Rotax 503 UL DCDI Operator's Manual

dual ignition system and BING carburetor EDITION: 12 1990 This manual contains i-po"t ffi infolmation concerning your engine. ft must remain with the engine at time of resale. rl I

check procedure ................. 5. Break-inDroccdure...................-..... Index Page 5 6 6 7 8 9 ll

can result in crash landings. Such crash landings can lead to serious bodily injury or death. Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances frorn which a successful no-power landing cannot be made, after sudden engine stoppage. Warning! Although these engine types have undergone considerable durability te- sting, this engine is not a certified aircraft engine.It has not received any individual safety or durability testing and conforms to no aircraft stan- dards. It is for use in experimental and ultralight uncertified aircraft and vehicles only, in which an engine failure will not compromise safety. User assumes all risk ofuse and acknowledges by his use that he knows this engine is subject to sudden stoppage.

Safcty i6 everyone's business. We have included some of the important safety tips here, but the lisr is not complete. It would be impossible to list every way in which one may be injured. Please note dre following symbols throughour $e book. - S,A.FETY WARNING: Failure to obey a safety warning may result in injury to you or others. - INFORMATION vital to the operation or maintenance of your product (this should also be considercd necossary for safety). General safety points: - Never mix fuel in an enclosed alea, or where fumes could rcach an ignition poinr. - Make sure all engine controls are operative, that you know on and off positions of throttle and ignition, that they are easily accessible, and rhat you can operale them instinctively without hesitation. - Nevcrrefu€l iffuel could be spilled on hot engine componenrs. Use only safery apploved fuel containe$ and ever Eansport fuel in an unsafe manner. - Check engine suspension faequently as well as fle drive conrponenrs, fuel lines, wirtlg, and flrel arrd air fllters. - Checkfor fuel contamination, airvents, etc. Prcte{tengine while notin useftorn any contami- nation entering fuel or cmburetion system but be sure to rcmove storage uotection befoe starting engine. - Maintain yourengine intop condition and assume it's going to quitrunning at any dme. I-eave yourself a wry out in lhe event of unexpected failure. - Never run the eogine on the grcund with fte gopeller tuming, unless you are doing so in a run up area nnd car observe anyone or arythilg enteing the dutger area. An observer in a safe place is a definite asset. - Never leave your aircraft orothervehicle unattended whilc the engine is running. Ifoperated by someone else you could be sued even if the use was unauthorized by you. - Keep an engine 1og and enter any unusual engine behaviour. Do not fly unless you have corected a given problem and rccorded the correction in the log. Lr) ' ^' A ^.

consEuction as well as the use of high quality parrs increaso reliabiliry and durabiliry, Wirh proper maintenance and care and with the use of suitable fuel and oil dre engine should give you good service for many years. The ROTAX design incorporates the latest technical developments.In order to tate advantage of futue developments we rcseNe rh e dghr ro make modifications in the ROTAX design without norice. NOTE: All fasreners are metric with the exceptioo ofthe inter nal thread of the p.T. O_ cankshaft which is 1/2 " narional fine ftread. It is to your advantage to read this manual carefully for the ptotection of your engine. There may be sigrficant differ ences from othet types of fwo cycle engines you may have worked on. Always use genuine ROTAX pafis. I A Neue. r,ra engine wirhout proper loading, e.g. corect propeller. Refer section 17. Section 3 Fuel and oil: Fuel coltamination is a najor cause of engine failure. The bestplace to avoid contamination is at the source. Once in yoru fuel container', a very harz adous potendal edsts. Use a clean safety approved storage corltainer. Filter all fuel entering and leaving this container. Do nol over- conlainer. allow forexparrsion. WARNING: Gasoline is flan]mable and explosive under certain conditions. Always perform pioce- dDres in a well ventilated area. Do not smoke or irllow open flames or spaJks in tie vicillity. Neve'r add fuel while engine is nuudDg. Refer to teclmical data- The engine is desigded to operate a fuel fiitI.yJith 2 Ea oil. Beswetouse ploducts of at least the standard shown in the technicfll data sectioD. If the engioe is to be used inverted (with spark plugs pointing down) select a lubricant which features low carbon deposits. Oil residue teids ro drain to low points, i.e. spark plug cavities. If rhis residue fails to burn clean during normad operation, plug tbuling will occur, possible prc-ignirion also. Manufacturers of suitable lubricanrs will guariurtee their products in writing. Do not use fuel which has been storcd for a long period of time. Do flot leave fuel exposed to sunlight in translucent containe$. 1) A

STEPno. 1: Use a clean approved container ofknown volume. To help predilute tle oil, pour a bit of fuel into container. STEP no. 2: I FiI k ro*r, urnoont of oil into con- tainer. Oil musr be approved for air cooled engines at 50:1 mi;cing ratio. Agitate slighdy to dilute oil with gasotine. STEP no. 3: Add gasoline to obtain desired mixture ratio (use hne mesh screen). Fuei must be of minimum M.O.N. 83 or R.O.N. 90 octane nting. STEPro. 4: Replace container cap and shake rhe con- tainer thoroughly. Then using a funnel with a fine mesh screen to prevent the entry ofwater and forcign particles, trans- fer mixture from container into the fuel tank. ? ?ffi ? =ffi

