Lycoming TIO-540-A1A, Руководство оператора

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SECTION 1 LYCOMING OPERATOR’S MANUAL
DESCRIPTION TIO-540 SERIES – ANGLE VALVE CYLINDER HEADS
Oil Sump and Induction Assembly –
This assembly consists of the oil sump bolted to a mated cover
containing intake pipe extensions for the induction system. When bolted together they form a mounting pad
for the air inlet housing. Fuel drain plugs are provided in the cover and the sump incorporates oil drain plugs
and an oil suction screen.
Cooling System
– These engines are designed to be cooled by air pressure actuated by the forward speed of
the aircraft. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is
then exhausted to the atmosphere through gills or augmentor tubes usually located at the rear of the cowling.
Induction System
– The Lycoming TIO-540 series employs a Bendix or Precision Airmotive (PAC) RSA
type fuel injection system.
The Bendix or PAC RSA type fuel injection system is based on the principle of measuring air flow and
using the air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force
(fuel pressure differential) when applied across the fuel metering section (jetting system) makes fuel flow
proportional to air flow.
Turbocharger System
– A turbocharger is mounted as an integr al part of the TIO-540 series engines. The
function of the turbocharger is to provide constant air density to the fuel injector inlet from sea level to
critical altitude. Regulating the amount of exhaust gas fed to the turbine wheel controls the output which
determines engine power. This factor is regulated by the control system which has three components,
namely, the density controller, the differential pressure controller, the exhaust bypass valve (waste gate) and
the TIO-540-AJ1A engine model incorporates a Slope controller. The position of the waste gate is
determined by oil pressure acting on a piston which is connected to the butterfly valve by linkage.
Increasing oil pressure on the piston closes the waste gate valve and increases power; decreasing oil
pressure opens the valve and decreases power. The bleed oil required to activate the piston is controlled by
either the density controller or the differential pressure controller.
These controllers each act independently to regulate the pressure on the exhaust bypass piston. The
density controller regulates bleed oil at full throttle only. The differential pressure controller takes over
whenever part throttle settings are being used. If this unit was not used, the density controller would attempt
to position the exhaust bypass so that the air density at the injector entrance was always that required for
maximum power. Since this is not required for part throttle operation the differential pressure controller is
used to reduce this air pressure and allow the exhaust bypass valve to modulate over as high an operating
range as possible. The Slope controller provides constant manifold pressure from sea level to critical altitude
at full throttle and a reduced deck pressure at part throttle settings. The waste gate control is servo operated
by engine oil pressure.
NOTE
The letter “L” in the model prefix denotes the reverse rotation of the basic model. Example –
model TIO-540-F2BD has clockwise rotation of the crankshaft. Therefore, the LTIO-540-
F2BD has counterclockwise rotation. Likewise, the rotation of the accessory drives of the
LTIO-540-F2BD are opposite those of the basic model as listed in Section 2 of this manual.
The letter “D” used as the 4
th
or 5
th
character in the model suffix means that the engine is
equipped with a dual magneto housed in a single housing. Example – TIO-540-N2BD.
Operational aspects of engines are the same and performance data and specifications for the
basic model will apply.
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