position >" that gives top speed. This adjustment $300 isn't very precise. It is preferable — 200 to proceed as follows: Fsave ‘Try several positions of the screv aso and, for each one, mark on a graph 4300} ‘Allustration) the engine speed. You & should get a curve which descends Cc thenld gots curve nite Sere ac OOD QOD O abruptly on the to> poor side. Reset *? Adjvtment position b vich the screw to the position which corresponds to the top of the curve; that is, the maximum speed. In case the carburetor is equipped with a calibrated jet, the only possible adjustment is to try different gauge jets. Experience shows that a given jet does not produce a given richness. This richeness is also a function of the deformation of the nenbrane, its stiffness, ‘the fit of the control rod (Cf. Ch. 4.1) of the valve spring, ete., and can vary considerably from one carburetor to another. Consequently ve prefer an adjustable cerburetor.m3 = If the adjustment is too poor, the engine uses less fuel but also ae ne ee ae 2 at low speeds. ( = If the adjustment is too rich, the engine uses more fuel, loses pover especially at altitudes, heats up less, but may run rough until you reach fairly high speeds. 4.3 Richness Indicator You can check on the proper adjustment. by checking the color of the electrodes ani thebody of the sparkplug after running for a certain tire at a particular speed (2 or 3 minutes). = Black, oily or sooty is an indication of too rich a nixture. = Dry and light brown - correct carburation. = Dry and white - too poor a mixture. Note 1), Adjusting to the richness of maximun speed does not constitute, in our case, a risk of locking up. Indeed, since this adjustment is nade on the ground and in a static situation, it can only get richer in flight since the altitude and engine speed go up. necessary to check then by comparison with the results fron a stroboscope, Note 2). Since revolution counters are not always exact, it is almost PY at full. throttle. ( at Teast at idJing speed NoteS) These adjustments should be made only with a carburetor equipped with the adapted air intake (C£. Ch. carburetor) and exhaust system in place. Without these two accessories, carburation, operation, and power are noticeably changed.Attaching the Linkage part 50123 Thi surface rain. Its shape, its make-up, @ several functions: part is made of a piece of geboon plywood 12 mn. thick with vertical its attachment guarantee 1 ~ Maintain the dihedral angle 2 = Provide a certain flexibility to the linkage of the rod ends 3 = Danpen lateral and vertical vibrations This part is attached by a sinple elastic binding on the front, surface ot the linkace ‘arms. Four rroups of bands, 6 to ? gr. of rubber per bani croup, that i @ total of 25 to 30 er. of ribber, guarantee.the attechrent. on the sereus attached to the front surface ¢ around the unit with a tension of about 100% (double the initial length and wrep arcuné). The bands located nearest the enzines shocld be very flat arf spread 4 in order to reduce the height of the arns in the fairing. At this p over the riher bends, top and botten, ainst the feirine te pravert then fron weari: In the middle it is necessary to glue a strip of rubber on the edges of the rats. Just the grip of the bands on these strips will guarantee through friction the lateral hold of the linkege part. Consequently, despite vibrations in all directions, the linkage part remains centered.(ie seasios a anne ma soe SOU) a Lessening vibrations caused by the two single cylinder engines attached to a unit as light as that of the CRICKET has, incontestably, been the hardest problem to solve. It requires some explanation. ‘The VALMET engines, whose moveing parts (piston + crossheads) are not particularly light, vibrate a lot. The amplitude of linear, vertical, and lateral vibrations is on the order of 1 mm. at the housing. To this one must add rotation vibrations due to the alternating torque of the single cylinder, especially strong. The severity of these vibrations has led us to perfecta particularly efficient suspension. ‘The solution originally adopted, which carries French patent No. 80-02260 of February 1, 1980, is characterized by a lessening of vibrations on the order of 98%. ‘The measured amplitude at the front of the fuselage is only about 2/100 mm. and provides the pilot a perfectly acceptable level of comfort. The use of piano wires working in a flexible parallelogram permits one, with a minimum of obstruction, to control the rigidity of the system and, consequently, to eliminate the resonance frequency (resulting in the recommendation of Ch. "Engine installation"), while maintaining the initial parallelism of the the engine axis. This system, very flexible, had to be complemented by the addition of tierods.” This tieing, in fact, increases considerably the effective moment of inertia of each isolated engine and readically lessens the more or less out of time rolling movements of the non-coupled engines as well as the disturbances in carburetor operation which resulted from it. This system of inter-engine linking, once in place, is almost totally independent of the structure. The intense vibrations which existed are consequently eliminated almost totally, after passing through the weight of the engines and the flexibility of the suspensions. Because of resonance frequency and also in order to facilitate construction, the linking is done with two identical rods, joined in the center by a Linkage part. ‘These rods which withstand all the alternating torque of the engines (7 to 10 times the average torque. . .) are consequently greatly strained and vibrate a lot. Vertical amplitudes going up to 1 am. when the engines are running smoothly are normal. These anplitudes can reach 2 to 3 mm., always vertical in direction, when the engines are idling. There is no reason to worry. In order to limit, at certain speeds, front-rear vibration, a play the center part. Set it up so that it stops against rubber. These resonances are noticeable around the cockpit. As on any airplane, you should avoid prolonged use at these corresponding speeds.pT BTS TION AND PERFORMANCE = At an idling speed of about 1609 rpm and a bit beyond, the encine runs rough. Beyond 3000rpm, 3500 at the outside, car buration should be correct and the engine should run smoothly. If this is not the cese, check the idling richness and that of full throttle, since it affects all in-between speeds, When the engine is hot ,pushing on the throttle lever should produce a Pretty regular increase in speed. In no case, even” with a correct idling richness, should a "normally rapid" throttling produce a carburation holé or unsure increase in speed. ‘The speed normally reached at the fixed point with a properly adjusted propeller is about 5200 rpm. = The maximun speed which should not be exemdedis 6500 rpm.” Conseguier: in rercbatize, weteh tae speed as Por any airplane with a constant piteh propeller. = For take-off and ascent. maintain full throttle. Limit this speed however to 2 or 3 minutes, This will lengthen the life of the engine. = The cylinder head tenperature (sparkplug body) should not .exceed 250° C. ig the throttle levers back so thet hed by polling mut 10% balov levels reached at full throttle. = Cruisin= speed is r level sreads stabilize shat While waiting, on the ground, it is almost preferable to let the engines run above transition specd around 3500 rpm (about 2.5 hp per engine). Comfort is improved. If the sparkplugs tend to deposit carbon, give them a few seconds of full throttle from time to time. Note: The remark in Ch. 14 must, of course, always be followed. 12. KING IN THE ENGINES = JK advises running the engines 4-5 hours at molerate speeds, progressive2y inrreasing (3020 to 4009 rpn) before Stying. = Use this opportunity to check the texperature, with a thermoculasse, at full throtéle in e stationary position at the end of the breaki: tine, Do not exceed the preseribed linit of 250°.¢ and realize that the tenperature will be lover in flight than‘on the, greund. = Before the first flisht, make sure that the engines.yin’af’ Least 3 ninvtes ct full throttle without any problen. zo that this procedure showld be repeated -anytine there nicht be the slichtest doubt (fuel modification, change in type of 3l -othanves, ete. + «) It nore withact says - After 3 4c § hours operation, tighten the er head (W HB screx to 2.1-2.2 nikg) and inspect (possible leaks, cable attachments, etc. .