4,1) Pre-start check: Beforc starting engine read section dcaling with staning and cngine htak-in thoroughly. The service life of thc a[gine is largely detemined by how wcll you follow these instsuctioqs. Before starting engine be sure your installation is complet€, eosure that all contols opffatc easily and smootbly, and that you caa operate them instinctively. Always ensue that you are in a safc run-up a!ea- Ensurc tluottlc link.ge allows piston valve in carbEetor to bofiom in idle position, Screw out idle specd adjustmcnt sclgw (no.14, scction 7) until carburcor pistod (no.3) bottoms. Carefully tum in adjustment scrcw until it engages pisto[ and tum h a fudrer 3 to 3 1/2 full tums. Check if fuel line is conrlerted ard tank vetrt is oDen. 4,2) Procedure; On cold engine apply choke fully. Ensure idle position. (Opening throtde will gready rcducc choke effect lesulting in hard stardng). Make sure ignition switch is on and that you can shut it offinstandy ifnecessary, Pull starter urtil firDlly engagsd and then pull through vigolously. Above plocedue should be repeated until engine begins to firc. As soon as elgine stafis, shift the tbrotde slowly to low speed and rcmove choke as soon as possible (prolonged use of choke can cause engine to flood,) Ifthc engine fails to start or operates only on one cylinder, chcck whcther the ignition wiring is disconnccted or incore{dy connccted to the spark plug connectors or to th€ spark plugs or the ignitiol s]vitch is in off position. If Feceding checks do not solve the problem, rcmove the spark plugs and inspecLwet spart plugs indicate a flooded engine. To corpct, replace with dry plugs and discontinue use ofchokc, Switch ofrignition. Craok engine with fully open drotdo to clcar thc excess fucl. Repeat stan proccdurc. Dry spark plugs indicatc no fuel in onginc. To inspect, reEove float bowl and cnsue fuel is present in suficietlt quantity, If not, inspect fuel level in tank, fuel valye and tank ycnt, I-ook for blockage or obstruction. Corcat 8nd rcpeat st{t proceduc, A I

for aircraft installation (in other applications prcceed accoldingly) Thobreak-inhas tobepcrtbrmed with drccngineinstalled, properlyloaded, i.e. propeuer installed, matched for max. r,p.m. In case of an aircraft, anchor thc plane to the ground. Rutr the engine according to the following graph: Engine r.F.m, H | 000 ,nta, f p.m. (rcfer page 32) 20 50 sec sec l2 5 mln min min t0 sec t5 sec 5,5 I 4,5 4 5,5 5 I In. 6 ^' . ^' T 0 r0 20 30 40 s0 60 illHi h case of a f&g3L!!g:i!c it is possible that the cooling air flow on ground is not cnough to provide the necessary cooling for a longcr period. Therefole it is necassary to observe carcfully the cylinder hggl temperaturc (CHT) during breal in procedure to avoid overbearing. Beforc exceeding tie maxiorum allowed CHT of 250 o C / 480 o F intenupt the run and cool down thc engine at idlc for approximately one minute and continue where you have intefiupted. Be sure to use a safe run-rp area- to anchor aircraft at those points approved by the airframe manufacturer, and to have someone present who is able to shut off lhe engine instandy and to prcvent unauthorizerl people entcring the duDger area. Proper clorhing, ear plotection etc, should be used on any engine run-up test. After this procedure the idle has to be adjusted. Then short take-offs can be conducted. After a few short full-load take-offs, but not later than 2 hours total running rime, the cylinder head nuts have to be rc-torqued to 22 Nm (195 in.lb.). For this procedurc the cylinder cowl (if any) has to be taken off. I r I r | | ll 2 Engine must be cool for re-torquing of head.

manifold,s arc in place s-q n ,v, /T\ /T\ 3\-/ \r 5 . 7 NOTE: Consider both cylinders as one unit because they are joined by exhaust and intake manifolds. Use a cross sequence for tightening the nuts, starting fiom the center. EnsurE thal cowl scrcws are toroued less than head nuts. 6) Operation in flight: It is rc{ommended to use full duottle during uke-off climb. Slight thrctde reducion may crcare a lealer mixture aad must be avoided.Select a cruising speed where the engine is running smooth. Do not exceed rraximun engine rpm (refer section 18 technical data). During cruise and descending it is very imponant not to create a lean condition wirh high rym and low tluottle opedng. Thg less fresh charge the elgine gets, the more hot rcsidual gas rcmains in the cylinder. This raises dre temperatures to a cdtical level. For this reason, you ncay also expedence higher exhaust gas amd cylinder head lempentures at reduc€d throttle openings. Idling r.p.m. is 2000 minimum. High idle sefting will rcduce enrichment action of starting system in carburcto! (choke), making cold starting difficult. kior to shutdown, engine should be run for a few minutes at the lowest smooth running r.p.m. to cool down, depending on previous power selring. Do|otidlgforFolonge.dpe ods as nomul chcondition at this power setting can causg u necessary carbon deposits and spurk plug fouling. Avoid running conditions whele gearbox shaking occurs.

