LIMBACH L 2000 Series Installation Manual

L 1700 L 2000 and L 2400 Se ries Lim bach Flug mo to ren GmbH & Co. KG Kot thaus ener Str. 5 53639 Kö nigs win ter Ger ma ny Tel.: 02244 / 9201 - 0 Fax: 02244 / 9201 - 30 Part-No. 905.170.010.000 Edi tion: 01.03.99  Limbach Flugmotoren GmbH & Co. KG Flugmotoren

1 INTRODUCTION 1-1 1.1.1 Title 1-1 1.1.2 Foreword 1-1 1.1.3 Applicability 1-1 1.1.4 Copy right 1-1 2 MEASUREMENTS 2-1 2.2.1 Def i ni tions 2-1 3 COOLING 3-1 3.3.1 Description 3-1 3.3.1.1 L 2000 and Series Engines 3-1 3.3.1.2 L 2400 EF Engine 3-2 3.3.1.2.1 Cylinder Cooling 3-4 3.3.1.2.2 Cylinder-Head Cooling 3-4 3.3.1.2.3 Oil Cooling 3-5 3.3.1.2.4 Technical Data 3-5 3.3.1.2.5 Generator Cooling 3-6 4 FUEL SYSTEM 4-1 4.4.1 Requirements 4-1 4.4.1.1 L 2000 Series Engines 4-2 4.4.1.1.1 Connection Diagram 4-2 4.4.1.1.2 Carburetor System 4-2 4.4.1.2 L 2400 EF Engine 4-3 4.4.1.2.1 Components 4-3 4.4.1.2.2 Description 4-3 5 ELECTRICAL SYSTEM 5-1 5.5.1 Description 5-1 5.5.2 L 2000 Series Engines 5-1 5.5.3 L 2400 EF Engine 5-2 5.5.3.1 Description 5-2 5.5.3.2 Connection of the Engine Electrics 5-4 5.5.3.2.1 Mounting of the ECU and wiring loom 5-4 5.5.3.2.2 Connection of the wiring loom 5-4 5.5.3.2.3 Connection of the Relay-box (MCU) 5-4 5.5.3.2.4 MCU- test 5-4 5.5.3.2.5 MCU and emergency battery test 5-5 5.5.3.3 Engine Instruments 5-5 5.5.3.3.1 Instrument calibration 5-5 Flugmotoren 1 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 1-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

5-6 5.5.3.3.3 Con nec tion of RPM-Indicator with Gen er a tor-pickup 5-7 5.5.3.3.4 Oil pres sure and oil tem per a ture 5-7 5.5.3.3.5 EGT, coolant tem per a ture and coolant level warn ing lamp 5-8 5.5.3.3.6 Sta tus In di ca tor 5-9 5.5.3.4 Fuel Pumps 5-9 5.5.3.5 Connections for the Instruments/Panel 5-9 5.5.3.6 Ignition System 5-10 5.5.4 Requirements 5-10 5.5.4.1 L 2000 Series Engines 5-10 5.5.4.2 L 2400 EF Engine 5-11 6 ENGINE MOUNT 6-1 7 EXHAUST SYSTEM 7-1 7.7.1 General 7-1 7.7.2 L 2400 EF 7-3 8 PROPELLERS 8-1 8.8.1 L 2000 Series Engines 8-1 8.8.1.1 L 2400 EF Engine 8-1 9 VIBRATIONS 9-1 10 COWLING 10-1 10.10.1 L 2000 and Series 10-1 10.10.2 L 2400 EF Engine 10-1 10.10.2.0.1 Air Inlet 10-1 10.10.2.0.2 Air Ducting 10-1 10.10.2.0.3 Air Outlet 10-1 10.10.3 Engine Breather 10-2 11 Lit er a ture 11-1 Flugmotoren Installation Manual L 1700, L 2000 and L 2400 Series 1 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 1-2 Checked by: Edition: 01.03.1999 Reg. Number:

Replaces edition from: 10.03.86 Page: 1-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

In stal la tion Man ual for the LIMBACH L 1700, L 2000 and L 2400 Se ries Engines. 1.2 Foreword This man ual de scribes the re quire ments for the in stal la tion of the LIMBACH air craft en gines. The man ual con tains the man da tory re quire ments and also a num ber of rec om men da tions and guidelines. This man ual is for use by air craft de sign ers. LIMBACH Flugmotoren can not forsee all en gi neer ing as pects re lated to the spe cific air craft in - stal la tion sit u a tion. There fore this man ual is to be used as an as sis tance in the en gine in stal la tion de sign. Na tional airworthyness reg u la tions may over ride or con tra dict the in for ma tion given in this man ual. In such cases you should con tact LIMBACH Flugmotoren for guid ance, in cer tain cases your avi a tion au thor i ties may waive their re quire ments or pro ce dures if a rea son able ex pla - na tion is given. 1.3 Applicability This man ual is ap pli ca ble to all en gines of the fol low ing types: LIMBACH L 1700, L 2000, L 2400. The chap ters are di vided up into L 2000 and se ries and L 2400 EF en gine head ings. L 2000 and se ries rep re sents all L 1700, L 2000 and L 2400 EB en gines, which are air-cooled and sup plied with conventional car bu re tors and mag neto-ignition sys tems. L 2400 EF is de scribed es pe cially be cause of it´s elec tronic en gine man age ment sys tem with elec tronic ig ni tion, fuel in jec tion and liq uid-cooled cyl in der heads. 1.4 Copy right This man ual is pro tected by Ger man and in ter na tional copy right. This book or parts thereof, may not be re pro duced in any form with out per mis sion. Flugmotoren 1 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 1-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

They also con tain the lo ca tion and size of the en gine in ter faces (all di men sions are given in mil li - me ters). 2.1 Def i ni tions Fol low ing an il lus tra tion in di cat ing the cyl in der des ig na tion, di rec tion of ro ta tion etc. Flugmotoren 2 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 2-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 1 3 2 4 front rear top bottom rotation right left Fig.: 2-1

