ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710 7-

ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710

7-7

7.5 ENGINE AND PROPELLER (Continued)

Oil temperature and pressure information is available from separate gauges located as part of the engine gauge stack. Engine crankcase gases are discharged to an air/oil separator behind the left rear cylinder, and then vented out the left exhaust stack.

PROPELLER

The propeller is a Hartzell composite, three blade, constant speed unit with an 80-inch diameter. Constant propeller rotational speed (rpm) is maintained by a balance of air load and engine rotational forces. The Hartzell propeller governor, mounted on the left front of the engine, pressurizes and regulates the flow of engine oil to a piston in the propeller dome. The piston is linked by a sliding rod and fork arrangement to propeller blades. Governor oil pressure against the piston works to increase propeller blade pitch, thus decreasing propeller and engine rpm. Centrifugal twisting moments on the propeller blades work to decrease propeller blade pitch and increase rpm. Simple control of the interaction of these and other forces to maintain a constant rpm is provided by the propeller control lever in the cockpit.

The propeller control lever, linked by cable to the propeller governor, determines a wide range of in-flight rpm. Governor range is more limited during ground operation. Pushing the lever forward selects increased or higher rpm. Pulling the lever aft selects decreased or lower rpm. When in flight the rpm should not fluctuate significantly from that set, regardless of throttle setting.

The propeller may be operated within the full range of rpm indicated by the tachometer, up to the red radial line. In cruise, always use the power setting charts provided. Avoid exceeding maximum rpm and excessive engine stress by moving propeller and throttle levers in smooth deliberate motions. On cold days during run-up, exercise the propeller several times to flow warm oil into the propeller hub. This assures propeller governing for takeoff.

7.6 AIR INDUCTION SYSTEM

CAUTION

Alternate air is unfiltered. Use of alternate air during ground or flight operations when dust or other contaminants are present may result in engine damage from particle ingestion.

7.5 ENGINE AND PROPELLER (Continued)

Oil temperature and pressure information is available from separate gauges located as part of the engine gauge stack. Engine crankcase gases are discharged to an air/oil separator behind the left rear cylinder, and then vented out the left exhaust stack.

PROPELLER

The propeller is a Hartzell composite, three blade, constant speed unit with an 80-inch diameter. Constant propeller rotational speed (rpm) is maintained by a balance of air load and engine rotational forces. The Hartzell propeller governor, mounted on the left front of the engine, pressurizes and regulates the flow of engine oil to a piston in the propeller dome. The piston is linked by a sliding rod and fork arrangement to propeller blades. Governor oil pressure against the piston works to increase propeller blade pitch, thus decreasing propeller and engine rpm. Centrifugal twisting moments on the propeller blades work to decrease propeller blade pitch and increase rpm. Simple control of the interaction of these and other forces to maintain a constant rpm is provided by the propeller control lever in the cockpit.

The propeller control lever, linked by cable to the propeller governor, determines a wide range of in-flight rpm. Governor range is more limited during ground operation. Pushing the lever forward selects increased or higher rpm. Pulling the lever aft selects decreased or lower rpm. When in flight the rpm should not fluctuate significantly from that set, regardless of throttle setting.

The propeller may be operated within the full range of rpm indicated by the tachometer, up to the red radial line. In cruise, always use the power setting charts provided. Avoid exceeding maximum rpm and excessive engine stress by moving propeller and throttle levers in smooth deliberate motions. On cold days during run-up, exercise the propeller several times to flow warm oil into the propeller hub. This assures propeller governing for takeoff.

7.6 AIR INDUCTION SYSTEM

CAUTION

Alternate air is unfiltered. Use of alternate air during ground or flight operations when dust or other contaminants are present may result in engine damage from particle ingestion.