(Note: this is not a pafis list) B a;\ n tl U E EI n ll16 E -<-1 III.9 1) 2) 3) 4) 5) 6) 7) 8) ol 10) 11) 12) r3) 14) 15) 16) 17) 18) B IN G-double flo at c ar buretor carburctor hausing carburetor piston jet needle idler jet needle jet miring tube mqitr jet sieve sleeve float needle valve float Jloat chomber atr screw adjustnErrt screw vefi ntbe starting piston rtd pwtp asa. (rype 503 single carb.) fuel puntp assy.0!pe 503 two carb.) .g -o{ %:% 14 n I to EI ti €a 7 I A 0'o @ \_l tg 12

by jet replacement of vaiious approved sizes, by adjusting idle air/fuel mixtule screw, carb piston stoD adjustment, needle sizes, and needle position. In no case should jet changes be made by unqualified peNons or those who do not have ROTAX technical inforDation to do so. The airlfuel mixtur€ at idle speed is adjusted by the aa adjusting screw (see ill. no. 13). The idle r.p.m. is adjusted by the carburetor pistor adjustment screw (ill. no. 14). NOTE - these idle adj[stm€nrs inreract, so adjusting one may rcquir€ minor adjustment of the othe!. NOTE - On single carb engines the carburctor rnust be in an exacr right angle positiot in relation to the crankshaft in both views from top and from the intake side to ensure an equal mixRle disEibution to both cylinde$ (see ill. below). Changing parts should be dore only after all othe! items have be€n checked, and then bv an experienced two cycle mechanic. Ensure that throtde cable and linkage do not stick and that carb piston valve can be fitlly opeoed and closed . Minor cable backlash can be adjusted at cable adjustment screw and lock nur. Be certain that thottle linkage is not affecred by engine or airframe movemenr. This could change throttle settings. Airintake filtration and/ornoise reduction devices mus! be in place forpropercarburction. See section on special operating condidons. Special operating conditions, such as severe climate or altitude change may lequire differentjetting. Contact your dealer. Ill. 13

Considerable effort has gone into the design of the ROTAX exhaust systems. Any changes may seveEly detedonte performance, rcliability, engine life, fuel economy, and the system's ability to reduce noise to acceptable levels. Do not use other exhaust systems clairrd to improve over the stock components. Do not make any changes to the exhaust system supplied. Vibotiou due to imprcper suspcnsion is any exhaust system's wont enemy, Prcperly mounted and maintained, your exhaust system will provide a long service life. Never remove coupling spring with a sharp object which could Dtark the spriDg material. A rounded scrcw-driver shank or a hook fashioned froDl 1/8" bar is idea.l. Safety-widng of springs is highly re- cornmended. Exhaust ball sockets should be kepr lubdcated by a heat Fsistaot grease to allow for movement belween ensine and nuffler. 9.) Propeller gear type "B": 9.1.) Mounting instructions: CarefuUy clean contact areas between oankcase and geatbox housing. Clean and de-grease taper and 1/2" interior thread ofp.t.o. crankshaft, and interior taper ofdrive gear. Install drive gear and lock washer, apply LOCTITE 221 on hex. screw l2'- 20 UNF x 50 and toroue to 60 No (530 in.lb.). Do not apply LOCTITE ro the taper! Apply LOCTITE 648 on gearbox housing, insert new O-ring and keep it in irs location wirh some grease. Apply LOCTITE 221 on 4 stud drcads M8 and sqew rhem into crankcas€. Install gealbox assembly and righter it with 4 hex. nuts M8. All 6 nuts M8 to bo toqued to 22 Nm (195 in.lb.). Inspect conEct position of oil &ain plug (bottom) ond vetrt plug (top). Secure drain plug with approved locking whe. Only applicable for configuration with separate gopeller flange: Degrease gear prop shaft taper, drcad and bolt Ml2 x 1,5 LH (left hand)- Fit prope cr hub and apply I-octire 221 (vio- let) on taper and thread. ATTENTION: left hard thlead! Toque: 60 No (530 in.lb.) T ^'