The L 1700, L 2000 and the L 2400 EB se ries en gines are air cooled. For safe op er a tion, a cowl - ing and baf fle sys tem is re quired. The air that en ters the in lets (A) must be guided through the finned pas sages of both the cyl in ders and the cyl in der heads. The heated air then ex its through the cowl ing exit (E). The exit open ing should be ap prox i mately twice the size of the in let. The en - gine re quires air at ap prox i mately 1000 li ters/sec ond at a pres sure drop of be tween 200.0 mm and 300.0 mm of wa ter (stan dard at mo spheric pres sure). Baf fles (B) must be fit ted cor rectly to achieve the op ti mum cool ing per for mance. The baf fles should touch the cool ing fins of the en - gine and must be sealed (S) against the cowl ing and the engine. To ob tain the cor rect fit at the pro pel ler is more dif fi cult but must also be achieved with care. Open ings, the size of the palm of the hand, can be ob served in this area which re duces the cool ing per for mance. The en gine is de signed for downdraft cool ing. Do not use up draft cool ing. Flugmotoren 3 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 3-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series A E S S O B B C H M X Fig.: 3-1Typical Engine Installation

blocked due to unsymmetric flight at ti tude A typ i cal en gine in stal la tion is shown in Fig. 3-1. To ob tain the max i mum cool ing per for mance, the up per ple num must be as large as pos si ble. The shape and size of the in let and ex haust open ings must be de signed not to ex ceed the tem per a - ture lim its (re fer to the op er at ing man ual) un der worst case con di tions (full power climb at the low est per mit ted speed). For the max i mum re li abil ity and safety, it is not rec om mended to ex ceed a cyl in der-head tem per - a ture of 160° C at high-power cruise. The en gine has an oil cooler (O) which must be po si tioned cor rectly and is the re spon si bil ity of the air craft de signer. It is pos si ble to drain the oil from the oil cooler at reg u lar in ter vals. The oil cooler must have a sep a rate duct for the cool ing air. This air is di rected through the cham ber of the up per ple num (cold sec tion) of the en gine cowl ing to the oil cooler. There is also a vent ing out let. To as sure a suf fi cient oil tem per a ture dur ing win ter op er a tion, it could be use ful to re duce the ef fec tive in let sur face of the oil cooler by us ing an alu mi num shield ing. Other changes to the fins and/or the oil cooler are not per mit ted. For cabin and car bu re tor heat ing a heat muff (M) around the ex haust may be used. It also helps to cool the ex haust, which may reacht tem per a tures of more than 800 °C. Use ducting hose (H) to at tach the heat muff to an open ing in the cowl ing. The heated air may then be sup plied to the car - bu re tor or to the cabin. Make sure that you have a proper exit (X) to the out side in case the cabin heat ing is switched off and that the duct (X) does not block the cool ing air exit (E) Cau tion: Use a car bon mon ox ide warn ing de vice to pro tect the crew from a defictive heat ing sys tem! Note: The cool ing sys tem will ab sorb power, which is no lon ger avail able for flight pro pul sion. A well de signed cool ing sys tem will min i mize these losses and in crease the flight per for mance and/or lower the fuel con sump tion. It is very im por tant that all of the com po nents in the cool ing sys tem are in stalled care fully. For more in for ma tion see Tech ni cal Bul le tin 44 in it´s cur rent edi tion. 3.1.2 L 2400 EF Engine The cool ing sys tem of the L 2400 EF en gine con sists of 4 dif fer ent sub-systems. The gen eral sys - tem lay out is shown in Fig. 3-2: • liq uid cooled cyl in der-heads • di rect air-cooled cyl in ders • oil cool ing • di rect air-cooled gen er a tor The ma jor por tion (70%) of the en gine heat is dis si pated by the cyl in der-head cool ing sys tem. The cyl in ders are cooled with air, the oil mainly re moves the heat caused by fric tion from the en - gine (5%). The cool ing sys tem is not de signed for con tinuos op er a tion at full power when the air craft is on the ground. Dur ing flight the flow of air in creases con sid er ably and the cool ing prop erty also in creases con sid er ably. The cyl in der head is de signed so that the liq uid cool ant, a wa ter/eth yl ene-glycol mix ture, flows through the pas sages in the cyl in der head un der pres sure. A pump cir cu lates the liq uid cool ant through the pipes (CO) to a ra di a tor (R). The cool ant is the re turned to the cool ant pump through a pipe (CR). Cooling air (AR)flows through the ma trix of the ra di a tor which cools the liq uid cool - ant. A sealed duct to the cowl ing is ncessary to en sure full flow through the radiator. The sys tem Flugmotoren 3 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 3-2 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

Replaces edition from: 10.03.86 Page: 3-3 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series Fig.: 3-2 L 2400 EF Cooling System Layout

a pres sure cap and a vent (XV) to at mo sphere to pre vent ex ces sive build-up of pres sure. A ther mo stat is not in cluded in this sys tem1 because the tem per a ture of the air-cooled cyl in der wall, a ma jor fac tor gov ern ing cyl in der wear, is reached very quickly. To pre vent the cyl in der head from reach ing an op er at ing tem per a ture which may be too low, in win ter months, it is rec - om mended that the air frame man u fac turer in clude an aero dy namic ra di a tor blind in the de sign. This will also re duce the sur face drag. The crank shaft drives the cool ant pump through a pul ley-wheel/belt sys tem. A tensioning ad just - ment arm and jockey wheel ten sions the drive-belt. A more re cent de sign fea tures of cyl in der-cooling is the use of units made from com pos ite ma te - ri als. This con sists of two fun nel shaped units con nected to the front of the en gine cowl ing. The air (AC) flows di rectly to the cyl in ders and elim i nates the re quire ment for the air baf fles to cool the en gine. This de sign is more ef fi cient and it is rec om mended to em body this in the de sign of the air craft. Use a seal of 170.163.500.000 to avoid the loss of cool ing-air be tween the fun nels and cowl ing. Note The air frame man u fac turer might de cide to in clude a wa ter-to-oil heat exchanger in pref er ence to the sep a rate com po nents. They are very com pact and are used in sev eral types of automobiles. This elim i nates the need for the cool ing ducting which is to be found in the con ven tional cool ing sys tem. LIMBACH-Flugmotoren do not rec om mend this prac tice. The use of in di vid ual items is rec om mended for safety. If a com po nent fails, it will not elim i nate the com plete sys tem and will al low the air craft to re turn safely, pos si bly on re duced power. 3.1.2.1 Cylinder Cooling The cyl in der cool ing re quires only 25% of the amount of air nec es sary for cool ing a con ven tional air-cooled en gine in stal la tion. Pres sure cool ing is re quired for the cyl in ders. The en gines are de liv ered with the cool ing-air ducts, for cyl in der cool ing, al ready at tached. The cool ing air en ters two in lets and is ef fec tively di rected, by the cool ing-air ducts, to the sur face of the cyl in der. The in ter face of the cowl ing to the cool ing-air ducts must be sealed. 3.1.2.2 Cylinder-Head Cooling The cyl in der-head cool ing con sists of the fol low ing com po nents (Fig.:3-2): Pos. Item De scrip tion Coolant pump installed on engine CO,R Coolant pipes partially installed on engine missing parts are customer supplied items CO,R Coolant hoses included in the installation kit, missing parts are customer supplied items R Radiator (cooler) included in the installation kit X Expansion vessel with pressure cap included in the installation kit Thermostat optional Flugmotoren 3 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 3-4 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 1 A thermostat is optionally available on special request