FOR REFERENCE ONLY

NOT FOR FLIGHT

REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 7-8

REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999

7-8

7.6 AIR INDUCTION SYSTEM (Continued)

The engine air induction system receives ram air through forward facing ram air louvers located on the lower cowl below the propeller. Air enters these louvers and flows through a removable air filter mounted adjacent to the louvers. The filter removes dust and other foreign matter from the induction air. However, in the event the ram air louvers or the filter should become obstructed by ice or other causes, the pilot must manually select alternate air to provide air to the engine. This alternate air control is located on the center console just below engine control quadrant. When the induction air lever is up, or on primary air, the engine is operating on filtered air drawn through the forward facing ram air louvers. When the lever is down, or on alternate air, the engine is operating on unfiltered air, drawn through the aft facing louvers immediately aft of the ram air louvers. Since the alternate air bypasses the air filter, alternate air should never be used during ground operations, except for checking its operation.

Application of alternate air will result in a loss of manifold pressure when operating with a combination of high altitude and low RPM where the turbocharger wastegate is closed. Loss of manifold pressure of up to 8 inches Hg can result at maximum continious power, with a possible greater reduction resulting at cruise power settings. Some of this manifold pressure loss may be recovered with throttle and / or RPM adjustment.

7.7 ENGINE CONTROLS

The engine is controlled by throttle, propeller and mixture control levers, located on the control quadrant on the lower central instrument panel (Figure 7-5). The controls utilize teflon-lined control cables to reduce friction and binding. The throttle lever is used to control engine power by simultaneously moving the butterfly valve in the fuel-air control unit and the variable absolute pressure controller, thus adjusting manifold pressure. The throttle lever incorporates a gear-up warning horn switch, which is activated during the last portion of travel of the throttle lever to the low power position. If the landing gear is not locked down, the horn will sound until the gear is down and locked, or until the power setting is increased. This is a safety feature to warn the pilot of an inadvertent gear-up landing. All throttle operations should be made with a smooth, deliberate movement to prevent unnecessary engine wear or damage and to allow time for the turbocharger speed to stabilize.

7.6 AIR INDUCTION SYSTEM (Continued)

The engine air induction system receives ram air through forward facing ram air louvers located on the lower cowl below the propeller. Air enters these louvers and flows through a removable air filter mounted adjacent to the louvers. The filter removes dust and other foreign matter from the induction air. However, in the event the ram air louvers or the filter should become obstructed by ice or other causes, the pilot must manually select alternate air to provide air to the engine. This alternate air control is located on the center console just below engine control quadrant. When the induction air lever is up, or on primary air, the engine is operating on filtered air drawn through the forward facing ram air louvers. When the lever is down, or on alternate air, the engine is operating on unfiltered air, drawn through the aft facing louvers immediately aft of the ram air louvers. Since the alternate air bypasses the air filter, alternate air should never be used during ground operations, except for checking its operation.

Application of alternate air will result in a loss of manifold pressure when operating with a combination of high altitude and low RPM where the turbocharger wastegate is closed. Loss of manifold pressure of up to 8 inches Hg can result at maximum continious power, with a possible greater reduction resulting at cruise power settings. Some of this manifold pressure loss may be recovered with throttle and / or RPM adjustment.

7.7 ENGINE CONTROLS

The engine is controlled by throttle, propeller and mixture control levers, located on the control quadrant on the lower central instrument panel (Figure 7-5). The controls utilize teflon-lined control cables to reduce friction and binding. The throttle lever is used to control engine power by simultaneously moving the butterfly valve in the fuel-air control unit and the variable absolute pressure controller, thus adjusting manifold pressure. The throttle lever incorporates a gear-up warning horn switch, which is activated during the last portion of travel of the throttle lever to the low power position. If the landing gear is not locked down, the horn will sound until the gear is down and locked, or until the power setting is increased. This is a safety feature to warn the pilot of an inadvertent gear-up landing. All throttle operations should be made with a smooth, deliberate movement to prevent unnecessary engine wear or damage and to allow time for the turbocharger speed to stabilize.

FOR REFERENCE ONLY

NOT FOR FLIGHT

ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710 7-9

ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710

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