28 bolts (or 6 x M8). For proper bolts follow propeller manufacrurer's specifi cations. A fi[ appropriate gear oil cL 5 or cL 6 (refer technical data section 17) into gearbox (for both posi- tions of propoller shaft, above and below crankshaft axis) up to lower oil level plug. Securcventplug with approved sa- fety wire. LOCTITE 221 0 oil level plugs Crarkshaft p, t o. side NOTE : Gearbores for above engine rypes can be fitted. alternatively with prop shg below or above crankshaft axis (see ako paragr.9.1). 9.2) Prefl ight Instructions: A lrrgi'rnoN, es supplied by rhe tacrory, irespecrive whether gearbox is separate raom or rrtted to engine, there is no oil in the gearbox. Tightcn drair plug, filt with specified oil to proper level. Insta ventplug and oil level screws. Secure with approved safety wfue before use! Check rightness of bolrs and nuts. 9.3) Maintenance: drain plug -- Ill. 14 l. Every l0 operxti g hours: Check oil level on rcspective oil level screw arld securc again with wire. Chang€ oil after 1st 10 hours of opcration. Check plopeller hacking cleararcc. At every oil change clean magnetic plug. Chang€ oil every 100 hours or every 2 years (which occurs hrst). ' NOTE: Mounting and maintenance opelations must b€ done by skilled personnol only.

10.1) General: The engine is equipped wirh a breakerless 12V 170W DUCAII capacito!-discharge dual ignition. It consists of a flywheel magneto generato!, 2 double ignition coils widr integrated control-circuir and 2 external triggers (pick-up). The 12-pole flywheel genentor is an outerrotor type with 12 integated permanent magnetos. The stator is equipped with 12 coils. 8 of them are used for feeding auxiliary equipment and 4 are used for the dual ignition. The grey cable is foreseen t'or connection of a tachomerer. 10.2) Function of the ignition unit: Twochargingcoilpairs fifted on the g€neratorstatorand independautfromcach other feed one eachignition circuit. The energy suppliedis stored in the ignition capacitor. At the Eoment of ignition the external niggers supply an impulse to the confolcircuirs and the ignirion conden- sors arc discharged via the primary winding of rhe ignition coil. The secondary winding sup- plies tle high vohage for the ignition spark. ATTENTION: When flying balb ignirion sysrems musr b€ swirched ON! 10.3) Checking of ignition unit: Before every staJt the function of the rwo iglition systems has to be checked. For checking the ignition unit rhe engine musrbe operated at 3000 to 3500 ymin and alrernately ignirion system 1 and 2 must be switched off. The RPM-dop must nor exceed max. 300 l/min. I ATTENTION: With enginerunning the triggercable (red) musttrot b€ disconnecredfiom rhe electronic box. This could desroy the electronic box. I gnitionsvitclres circuit I ^A shorting cable 10 (black/yel.) q J circuit 2

NOTE: When replacing widng on the ignirion system, coDnections must be as per widng diagram below. 5 6 7 8 9 l0 t1 4 Electrontc box (ignition circuit I) Electronic box (ignitiorl circuit 2) eight lighing coils four charging coils pickup (ignition circuit l) pickup (ignition cficuit 2) trigger cable, red chargiag cable, green charging cable,white Shorting cables, blacHyellow lighting cables , tellow- yellodblack rc\) .countef cable , Sray mass cable, brown ignitloa cables sparkplugconnectors spark plugs shrink tube t2 13 14 l5 l6 17 na971s - After installing, all the con- nections have to be prctec- ted with the supplied shdnk tubes. 17 r1l. 17 \ l7i I[. 16

Due to varying fuel propeties etc., check every 10 hours of operation. Replace as requiied or annually, provided that spark plug heat range and the carburgtor calibration are colrect, the spark plugs will have a hownish tinge ar the electrodes of betrLspa* plugs after full load operation. On engines with single carbuetor, one sooty spark plug by itsefusually indicares a bad plug or faulty ignirion system to that plug i[ a sound engine. If both plugs are sooty with oi I deposits, carburation and air system should b€ checked. On engines with two carbuetors you should switch the carburetor to trace the problem. t Always change both plugs. Nevcl interchange plugs from one cylinder to the other. If borh plugs have "white" electrodes wirh "melt" droplers, first suspecr lean mixrure. If calibration is corect and there is no eviderrce of rnanifold loaks, lack of fuel, or incorect float s€ttings, don't charge the plugs to a colder mnge. Check if cooling system is operaring correcdy. Al ef'rgr.,"ItOu: Heavy oit deposits on the electrodes and insularor may cause engine problems, exchange regula.rly every 20 hours, or at any indications of trouble. If, after clcaning or changing the spark plugs, you still have an ignition problem, check to see if only o e cylinder is affected or both. Some thought to what is common to boil systems or only one will isolate the problen more effrciently. Ifno exrernal fautt is found, theignition unit must be checked. Never clean spark plugs with an abrasive cleaner. Remembq to correcrly gap yourplugs with a wirc gauge (see technical dara, secrion 17). Spark plugs must be torqued (see main toquing specifications, section 18). If problems occur too frequently, cause must b€ detemined and rcctilied. Overheated (light grey) 'i --= z-,-',; $e..,,.^^l -7) i=-,""' ' , r " " t t | ,-7, \*".,, ,,,r7 Normal .r9 (broi'niEh) m. 18