sign it may be pos si ble to use a com mon out let. The size of the ra di a tor is de pend ent on the aero - dy namic con di tions such as air-speed dur ing climb, po si tion of in stal la tion and de sign of the air in let and out let. The rec om mended sizes of the ra di a - tor are based on an air-speed of 40 m/s and a tem per a ture dif fer ence of 60° C be tween the cool - ant and am bi ent air. The size of the ra - di a tor may be re - duced if there is an in crease in air ve - loc ity and/or cool - ant tem per a ture. How ever, for safety rea sons, a max i mum tem per - a ture of 110° C must not be ex - ceeded. The pipes for the cool ing wa ter have a di am e ter of 25 mm and the mix ture is 50% gly col for frost and cor ro sion pro tec tion. There are two bleed lines from the out lets from the en gine to the ex pan - sion ves sel. The an gle of in stal la tion of the ra di a tor is 45° and is in stalled on the brack ets of the en gine mounts. Flex i ble hoses per mit the en gine to move in re la tion to the en gine mounts (en gine is in stalled in rub ber anti-vibration blocks). Make sure that the out let for the cool ing air is of an ad e quate size . In stall the ex pan sion ves sel at the high est point (for bleed ing). 3.1.2.3 Oil Cooling Oil cool ing (Fig.: 3-3) re quires an other ra di a tor or heat exchanger, which can be slightly larger than re quired be cause of the ther mo stat. The oil cooler is de liv ered within the in stal la tion kit. The oil cooler may be at tached di rectly to the cowl ing and the cool ing air is pro vided through an NACA in let (N) and a Duct (D) to the oil cooler (O). The cooler must be sealed against the duct with an elas tic seal (S) to pre vent an air bleed to the in side of the en gine cowl ing. The air bleed would cause a dis tur bance of the pres sure dif fer en tial which is used to op er ate the air-based por - tion of the cool ing sys tem. The warm air ex it ing from the cooler must pass through the main cool ing air exit. Be sure to di men sion it ac cord ingly. Note: The duct (D) must also be sealed to wards the cowl ing. Keep in mind that the in stal la tion sit u a - tion may change with man u fac tur ing tol er ances which may be very large with all de pend en cies con sid ered. Also con sider that the enduser may not al ways fit the cowl ing cor rectly and that the seal ing should func tion in such cases also. In spec tion of the seals should be in cluded as an item in your maintanance doc u men ta tion. Flugmotoren 3 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 3-5 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series D O S In Out N Fig.:3-3 Oil Cooler Installation L 2400 EF (Sample)

approx. 0.1 m3/min. @3000 rpm Max. coolant temperature 110° C Size of radiator approx. 4,5 dm2 Air-speed ahead of the radiator approx. 40 m/s Max. pressure in the cooling system 1.2 bar Air flow over cylinders approx. 0.2 m3/s / 0.17 kg/s Size of oil cooler approx. 2.0 dm2 3.1.2.5 Generator Cooling On the rear of the gen er a tor is a cool ing cap to pre vent over heat ing of the di ode plate. A wire re - in forced hose of di am e ter 25 mm sup plies pre-cooling air to the oil cooler at the NACA in let. Flugmotoren 3 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 3-6 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

should also be a good chem i cal re sis tance to clean ing ma te ri als. An haz ard ous op er at ing con di - tion may oc cur when fuel tanks are used which are made of com pos ite ma te rial and ob serve the sur face seal ing and also the ad he sion. New lead-free fu els con tain an al co holic dis sol vent. Both a fuel fil ter and a wa ter trap should be pro vided at a suit able lo ca tion. No par ti cles larger than 7-10 µm must be al lowed to pass through the fil ter. De pending on the de sign of the fuel sys tem and the am bi ent tem per a ture, va por locks may oc cur. These cre ate a se vere power loss. In some air craft it may be pos si ble that the pi lot may not ob - serve any in di ca tion of this dur ing taxi ing and the take-off run. The op er at ing man ual of the air - craft must con tain an in di ca tion of this fact. The prob a bil ity of va por locks is min i mized if the in struc tions on the con nec tion di a gram are fol lowed. The elec tri cal fuel pump must be placed at the cool est po si tion in the sys tem. In or der to re duce the fire haz ard, only min i mum quan tity of fuel is to be con tained for ward of the firewall. Flugmotoren 4 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 4-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series V2 P2 V1 S1 F1 F2 V3 P2 F5 T1 T2 W1 Fig. 4-1 Fuel System Diagram, Engines with Carburetors

The fil ter must have a ca pac ity of be tween 0.15 li ters and 0.25 li ters. A suit able fil ter is avail able un der the part num ber 201.090.015.000. The L 2000 se ries en gines are pro vided with a pos i tive dis place ment me chan i cal pump which is suf fi cient for nor mal use. For ad di tional safety, an elec tri cal fuel pump should be con nected in line to the me chan i cal pump (di a gram). The elec tri cal pump is man da tory if MOGAS fuel is used. 4.1.1.1 Connection Diagram Fig. 4-1 il lus trates a sam ple fuel sys tem. The lay out may vary with air craft and na tional air wor - thi ness re quire ments. The des ig na tions of the di a gram sym bols are as fol lows: F1 Fuel filter F2 Water trap F5 Tank filter P1 Mechanical fuel pump P2 Electrical fuel pump T1 Fuel tank T2 Tank vent S1 Fuel pressure indicator (optional) V1 Carburetor V2 Carburetor (only twin carb models ) V3 Fuel cock W1 Firewall 4.1.1.2 Carburetor System LIMBACH en gines in gen eral are equipped with con stant de - pres sion car bu re tors. There fore the pres sure of the in take-air must be at the same level as the air pres sure for the float cham - bers ven ti la tion and for a work - ing al ti tude cor rec tion. Never use a di rect pres sure air sup ply for the in take be cause this would give a very in con stantly lean mix ra tio. A car bu re tor heat ing sys tem is rec om mended to pre vent car bu re tor ic ing (Fig. Flugmotoren 4 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 4-2 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 1 2 3 4 5 1 6 7 8 9 10 Fig.4-2 Sample Carburetor Preheat System L 2000 EA (Single Carburetor) series

the fuel tray (item 10) which is lo cated be low the car bu re tor to pre vent fuel from drip ping onto hot en gine com po nents. Po si tion of the notch in gas ket (1) is also very im por tant to en - sure the func tion of the car bu re - tor. Check the air fil ter flange of the car bu re tor and make sure that the open ings are not cov - ered with the gas ket. Flugmotoren 4 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 4-3 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series Fig. 4-3 Sample Carburetor Preheat System L 2000 EB1AA (Twin Carburetor) Series

4.1.2.1 Components The fuel pipes must be so routed as to avoid heat ing of the fuel. The L 2400 EF en gine has elec - tric fuel pumps which pro vide the re quired in jec tion pres sure and the de liv ery out put is ap prox i - mately 100 l/h. This is well above the max i mum con sump tion of 30 l/h. The pres sure reg u la tor con trols the in jec tion pres sure. Fuel not in jected into the cyl in ders flows from the pres sure reg u - la tor back into the tank (loop cir cuit). The fuel sys tem, down stream of the pumps, op er ates at a pres sure of 2.5 bar. The ma te rial of the fuel lines, in ter nal di am e ter 6.0-8.0 mm, is to be com pat i - ble with the type of fuel used. Suit able fuel lines are avail able on re quest. 4.1.2.2 Description Fuel is sup plied to the in jec tion noz zles (F1-F4) by a loop cir cuit which pre vents the for ma tion of gas bub bles. The tank(s) (T1) also pro vides the func tion of the ra di a tor1. The fuel flows from the tanks to the ac tive pump (P1 or P2), from the pump to the fil ters (F1-F4), to the in jec tion noz zles Flugmotoren 4 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 4-4 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series L1 S1 L2 L4 T1 T2 F5 F2 F1 F3 V1 V2 V3 P2 P1 L3 R2 W1 Fig. 4-4 Fuel System Schematic L 2400 EF 1 The fuel tank should have some extra volume to allow for expansion of the fuel and to provide some extra space for separation of air bubbles.

