10
N O R M A L E N G I N E O P E R A T I O N
bogs down during the transition,
then the idle is too rich and needs
to be adjusted leaner. If during the
transition the rpm increases quickly,
the idle is likely too lean and needs
to be adjusted richer. Continue
working in this manner until you
are satisfied with the slow transition
from low to high rpm.
5. Once you have completed the slow
transition adjustment now is the
time to check how the engine reacts
to a fast throttle transition from low
to high speed. If the quick transition
results in a gradual increase in rpm
to a peak setting, the high speed
is likely too rich and should be
adjusted leaner. If the engine quits
or hesitates during this transition the
high-speed adjustment is likely too
lean and should be made slightly
richer. Continue working in this
way until you are satisfied with the
quick low to high speed transition
of the engine.
Because the engine will unload in
the air when the propeller operates
in turbulent free conditions, it is
necessary to richen the high speed
slightly before your first flight. Final
adjustment of the carburetor needs
to be made after actually flying the
airplane in the conditions and manner
that you enjoy.
Normal Engine
Operation
1. Ensure the ignition battery is
adequately charged before flying
your aircraft. The ignition system
usage is roughly 790mAh at full
throttle so judge the required
capacity of your pack based on the
flight time expectations you have.
2. Connect a heat-proof and gasoline-
proof line to the crankcase breather
nipple. Make this line long enough
to exit the cowl so the interior of
the engine compartment will remain
mostly oil free.
3. Lubrication for the piston, conrod,
bearings and cam gears comes from
the blow-by fuel and oil between
the cylinder and the piston. The
engine is designed to provide
adequate lubrication to these
crankcase-located parts when good
reliable oil is used. We have used
Evolution
®
Oil (EVOX1000Q) with
good results.
4. Over-closing (over-leaning) the
main (high-speed) needle valve
will result in overheating, pre-
ignition, knocking, engine failure
and adverse effect on the conrods
and cam gears. Always set the main
needle on the ground slightly rich
to allow the peak rpm and setting to
occur once the airplane is airborne.
5. When attaching the exhaust pipe
to the cylinder or the propeller nut
to the shaft, apply a threadlocking