In dre $atq 8 lighting coils are incorporated. The output is 170W A.C. and 13,5 V effective at 6000 Vmin. This altematilg c'urlsnt can bc us€d dir€cdy to feed A.C. consume$, or via a rcctificr-rsgulator for losding a battery and feeding direct curent consumon, I To avoid the volragc to rise above permissible levels, a voltage rcgulator must be uscd To operate loads rcquiring direct current (e.g. charging battery), a rcctifier-regulator is requi- red- A rectifier-rcgulator, part no. 866 080, is available. For feeding lights only, this rcatifrer- regulator carl also be used without battery. In this case thE regulared RMS voltagc will be betweon l1 and 12 Volts as long as a minimum load of I amp is govidcd. Ifa ban€ry is used it has to be capablo to absoft approx. I aDp. Drfuimum continuous charging load, even with full battery (suggestedminimumbatt€rycapacity:9 amp,h, resp. 16 amp.hwith olectic starcr). Regulated voltage is 13.5 !o 14.5 volts.

866 080 ATTENTION: @ To avoid excessive vollage ir conjunction with the rectifire regutator 866 080, a constant nfnimum ballast load of I amp is lequircd (example: lamp 12 v 15 W). wiring iliagram in s circuit witho t battery Il.2l viring .liagrum in conjurrction vjtLLbaftery f{.. t6n \E' E .+ E€ -_ T'r.r T TI yeUblack ground yel,/black brown Sround \1.22 see page --- --- -l- u.23.2 -l wiring diagram for €lectric starter

264 870 (not limited to minimum of 1 Amperc con$r$ption) \1.27 gr-een rihite wiing diagram in a circuit ta,ithoLt battery rlt.24 viri g diLgram i cot junction v_i.JLL a bottery see page 2l jn E yel./black ground Jel./black ground I -'; -- T-r I- wiring didgram fot elecbic sttrter tgg n F --- I rx.%.2 L

Two types of electric startels can be fitted !o case starting procedues especially in flight. 11.1) Electric starter fitted to p,t.o. side: Allows recoil starter to be retained, bur cannot be fined on engines using ROTAX gear rcduction unit. 11.2) Electric starter fitted on magneto side: For use with engines urilizing ROTAX gear reduction unir. This elecFjc slaner system howevel elininates rccoil start caDabilitv. 11.31 Batterv: Either case, to ensure reliable starting, a baftery of at least 16 Ah (high-discharge battery) should be utilized. A higher battery amp- hour-mte would be prefemble. Cables supplying pow€r to the staiter from t}le battery and to ground should be l0 mm, flexible multi strand. fr om rec tifi er - r e g ulat or (see section 11) starter bunon -e- Ilt.29 alectric slader 11.4) Starter relay 992 819 (Nidenso): Starter control should be via a power relay (supplied with srarrer kit) wired as shown above. For othe! makes, refer to respective relay wiring. 11.$ Fuse: A 16 Amp fuse must be installed between battery charging ctcuit and main powe! terminal. oocopz -=_ - I v< -L fuse 16A

if the operatot unde$tands what they are telling him. Poor quality instruments should never be used. Never use a tachometer directly connecied to the ignition system. Use a tachometer operating on the lighting coi.l. AII iflsfuments rcquiring power source must be ovedoad protected. (Ref. section l l) AII wiring and s€nsor leads must be properly routed and protected from vibrarion and abrasion. For conect operiltilg speed refer Technical Data section. Cylinder head tempemtures arc raken at the spark plug seat. Exhausr gas tempetaturcs are measurcd at 100 mm (4 in.) from the cylinder sleeve. See section 17 for temperatures. 12.1) Electronic tachometer: 12.1.1) Introducti on: The Aviasport tachometer T8K12E, part no. 966 072, has been specifically designed to be connected to the 12 pole flywheel genemtor used on the Ducati CDI Systems. The tachometer measlres tie frequency of the pulses provided by one of the transducels supply winding where it is conflected. It does l1ot require any extemal power supply. It is connected by two wiles withour polarity. The indicating range comes up to 8000 r.p.rn. The weight is 1 8 5 gram. The panel cutout diameter should be 60 o mm.

12.1.2.1) Tachometer 966 072 rflith resitor integrated in coil kit: The generator integated in the DUCATI dual ignition has a spe- cial grey cable for tachooeter con- nection. The tachometet 966 O72 has to be fitted between the giey cable and mass (brcwn cable). On the coil kit 996 845 a I kO resistor is connected in series in front of the grey cable (iU. 30/1 ). 12.1.2.2) Tachometer 966 072 with externally fitted r€sitor: In case of a short-circuit in $e cable leading to the tachometer this resistor is foreseen to avoid igni- tion troubles. If this resistor is de- fective, itmust be removed. In rhis case contact your dealer. Then this resistor in fiont of the grey cable must be replaced by a 1 kQ resistor 866 466 and shrink tube 860 621 and be installed in the grey cable in series-connection (see ill. 302). .3012 12.1.2.3) Tachometer 966 074 with intecrated resitor: If the lew tachoneter 966 074 is used, no such resistorhas to be in- stalled (alrcady integated in this tachometer). Refer ill. 30/3. I E ! E E t

same extemal appeararce but a bluc label oa its back side, The tachometer will indicate corect rpm even if one of the two ignition systeDs is tumed off for ignition tcsting proc€durc or a transduccr failule happcns. 12.13) Calibration: A calibration potentioE€ter is located insiate tho instruDenl Thc adjusrmcnt hole is covered by a rcd label on tachometcr 996 072 and a blue label on the tachomet€r 996 074. It is possible to coEect the scale factor by colnoctiong the tachometer in parallel to a rEfererce instrumelt or by using a pr€cisiotr mechanical, optical or electronic tachometer.