4, 2, 1 and 3, from the in jec tion noz zles to the pres sure sen sor (S1) and then to the pres sure reg u - la tor (R2). The un used fuel flows back into the tanks. The elec tric driven pumps, ar ranged in par - al lel and the sep a ra tor(s) (F3, F4), are to be lo cated at the low est pos si ble po si tion in the fuel sys tem (Fig. 4-4). The fuel lines uses must be pres sure re sis tant to a de sign pres sure of 3 bar and to a limit pres sure of min. 6 bar. They must be pro tected with fire re sis tant sleeves. Also the fuel lines must be chem i cally re sis tant against avi a tion and au to mo tive fuel, al co hol (meth a nol) and en gine oil. Item Com po nent Re mark Po si tion F1-F4 Fuel injection Engine T1 Tank Airframe/wings T2 Tank vent F1, F2 Filter 7.0 um, with replacement and inspection facility Firewall / airframe F3, F4 Water separator(s) main fuel/feed auxiliary system if specified firewall F5 Tank Filter Tank L1 Fuel line Crossover line to cylinder banks Engine L2 Fuel line Return to fuel pressure regulator Engine to firewall L3 Fuel line Pressure line from pump(s) Firewall/engine P1, P2 Fuel pumps electrically driven; main and auxiliary system Firewall / airframe S1 Fuel pressure sensor connect between cross-over line and pressure regulator. firewall V1-V3 Shut-off valve(s) main fuel/feed auxiliary and return lines if specified Airframe R2 Pressure regulator connect manifold pressure, cross-over and return line firewall 4.2 Airfilter An air fil ter (A) (see Fig.:3-2) should be used to pro tect the en gine from dust and dirt. The air fil ter duct has been op ti mized for the en gine and should not be changed, be cause the power might be re duced. The air fil ter must be pro vided with cool air from the out side. An en clo sure for the air fil ter that is at tached to the cowl ing has proven to be prac ti cal. A drain vent in the air fil ter enclosure pro vides pro tec tion from wa ter ac cu mu la tion in the cell of the air fil ter. An in ter nal vane pre vents the in gress of wa ter. Flugmotoren 4 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 4-5 Checked by: Edition: 01.03.1999 Reg. Number:

cross-section of the ca ble. The starter will draw a cur rent of up to 300A. Cau tion: Be aware of a pos si ble fire haz ard when in stall ing the starter ca ble. 5.2 L 2000 Series Engines The L 2000 se ries en gines have a 12V elec tri cal sys tem for both the starter and the al ter na tor, a 24 V Sys tem is avail able on re quest. Ob serve the wir ing di a gram. Rec om mended fig ures for the bat tery ca pac ity are 12V/28Ah and a cross-section for the starter ca ble 16mm². Ac cord ing to your in stal la tion, these fig ures may vary con sid er ably. Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series GND (31b) G2 G3 N1 H1 F1 H1 S2 F1 G1 + P1 S1 V1 K1 F2 C1 Y1 P2 P3 P4 P5 P6 F6 F5 F4 F3 B4 B3 B2 G4 S3 E1..E4 M1 B1 30 31 50 B+ D+ D+ DF D- 31 W 31 B+ D- D+ DF (Exc) + + - - + - + - tegt tcht Bus +12V A M n poil toil Fig. 5-1 Sample Wiring Diagram for L 2000 Series

sec tion as the starter ca ble and should be at tached to one of the starter mount ing bolts. Warn ing: If the mag neto switch is be set to the “ON” po si tion (for ex am ple cir cuit test ing) be ware of the “Hot-Engine”con di tion es pe cially if the pro pel ler is at tached. The bat tery must not dis - charge with the mag neto switch in the “ON” po si tion. 5.3 L 2400 EF Engine 5.3.1 Description The L 2400 EF en gine has a 12V elec tri cal sys tem for the en gine electrics, the starter, the pumps and the gen er a tor. The en gine is equipped with an elec tronic en gine man age ment sys tem that pro - vides full con trol of the fuel and ig ni tion re quire ments of the en gine through out the com plete op - er a tional en ve lope. Mix ture con trol, due to the am bi ent con di tions, is au to matic. The in for ma tion re quired to cal cu late the fuel flow and ig ni tion ad vance is given in two ba sic ta - bles with 16 x 16 fields. This gives a to tal of 256 in di vid ual val ues for each of the two func tions. En gine speed and throt tle an gle are used to ad dress the in for ma tion given in the ta bles. En gine re - quire ments for op er at ing con di tions that do not ex actly cor re spond to the ta ble en tries are in ter po - lated. Ad di tional in puts give in for ma tion on air tem per a ture, air pres sure and en gine tem per a ture. They are used to ad just the val ues in the ba sic ta ble to the re quire ments for non-standard en vi ron - men tal con di tions. The En gine Con trol Unit (ECU) is the elec tronic brain. Warn ing: Func tion of the en gine man age ment sys tem is de pend ent on the avail abil ity of elec tri cal power. Un like con ven tional en gines with mag ne tos, the L 2400 EF en gine will not func tion with out a 12V power source. To pro vide op er a tional be hav ior sim i lar to the con ven tional en gines that most pi lots may be fa mil iar with, a back-up sys tem is es sen tial. This is pro vided by the emer gency switch and the re lay box (MCU). It should en sure a sup ply of the elec tri cal power for the en gine func tion for a min i mum pe riod of twenty min utes af ter the loss of power from the main elec tri cal sys tem. The emer gency switch is in cluded in the cir cuit in case the fuel pump or a sen sor cases to func - tion. In the emer gency op er a tional mode, the sec ond fuel pump re places the pre vi ously ac tive pump, the sec ond speed sen sor re places the pre vi ously ac tive speed sen sor. The sen sors re vert to a per ma nently set re sis tance. The en gine can be started with the emer gency switch in the “Emer - gency op er a tion“ po si tion, pro vid ing that the main switch is in the “ON“ po si tion and the main bat tery func tions cor rectly. The hous ing has a di am e ter of 53.0 mm. The emer gency switch does not in flu ence the elec tri cal power sup ply/pe riod of op er a tion. The re lay box has the func tion to sup ply the en gine with elec tri cal power from the main bat tery, gen er a tor and the emer gency bat tery. The nom i nal cur rent is 12V. There is a 9 Amp. con sump - tion for en gine op er a tion. Be cause the op er a tion of the en gine is de pend ent on the func tional op - er a tion of the elec tri cal power sup ply, the emer gency bat tery and ap pro pri ate switch ing in side the re lay-box (MCU) is nec es sary. No elec tri cal power flows from the emer gency bat tery into the air - craft net work but the bat tery can be con tin u ally charged. The gen er a tor pro vides the sys tem with 13.5-14.0V. 5.3.2 Connection of the Engine Electrics 5.3.2.1 Mounting of the ECU and wiring loom The ECU should be mounted with shock mounts. For ex am ple 1 Barrymount GE 21-03-05 may be used at the back side and 2 Flex-Loc Q-6 at the front. Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-2 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-3 Checked by: Edition: 01.03.1999 Reg. Number: Fig. 5-2 Block Diagram L 2400 EF Electrical System

loom. The plugs and the flanges X4 and X8 are at tached to the firewall. Each con nec tor needs 4 bolts M4x15 mm, wash ers and nuts. 5.3.2.2 Connection of the wiring loom The ca bles for the en gine are di vided into three ca ble looms: • ca ble loom, ECU (in cock pit) • ca ble loom, en gine • ca ble loom, ig ni tion. Con nect the ground con nec tion for the elec tro-magnetic shield (EMS). The ca ble loom, en gine, is con nected to the ca ble loom, ECU, at the firewall. The ca ble loom has a pro nounced hang near X4 to pre vent wa ter, due to con den sa tion, from run ning into the plug (“wa ter sack“). The sub se - quent rout ing of the ca ble loom must be made such, that it is not par al lel to the ca ble loom, ig ni - tion. Con nect the ca ble loom to the ap pro pri ate sen sors, ig ni tion noz zles and the wa ter-loss con tact on the ex pan sion ves sel. Con nect the ground con nec tion for the EMS. The ca ble loom, ig - ni tion, is to be as sem bled in ac cor dance with the des ig na tions. The ECU, mounted on the in stru ment panel on the con sole, is con nected to the plug X1. There must be no col lec tion of hot air or heat ing. The ca ble looms, MCU and ECU, should be eas ily de tach able. The ca ble loom, ECU, is con - nected to the emer gency switch, which is mounted in the in stru ment panel, by the plug X6. The fuel pumps are con nected by the plug X9. A re li able ON/OFF switch for the en gine elec tri cal power is mounted in the in stru ment panel and is con nected by the con tacts pro vided to the plug X7. The LED’s for the sta tus of the emer gency are con nected to the plug X7 if in stru ment 250.215.025 000 is not used. The plug X7 also pro - vides fur ther out puts for the in stru ments. 5.3.2.3 Connection of the Relay-box (MCU) The elec tri cal power for the en gine electrics is sup plied thru the re lay-box (MCU). • (+)emer gency batt. ter mi nal to the emer gency bat tery • (+)main batt. ter mi nal to the main re lay K1 and main cir cuit breaker FH • (-) ter mi nal = GND to (-) of the main bat tery Keep the ca bles as short as pos si ble. The fuses for the en gine are in the re lay-box (MCU). 5.3.2.4 MCU- test It is pos si ble to carry out the fol low ing test for cor rect MCU-connection: • Set the me ter (e.g. Voltkraft M3850D) to di ode test += • At tach the neg a tive (-) ter mi nal on the me ter to the emer gency bat tery (+), the pos i tive (+) ter - mi nal on the me ter to the main bat tery (+) =>Dis play: ap prox i mately 200mV • At tach the pos i tive (+) ter mi nal on the me ter to the emer gency bat tery (+), the neg a tive (-) ter - mi nal on the me ter to the main bat tery (+) =>No dis play, over load (OL) 5.3.2.5 MCU and emergency battery test Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-4 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

• dis con nect ing the Gen er a tor be fore start ing the en gine • switch ing off the main switch whilst the en gine is run ning then • the en gine has to keep on run ning (20 min utes) The emer gency bat tery now sup plies the re lay box with the elec tri cal power for en gine op er a tion. The warn ing lamp “Emer gency bat tery dis charg ing” il lu mi nates. 5.3.3 Engine Instruments A se lec tion of in stru ments are avail able. Sen sors for the oil tem per a ture, oil pres sure, wa ter tem - per a ture and EGT are mounted on the en gine. The ap pro pri ate ca bles are to be routed. Con nec - tion is to be in ac cor dance with the in struc tions of the equip ment man u fac turer. Cer tain in stru ments will be con nected to the plug X7. Op tional in stru ments are: Func tion Di am e ter Part No. Oil temperature Oil pressure combination instrument 57 mm 250.215.010.000 Oil temperature 53 mm 170.215.100.000 Oil-Pressure 53 mm 170.215.110.000 Water temperature, EGT, Water-loss warning lamp combination instrument 57 mm 250.215.020.000 Status Indicator (engine-hour counter and warning-LED´s: fuel-pressure, discharging emergency-batt. charging emergency-batt.) 57 mm 250.215.025.000 RPM-indicator, (operating with the engine´s inductive sensors) 80 mm 250.215.002.000 RPM-indicator, type “W“ from VDO 80 mm 250.215.002.000 5.3.3.1 Instrument calibration Cal i bra tion of EGT and wa ter tem per a ture (250.215.020.000) EGT in stru ment cal i bra tion “K“ (turn RFSD): Temperature Calibration voltage 800° C 32,7 mV 700° C 29.1 mV 500° C 20,6 mV Wa ter tem per a ture: Ad just L"0" at 30°C, LFSD at 90°C with sen sor in warm wa ter Cal i bra tion of oil pres sure and oil tem per a ture (250.215.010.000) Oil pres sure: Ad just R"0" for 0 bar with 10 ohm, RFSD for 6 bar with 115 ohm Oil tem per a ture: Ad just L"0" at 50°C, LFSD at 90°C with sen sor in warm wa ter Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-5 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

Ad just the “0” point first. Then run up en gine to ap prox i - mately 2500 - 3000 rpm, mea sure the pro pel ler rpm with a cal i brated op ti cal ta chom e ter and ad just the “R” screw ac cord ingly. 5.3.3.2 Connection of RPM indicatorwith 9-Pin connector RPM in di ca tor (250.215.001.000) Pin Des ti na tion 1 +12 V 2 +12 V 3 Input Sensor+ 6 Input Sensor-, GND Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-6 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 0 5 10 15 20 25 30 35 40 x100 Fig.5-3 RPM indicator 250.215.001.000 O R Fig. 5-4 RPM indicator 250.215.001.000.000 rear view 1 2 3 4 5 6 7 8 9 Fig. 5-5 Pin Assignments 9-Pin Connector