gines v/ith contact-breaker ignition and electronic igni- tion ur[t. A tachometer, rectifier or auxiliary loads can be also connectcd to these ouputs without interfe- rence with the hourmeter. The symbols "+" and "-" on the black of thc in- strument do not need to be observed as it is AC powered. Power supply:............6-100 V AC o!DC, 6 nrA. max. weight: ...................... 128 g. Ilt.31 Il1.32 E t 9 l l z D lk litlf - fi(F \ r$r I11.33

On water opeiation is a real pleasant experience - usually. However, there are dangers to your engine you won't experience on land. Some ofthese dange$ are watet ingestion on take-off or landing due to spray and splash, corrosion, electrolysis, and, wolst of all, unintentional submersion. Al neariogs, cralkshaft etc., are highly susceptible to corrosion. S ynthetic oits, although good lu- bdcants, often att act moistrre rather than repel iL A well desigaed and well maintained air intake system (e_g. ROTAX intake silencer with K & N oil imFegnated air frlter) will help to prevent water ingestion. 13.1) Water: 13.2) Noise: The air intake silencer kit will provide significant engine noise rcduction. Further noise reduction may be obtained by the use of alr after-muffler kit. Be aware that modifications w l reqnire a differcnt carburetor setting. Enquire at your dealer for mo.e infomation, and consult ROTAX spare parts list. 13.3) Winter: f Winter can qeate additional problems such as carbureto! icing, ftozen gas hnes, higher air densities etc., which rnay affect carburetor calibration and require longer warm_up periods. 13.3.1) Carburetor icing: Distinguish between two kinds of carburetor icing, 13.3.2) Icing due to water in fuel: I Waterin fuel will accumulate at the lowerparts of the fuel system and leads to freezing of fuel lires, filters orjets. 13.3.3) Icing because of high air humidity: I Carb icing due to hunidity may occur on tie ibel exit and on the carb piston and leads to performance loss and changes the mixtue. Effecrive rcmedy is possible only by preheating inrake air.

- G€nerously sized water separator. - Fuel lines routing inclined. prevenr condensation of humidity, i.e. avoid tempemture differences between aircraft and fuel. - Add up to 2 7a isoprcpyl atcohol ro the fuel. ATTENTIONT Fuels containing dcohol always carq/ a small amount of wat€r rn solution. In case of tempentue changes or iflcleae of alcohol conteDtj water ot a mixture of alcohol and water may settle and could cause troubles. 14) Maintenance: 14.1) Maintenance schedule: WARNING: 1) Maintenance on engines and systerns requires special knowledge and tools. rt is therefore rccommended to have these works performed by authorized service centers or dealers. 2) Disconnect spark plug leads with a tuming motion for all maintenance and inspecrion procedues. 3) Putting spa* plug connector back on, make sure that spark plug teminal is ighr on plu8. Service times are based on average use, ilssatming engine is run at least once per *,eek for a normal duty cycle or average flight. Total Linre b€fore teardown is derermined by the fiequen_ cy alld conditions ofusage. Ifthe engine i s not going to be u sed for a period of Z months or more, consult storage ptocedrres in this section. AJter initial break-in period certain irspections and checks must be made to ensure all components and settings have rcmained tight and are within the specified tolerance. Failurc to do so could lead to ptematurc engine failurc. I ^. t

Engine timing check Spark plug(s) condition Carburetor adjustrnent Engine head nuts Engine suq)ension nuts Tighten a.ll loose bolts, nuts and linkages Muffler attachment Engine cooling system Air filtration system Fuel filtration system Elecaical wiring (loose connections, stripped wires, damaged insulation) Operation of lighting system We highly recornmend tlat you have your dealet sign tiis inspection. Date of Break-in inspection Dealer signature

Check cord condirion every 10 hours. Replace when wom or frayed. To change the safter rope, follow the procedure outlined (the numbers stated in brackets refer to the illustrarion). First remove the rewind starte! assembly from the engine. Second, remove rhe snap ring (0, loop spring O, circlip O, pawl lock @, and the pawl 6. Pull out the starter rope fully to the end, hold staner housing O and rope sheave O together in rheir posirion. Therc is an opening in the rcpe sheave. The key clamp O visible in the opening has to be pushed out in the opposite sense of the pul ling dircction. pull the rope out ofthe ropi sheave. Then insert the new staner rope into the rope sheave, fir the key clamp in the same position as ir was and push ir ro be tight. Refir the pans 6, 6, O, @ and O. /l WARNING: Do not rcmove spring container O, this might cause injunes. Do nor operate thc engine if the rc$/ind starter is defectivc- Most starter problems are due to improper opemfion. ebe@ /.,-:-:-, --l==-!*Y== 0 o0

V-bElt deflection I + 10 mm -- Inspect fan belt tension every 10 hours. Replace belt iffidyed or if it can no longe! be tensioled to specifi- cation. .35 + .39 in. The tension of the V-belt can be adusted by shims between the V-belt pulley half and the fan (resp. the protection sheave on 503). The v-belt is co(ectly ten- F= sioned when it can b€ depress€d 9 - 10 mm (.35 + .39 in.) wirh nomal finger prcssure "F" (in the middle between the 2 V-belt sheaves). 14.3.1) Mounting of V-Beltr Ilt.35 Install the fan (without V-belt) as per illustration . Placc V-belt diagonally between two blades of the fan, tum the fan until the V-belt has moved into the pulley. Fix V-belt pulley and starting pulley loose with one of the3 screws. Put V-belr in the pulley grcove and tur:n cnnkshaft irr order to tension the belt and to center the pulley on the flywheel. Now the 2 remaining screws can be htted. Sclew torque: 22 Nm (195 in.lb.). ATTENTION: On engines type 503 never put adjustmcnt shims between protection sheave aad fan, because this might cause brreakage. Always use fan holding c tool, pan no. 876 357. The belt musr be marked before removal and reinstalled ; in same.direction. possible shims storage \,vbcn $ing new belt edg e Etpe 503 only far loldilg tool 50N 11 tbf ^'

Afier break-in inspection they requirc only annual check. For re-torquing, see break-in procedllle (section 5). 14.5) Engine suspension nuts: Inspect visua.lly regdarly (pre-flight check), Re-rorque annually. Check procedrue with airframe manufacturer. 14.6) Air filtration system: Inspect frequently (10 hours) for cleanliness depending on rype used (sce special opemtion conditions. section 6). 14.7) Fuel filtration systenr: Check at least every 10 hours (see fuel mixture section 3). Ensure clean fuel at all times. 14.8) Check for carbon build-up and ring condition: After approximately 50 hou6 ofuse, the combustionchomberlnayr€quirede-carbonizing. To inspect, remove exhaust manifold and check for deposits on piston crown. Decarbonizing is req0ired ifdeposit thickness is in the range of 1 mm (.04 in-). On re-assembly of manifold, replace gaskets if necessary. Re-torque afler first l0 hours of operatior. De-carbonizillg is consideredto be a tecirnical operation and should therefore be performed by an authodzei service center only. To cherk for piston rings sticking in grooves, move pistoN lateially ro determine ftee movement of the top dng. Ifpiston rings are stuck, consult your service center. 14,9) Piston pin bearing: Thc piston pin is supported in the con rod eye by 3l needle rollers, without a cage. For disassembly a special piston pin puller and particulal trainingforits use is necessary. Piston disassembly is all- owed to be done only by an authorized workshop. m.37

15.10.1) To be performed every l0 operating hours: Check oii level on respective oil level screw ard secure again with lock wire. Change oil after lrsr 10 hours of operation. Change oil every 100 hours or every 2 years (whichever occurs irrsr). Check propeller clearance and tracking. 14.11) Storage: If your engine is not.going to be mn for a period of2 moDrhs or more, celain precautions must be taken to protect the engine and fuel system fiom heat, direct sun, corrosion ind the formation ofdeposits. The foilowing schedule is a guide for storage procedure: 14.11.1) Internal engine components: Remove irir filharion system, stan engine and allow to idle. Using ar oil_can, flood the engiDe by injecting oil through the carburetor till the engine stalls, then pilceed with fuel system draining. 14.11.2) Fuel system: Drain float chamber, renove fuel from tank, drain fuel lines. -A. FoUow illl snfety Nles arncl do not run for a ptolonged period above idle. 14.12) After storage check: Inspect engine and engine environment for possible foreign nuterials. Ensure alr residue oil is drained or temoved by crarking the engine, and sperk plugs are clean and and properly galrped. Refill fuel tank, purge fuel line of air. proceed with srarting procedure lsecdon 4). 15) Tiouble shooting: Your RorAXengine requires basicnlly two essenrials ro run: spark a.d co''ecr fuel/air mixture. The majority of problems quite ofren are a simple lack oforle or the other. Org4ni29 y9ur.59lf and follow a set pattem to eliminate corDponents to find your fouble. Fuel: srafi by checking the supply (rank), fiffings (loose), filter (clogged), float chamber (fouled),jers (blocked). Spark: try new plugs. koblerns of a more complex nature are best left to a RorAX engine rechnician: see you, dealer.