Gen er a tor-pickup Al ter na tively an RPM-indicator with Gen er a tor-pickup may be used (Fig.: 5-6). Check wether the Gen er a tor has the ap pro pri ate con nec tor “W” (Fig.:5-8). The pickup “W” on the gen er a tor is con nected with the ap pro pri ate ter mi nal on the RPM in di ca tor (Fig.:5-7). Note the dif fer ent con nec tors for the dif fer ent sup ply volt ages. Af ter in stal la tion, the in stru ment must be cal i brated. Mea sure the pro pel ler rpm with an op ti cal ta chom e ter at ap prox i mately 2/3 max en gine rpm and ad just the screw “S”. 5.3.3.4 Oil pres sure and oil tem per a ture (250.215.010.000) Pin Des ti na tion 1 +12 V 2 +12 V (Light) 3 (GND) 4 Sensor, temperature, VDO 5 (GND) 6 Sensor, pressure 0-10 bar, VDO 7 GND Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-7 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 0 40 35 30 5 10 15 20 25 x100 rpm Fig.: 5-6 RPM Indicator “W” S + - W24 W12 L Fig.: 5-7 RPM Indicator “W” Connector Side W Fig.:5-8 Generator with RPM-pickup “W” D+ B+ W DF D- Fig.: 5-9 Internal Diagram of Generator with RPM-pickup “W”

warn ing lamp (250.215.020.000) Pin Destination 1 +12 V 2 +12 V (Light) 3 GND, water temp. sensor - 4 Sensor, water-temperature + 5 Sensor, EGT - 6 Sensor, EGT + 7 GND, 8 LED - 9 LED + Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-8 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series Fig.: 5-10 Oil Pressure and Temperature Indicator W E L Fig.:5-11 EGT, Coolant Temp. and Coolant Level Indicator LFSD RFSD LO Fig.:5-12 Rear View Dual Indicator Instruments

(250.215.025.000) Pin Des ti na tion 1 X7/15 (+12 V) 2 X7/1 (Counter) 3 X7/8 (Discharge) 4 X7/7 (Charge) 5 X7/13 (GND) 6 X7/15 (+12 V) 7 Sensor, fuel pressure + 9 Sensor, fuel pressure GND 5.3.4 Fuel Pumps The elec tri cally driven fuel pumps are con nected to the plug X9. Drill the plugs to ac com mo date AWG 16. Con nec tor / Pin Des ti na tion X9 / 1 Pump 1 (+) X9 / 3 Pump 1 (-) X9 / 4 Pump 2 (+) X9 / 6 Pump 2 (-) 5.3.5 Connections for the Instruments/Panel The cock pit in stru ments are con nected to plug X7 on the ca ble loom, ECU. Con nec tor / Pin Des ti na tion Com ment In stru ment P/N X7 / 1 engine-hour counter 250.215.025.000 X7 / 6 switch (S3), then to GND engine electrics ON/OFF) X7 / 7 yellow LED+ emergency batt. charging 250.215.025.000 X7 / 8 red LED+ emergency batt. discharging 250.215.025.000 X7 / 10 RPM-indicator 250.215.001.000 X7 / 11 RPM-indicator 250.215.001.000 Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-9 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series Fig.: 5-13 Multi- Status Indicator and Hour meter

Pin Des ti na tion Com ment In stru ment P/N X7 / 13 instruments GND, only for instruments X7 / 14 LED- water-loss-lamp 250.215.010.000 X7 / 15 instruments +12V for the instruments X7 / 16 LED+ water-loss lamp 250 215 010 000 5.3.6 Ignition System The ig ni tion sys tem con sists of: • 2 ig ni tion coils • 2 ig ni tion mod ules • 1 sup port • 4 ig ni tion leads. The sup port, with the as sem bled coils and mod ules, is at tached to the firewall (heat con duc tive). If pos si ble, the in stal la tion area should be in a cool re gion, max i mum am bi ent tem per a ture 80° C. Do not route the ig ni tion leads par al lel to the elec tri cal ca bles. 5.4 Requirements 5.4.1 L 2000 Series Engines BILL OF MA TE RIALS FOR THE WIRING DI A GRAM Sign De scrip tion Po si tion Part No. B1 Sender, oil temperature attached to the engine B2 Sender, oil pressure attached to the engine B3 Sender, fuel quantity - selection of the designer selection of the designer B4 (B5 -B7) Sender, CHT cylinder head 170.215.010.000 E1-E4 Spark plug attached to engine F1 Main circuit breaker (25A) ETA 2-5700-K12 25A or ETA 2-5700-K12-55A F2 Gen. circuit breaker (20A) ETA-2-5700-K12-20A or ETA 2-5700-K12-50A F3-F8 Circuit breaker cockpit ETA 2-5700-K12-5A G1 Battery 12V-28Ah (min.) firewall / airframe selection of the designer G2 Alternator 30A or 55A attached to the engine G4 Magneto attached to the engine H1 Indicator light cockpit selection of the designer Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-10 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

Po si tion Part No. M1 Starter motor attached to the engine P1 Indicator lamp cockpit 170.215.120.000 P2 Indicator, oil temperature cockpit 170.215.100.000 P3 Indicator, oil pressure cockpit 170.215.110.000 P4 Indicator, fuel quantity cockpit selection of the designer P5 Indicator, engine speed only if electr. tacho. spec. 201.215.001.000 P6 Indicator CHT cockpit 170.215.001.000 S1 Switch, main cockpit selection of the designer S2 Button, starter cockpit selection of the designer S3 Switch, fuel pump cockpit selection of the designer S4 Switch, ignition cockpit selection of the designer S5 Switch, 4 position CHT cockpit 170.215.015.000 T1 Magneto attached to the engine Y1 Fuel pump, electric 170.090.010.000 Z1 Condenser attached to the engine Z2 (optional) Filter, radio suppression Bosch 0 290 801 001 5.4.2 L 2400 EF Engine BILL OF MA TE RIALS FOR THE WIRING DI A GRAM Sign De scrip tion Po si tion Part-No. B1, B2 Sender, RPM attached to the engine B3 Sender, throttle position attached to the engine B4 Sender, air pressure mounted behind firewall B5 Sender, air temperature attached to the engine B6 Sender, water temperature attached to the engine B7 Sender, oil temperature attached to the engine B8 Sender, oil pressure attached to the engine B9 Sender, fuel pressure attached to firewall 250.127.220.000 F1 Main circuit breaker (50A) cockpit ETA 2-5700-K12-55A Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-11 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

Po si tion Part-No. FH Main circuit breaker (40A) cockpit ETA 2-5700-K12-50A G1 Battery 12V-28Ah airframe / firewall selection of the designer1 G2 Emergency batt. 12V-18Ah airframe / firewall selection of the designer2 M1 Starter motor attached to the engine M2, M3 Fuel pump, electric airframe / firewall 250.091.001.000 P1 (optional) Indicator lamp cockpit 170.215.120.000 P2 Indicator, oil temperature3 cockpit 250.215.010.000 or 170.215.100.000 P3 Indicator, oil pressure cockpit 250.215.010.000 or 170.215.110.000 P4 Indicator, fuel pressure4 cockpit 250.215.030.000 P5 Indicator, engine speed cockpit 250.215.001.000 P6 Indicator, Water and EGT cockpit 250.215.010.000 S1 Emergency-switch cockpit Supplied with engine S2 Button, starter cockpit selection of the designer S3 Switch, engine electrics ON/OFF cockpit selection of the designer Y1, Y2, Y3, Y4 injectors attached to the engine Supplied with engine MCU Relay box airframe / cockpit Supplied with engine ECU Electronic Control Unit airframe / cockpit Supplied with engine Note The wir ing di a gram is to Ger man and ISO stan dards. The sym bols are used to elim i nate con fu - sion and com pli ca tion used in other forms of draft ing. For ex am ple, a square is di vided into two sec tions, the up per sec tion states X4 and the lower 20. This in di cates that a ca ble is con nected to the ter mi nal pin 20 of com po nent X4. This is iden ti fied from the com po nent list. In the nor mal op er at ing mode, the en gine re ceives the elec tri cal power from the main bat tery G1. The cir cuit en er gizes thru the re lay box (MCU) and the fuses. To elim i nate the pos si bil ity of in ter fer ence by the mag netic field, which can cause inter-action and in di vid ual cir cuit mal func tion, the wir ing har ness uses both plus (+) and neg a tive (-) leads to the com po nents. The leads must be in pairs and twisted. This as sists to break down the fre quency and re duce the in ter fer ence of the mag netic field. Two sep a rate paths of the elec tri cal en ergy to sup ply the fuel-injection sys tem is used. This is be cause the sig nals pro vided and trans mit ted Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-12 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series 1 Lead batteries preferred. For other battery types suitability must be investigated. 2 See note 1 3 Instrument P/N 250.215.010.000 is a combination instrument oil temp / oil pressure 4 The fuel pressure indicator is included in the status indicator

damp ens the fre quency res o nance. Note The chas sis neg a tive-wiring sys tem is not per mit ted with this de sign. The air frame man u fac turer is rec om mended to re fer to the doc u ment “Elec tri cal Sys tem De sign L 2400 EF”. This gives all of the char ac ter is tics of the op er a tional be hav ior of the com po nents in cluded in this sys tem. For ex - am ple, the func tion of the switch S3 and the dif fer ences of the pe cu liar i ties as so ci ated with a mag neto sys tem. Pi lots and tech ni cians with ex pe ri ence of mag neto ig ni tion en gines and who are now in volved with this type of en gine, are ad vised to be come fa mil iar with par tic u lar de tails of this sys tem. With the mag neto ig ni tion sys tem, it is in stinc tive to open the main switch to run the en gine. This sys tem is de signed so that when the main switch is in the OPEN po si tion, the elec tri cal power is OFF. The main switch is in the cock pit. The main bat tery (+) should be switch able over a main re lay (main switch), e.g. Kissling 12V/50A or der num ber 26.70.24. Re ver sal of the (+) ca bles on the re lay box can lead to a fail ure of the emer gency sys tem. Warn ing: A miss ing ground con nec tion starter to bat tery (-) can lead to a ca ble fire be cause the volt - age in the ground side can flow thru the elec tro mag netic shield ing (EMS) for the en gine electrics. Flugmotoren 5 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 5-13 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

The max i mum static loads for each of the rear mount ing points (num ber 1 thru 4) are: 2800N - re sult ing load (F q1..4) in the di rec tion of the X and Y co-ordinates. 33000N - load com bined with pre-tension of the bolt and op er a tional loads in the di rec tion of the Z co-ordinate. For the front en gine mount (num ber 5): 3700N - re sult ing load in all di rec tions of the three co-ordinates. If the front en gine mount (num ber 5) is used, only the two bot tom, rear mounts (num ber 1 and 2) may be used. The max i mum loads shown are static loads which may oc cur dur ing flight. The max i mum vi bra - tion load is not de fined but must be taken into ac count in the de sign fac tor. Cau tion: Loads im posed on the mount ings through the bend mo ment must not ex ceed that rec om - mended by the man u fac turer. The en gine-mount bolts may not be sub jected to bend or shear loads. LIMBACH-Flugmotoren rec om mend the use a tu bu lar struc ture to mount the en gine to the air - frame. The tubes are set at a low an gle of in cli na tion rel a tive to the ad ja cent struc tural mem ber. This gives the de signer the op tion of a low bend-moment and ri gid ity. The shock-mounts are at - tached to the firewall or be tween the en gine and en gine mount. Flugmotoren Installation Manual L 1700, L2000 and L 2400 Series 6 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 6-1 Checked by: Edition: 01.03.1999 Reg. Number: Y+ X+ Z+ 1 2 3 4 5 FX+ FY+ Fq+ Fig. 6-1 Coordinate System of the Engine for Load Definitions

of the many dif fer ent types of air craft de signs, it is not pos si ble to is sue de tailed guide lines for the de sign of the ex haust sys tem. The ex haust pipes should be routed away from the en gine and use the larg est bend ra dius pos si ble. All of the pipes in the ex haust sys tem should have an ex pan - sion joint to min i mize the ther mal stress. Flex i ble hoses or tubes are not per mit ted. Due to in - creased re quire ments to re duce the noise lev els, a muf fler is rec om mended. The use of ball/socket/spring con nec tions to the pipe/pot con nec tions makes the in stal la tion eas ier. Move - ment of the en gine must be taken into ac count. Di men sioned Draw ings are avail able from LIMBACH Flugmotoren un der the fol low ing ref er - ences Dwg. No. Description 000.173.001.000 Exhaust System Design Requirements 000.173.100.000 Silencer, Supplementary 000.173.200.000 Exhaust System Layout (Grob G109) Flugmotoren Installation Manual L 1700, L 2000 and L 2400 Series 7 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 7-1 Checked by: Edition: 01.03.1999 Reg. Number: Fig.: 7-1 Sample Exhaust System Layout L 2000 Series

(Scheibe SF 25C)) 000.173.400.000 Exhaust System Layout (Sportavia RF5) Clamps (e.g. on the oil fil ter) should be eas ily ac ces si ble for main te nance. Flugmotoren 7 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 7-2 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series Fig.:7-2 Supplementary Silencer Fig.:7-3 Dual Header Exhaust System (Courtesy RSA France)

ers for ad di tional noise re duc tion (Fig. 7-2). For si lenc ers with side ex its the ad di tional bend ing mo ment im posed on the si lencer will be dif fi cult to com pen sate. Some in stal la tion sit u a tions do not ac com mo date for a sin gle ex haust, or the rout ing of four in de - pend ent ex haust pipes gets to dif fi cult. In such cases a dual header ex haust sys tem may be used (Fig.:7-3). Such de signs how ever may cre ate a higher level of back pres sure which will re duce the power out put and in crease the op er at ing tem per a ture of the ex haust valves. EGT sen sors (Type K) should be in stalled and con nected to the en gine in stru ments. The bore should be ap prox i mately 50.0 mm be hind the flange. Make sure that there is ad e quate clear ance to the pipes car ry ing in flam ma ble liq uid. More de tailed in for ma tion re gard ing the ex haust sys tem can be ob tained from LIMBACH Flugmotoren. A spoiler at the ex haust out let will avoid catch ing pres sure air, which would de crease the ef fi - ciency of the cool ing sys tem. 7.2 L 2400 EF The ex haust sys tem of the L 2400 EF en gine dif fers from the ex haust sys tem of the air-cooled L 2400 EB1 en gine in the con nec tion di men sions, pipe di am e ters, vol ume of the pots, po si tion of the out let and the rout ing of the pipes. An EGT sen sor (Type K) must be in stalled at cyl in der num ber 4 and con nected to the en gine in - stru ments. The bore should be ap prox i mately 50.0 mm be hind the flange The in side di am e ter of the ex haust pipes should be a min i mum of 32.0 mm. In struc tions for the am a teur air craft de signer can be found in the Oskar Ursinus Vereinigung in Ger many. Flugmotoren 7 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 7-3 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