Record any repairs or service on your ROTAX engine and use as a reference. Puchase Date : First Use : Break-in Inspection: Repair date Summary of work done

DESCRIPTION: BORE: STROKE: DISPLACEMENT: COMPRESSION /rha^sri^rl\ POWER OUTPUT: MAX. RPM CYLINDER: PISTON: PISTON/CYLINDER RANCE: RATIO: CLEA- Section 17 twin cylinder-, two stroke Otto engine, lublicated by fuevoil mixtule, air-cooled by fan 72,0 mm (2,84 in.) 61 ru! (2,40 in.) 496,7 c.c. (30,31 cu.in.) 10,8 single carb.: 34,0 kW (46 hp ) pcak power r.p.m. 6500 6600 dual carb-: 37,0 kw (50,0 hp ) for all above types 6800 l/min. 2 light alloy cylinders with cast iro[ sleeve aluminium cast piston witl 2 piston rings, one semi-trapez dng (top) and one lectangular ring (bottom) 0,07 + 0,08 mm (.0028 + .0032 in,) CHT: (cyl. head temperature) normal: 180-220oC (355-430 oF) mzx.: 25OoC (480 oF) difference b€tween 2 cyl. 20oC ( 36'D ECT: (exhaust gas temperature) TEMPERATURES OPERATIONAL VALTJES: normal: max.: difference betwcen 2 cyl. 460-580 oC (860-1080 oF) 650 oC (1200 oF) 2soc ( 45 oF) IGNTNON SYSTEM: IOMTIONTIMING: PICKI'P CAP; crankcase temp. max.: 80oC (175oD breakerless DUCATI capacitor discharge dual ignition with dagneto genemtor. 1,47 mm = .059 in. (16 o) BmC 0,45 + 0,55 mm (.018 + .022 in.)

REDUCTION GEAR-BOX, TYPE "C" (optional): LUBRICATION OF GEAR- BOX: DIRECTION OF ROTATION: 170W AC at 6000 l/min and 13,5 V RMS a) 866 080, equires minimum load 12 W (lA) to regulare. b) 264 870, no minimum load required. 14 mm B8ES 0,4 + 0,5 mm (.016 + .02 in.) I x Bing 36 mm (1,42 in.), hand or cable choke 2 x Bing 36 n\n (1,42 in. ), hand or cable choke single carb.: pneumatic fuel pump DF 44 dual carb.: pneumatic tuel pump DF 52 2-stroke oil (for high performance air cooled 2-cycle engincs, proposed ASTWCEC standard TSC3) for instance: Castol TTS or Blizzad oil 2 70 oil (1 part oil with 50 pans fuel) rewind staiter optional: a) Rewind staner v/ith electric stane!, p.t.o. side (for engine without reduction gear-box) or b) Elec tric starter, magneto side, without rewind starter (gear-box is possible) rcduction gear-box with torsional shock absolbe!, max propel- ler inenia 3.000 kg cm2 ratios available: i = 2,0 / 2,24 | 2,58 reduction gear-box with torsional shock absorber, for plopellgr inertia up to 6.000 kg cm'? mtios available: i = 2,62 I 3,ffi | 3,4'1 / 4,ffi gear oil API-GLS orGL6, SAE l40EPor 85 W-l40EP, as tem- peratr-Ile requires. view on p.t.o. crankshaft end: counter clockwise reduction gear box shaft: clockwise to order suitable prcpeller for engine with reduction gear on Eactor application: on pusher application: specify left-hand propeller specify right-hand Fopeuer COOLING: air cooled by axial fan, or fr€c air for special applications

exhaust systcm, ......30,4 kg carburetor with rubber socket and claurps:.,..,..,...,..................,,.................0,9 kg Exhaust systern assy. 4pro'x..,..........,,.,.....4,9 kg 2 air filtcrs ..................................................0,3 kg I double air fiIter.........................,...,.,....-...0,5 kg Inake silencer with filtcr, fcll singlc ca$. .0,E kg Intake silencar with filter, fo! dual carb. ....1,1 kg Elccttic startcr kit, p.Lo. side......................3,4 kg ElecEic starter kir, magneto sid€ ................3,5 kg Reduction gcar-box "B", dry......................45 kg Reduction gear-box "C", dry..................-...E,0 kg (67,01b.) ( 2,0 lb.) (10,81b.) ( ,61b.) ( 1,1 lb). ( 1,81b.) ( 2,4 tb.) ( 7,s lb.) ( 7,7 lb.) ( e,9 lb.) (17,61b.) a I .

Nm in.lb. 1) Cra kcase screws .M8 ............................-....-.--....-....22 195 2) Gar

oi atct . tFo s* +o s* +o i%**j?*{:6'= aFo *6!J Js\ gl, $ts rFc s** iFc sv* !ro. -F+- rFo' *t*f **1S"**f*;'*+l*i'**l . s"Fsi " ffiffiil#'-,'trr,ffi @ F:rqgd HRirAXl