It is not per mit ted to use any pro pel ler, they must be ap proved by the air craft de signer/ man u fac - turer dur ing the air craft´s cer tif i ca tion. Ad di tional in for ma tion on the ap proval of pro pel lers is found in Chap ter 9, Vi bra tions. Most of the pro pel lers have di am e ters of 1,50 m, 1,55 m or 1,60 m. There are fix pitch or vari able pitch pro pel lers avail able. The pitch de pends on the type of air plane and the en gines per for mance. At pres ent, the fol low ing pro pel ler com bi na tions are rec om mended:. 8.1 L 2000 Series Engines Man u fac turer, Type and Re marks Hoffmann HO-V-62/L-160T Hoffmann HO-V-62/L-160BT, avoid full power over 3000rpm Hoffmann HO-11*or HO-11A, fixed pitch. Mühlbauer MT - 1, fixed pitch. The Op er ating Man ual for the air craft must con tain the lim i ta tions for the type of pro pel ler used. The re lease of a new pro pel ler does im ply that ex ist ing air craft may be retro fit ted with the new pro pel ler. For fur ther in for ma tion con tact the air craft- or en gine man u fac turer. 8.1.1 L 2400 EF Engine Man u fac turer Type Re marks Mühlbauer MTV 1 A/L 160-06, elec tri cally ad just able pro pel ler, “con stant speed“, 2-bladed, to be used at Mo tor glid ers (Mühlbauer MTV 7 A/L 155-03, elec tri cally ad just able pro pel ler, “con stant speed“, 3-bladed, to be tested soon) Use adapter part num ber 250.032.510.000 which is de liv ered with the en gine. Flugmotoren 8 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 8-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

life of the ad ja cent struc ture. The max i mum ac cel er a tion in res o nance can be as high as 100 m/sec2. There fore res o nance con di tions must be avoided, or ex cluded from the us able range of en gine speeds with ap pro pri ate mark ings on the RPM-indicator (ta chom e ter). Pay spe cial at ten tion to the vi bra tion of the ro tat ing sys tem. This con sists of the pro pel ler, the spin ner assy, the crank shaft and the starter-ring gear. Ver ify the suit abil ity of a pro pel ler by vi - bra tion mea sure ments. The data on the max i mum tol er a ble vi bra tion level is not yet avail able. Con duct a vi bra tion test for the en gine/pro pel ler com bi na tions which are not yet re leased. For fur ther in for ma tion, con tact the en gine man u fac turer. Flugmotoren 9 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 9-1 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

When de sign ing the air in lets, ducting and the air out lets, the fol low ing points must be con sid - ered: • aero dy namic qual ity of the cowl ing • func tion and ef fi ciency of the cool ing sys tem • sup ply of in take-air • good ap pear ance. 10.1 L 2000 and Series The valid edi tion of the Tech ni cal Bul le tin 44 gives use ful in struc tions for the de sign (TB 44.1). The car bu re tor should get it´s air out of a kind of box, in which the air get´s calm. Make sure that the out let is not blocked, e. g. by the muf fler. 10.2 L 2400 EF Engine 10.2.0.1 Air Inlet Air in lets are re quired for: • cool ing air for the cyl in ders. These are con nected to the cool ing-air ducts mounted on the en - gine. There is one each on the left and right of the spin ner (re fer to NASA re port) • cool ing air for the oil cooler, NACA in let, on the right side of the cowl ing • cool ing-air in let, a slit in the shape of a shark’s mouth for the ra di a tor, at the bot tom of the cowl ing • in let for the en gine in take-air, NACA in let. An ac cu mu la tor, with an air-intake arch and an air fil ter, is mounted on the en gine. The air fil ter sits in a con tainer. 10.2.0.2 Air Ducting The con tainer for the air fil ter is at tached to ei ther the en gine mount or the cowl ing and should be sealed at the cowl ing as good as pos si ble. Fresh air, at a slightly higher at mo spheric pres sure, flows to the air-filter con tainer through the NACA in let on the left side. The pipe to the air-pressure sen sor (in the cock pit, plug B4) is con nected to the com pos ite arched-pipe in stalled be tween the throt tle and the air fil ter. The air-intake arch must not be mod i fied be cause the ge om e try has an ap pre cia ble in flu ence on the per for mance of the en gine. The oil cooler can be housed in a con tainer at tached to the cowl ing, re tained by quick-release fas - ten ers. 10.2.0.3 Air Outlet Flugmotoren Installation Manual L 1700, L 2000 and L 2400 Series 10 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 10-1 Checked by: Edition: 01.03.1999 Reg. Number:

the cool ing air should be 6 dm2 con fig u ra tion. Un der no cir cum stances must there be ev i dence of ram-air pres sure when the air craft is at a greater an gle of in ci dence, e.g. in a climb. The valid edi tion of the Tech ni cal Bul le tin 44 gives use ful in struc tions for the de sign of the cool - ing-air out let. Make sure that the out let is not blocked, e. g. by the muf fler. 10.3 Engine Breather LIMBACH en gines are wet sump forced lu bri cated. There fore it is nec es sary to as sure a proper crank case breath ing. Never give pres sure air to the crank case breather line. Be sure that ic ing is im pos si ble. For more in for ma tion see Op er ating and Main te nance Man ual of the en gine. Warn ing: A blocked breather line will cause oil leak ages to the en gine! Flugmotoren 10 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 10-2 Checked by: Edition: 01.03.1999 Reg. Number: Installation Manual L 1700, L2000 and L 2400 Series

11 Lit er a ture Limbach Flugmotoren Op er ating Man ual L 2400 EF and se ries P/N 250.253.001.000 Limbach Flugmotoren TB 44 Too High En gine Temperatures Bingelis, Tony Firewall For ward, En gine In stal la tion Methods 1983 (Avail able through EAA, Ex per i men tal Air craft As so ci a tion) Miley, S. J.; Cross, E. J. An Ex per i men tal In ves ti ga tion of the Aero dy nam ics and Cooling of a Hor i zon tally-Opposed Air-Cooled Air craft En gine In stal la tion; NASA Con trac tor Re port 3405 Flugmotoren 11 Prepared by: J. B. Meyer Replaces edition from: 10.03.86 Page: 11-1 Checked by: Edition: 01.03.1999 Reg. Number: