1

INSTALLATION AND

MAINTENANCE MANUAL FOR

KIT “Fly-Safe” FOR

SUPERCHARGED ENGINES

Fly-safe -- Supercharged -- Version 4.0

All the information, the technical data and the specific drawings reported in this manual are owned by FLYGAS

and they cannot be reproduced neither entirely nor partially without previous agreement and written authorisation

by FLYGAS ITALIA.

Approval of translation to best knowledge and judgement – in any case the original text in Italian language is

authoritative.

COPYRIGHT COPYRIGHT COPYRIGHT COPYRIGHT ---- FLYGAS FLYGAS FLYGAS FLYGAS

2

INDEX

1. PREFACE________________________________________________ 4

2. KIT FLY-SAFE DESCRIPTION _______________________________ 7

3. TECHNICAL DATA _______________________________________ 8

4. INSTALLATION ___________________________________________ 9 4.1 SYSTEM DESCRIPTION OF Main “Multi Switches”

4.2 OPERATION

4.3 INSTALLATION

4.4 M.A.P. SENSOR INSTALLATION AND CONNECTION

4.5 PHONIC WHEEL AND SMOT SENSOR (RPM)

4.6 PHONIC WHEEL AND SMOT SENSOR WITH ADDITIONAL KIT ALTERNATOR (only

for Rotax engines 912, 912 S and 914)

4.7 ADDITIONAL AIR PUMP

4.8 ELECTRIC CIRCUIT

4.9 FUEL CIRCUIT PLAN

5. INSTRUCTION FOR USE______________________________________37

6. SYSTEM MAINTENANCE ____________________________________ 41

WARNING ! This Manual is an integral part of your “Fly-Safe” kit and shall be kept

with it for future reference.

Retain this Manual in a suitable place and when consulting it, take

care of not spoiling it.

Should your kit be resold, entrust it to the new owner who will obviously

need the information contained.

This Manual consists in 44 pages including cover.

3

Warrantee

The warranty is limited to the replacement of items that, made free our home, are

considered defective for reasons attributable to us; we exclude any responsibility for

possible damages to persons or properties. This product is guaranteed for one year from

date of delivery or 50 hours of flight.

Purchase date: __ / __ / ____

Flight hours at the moment of sale: ______________

Type engine : ________________

Serial Number : ________________

Within 30 days from the date of purchase the buyer must send to Flygas the sheet in which

is clearly indicated the date and the effective hours till the date of the installation.

Otherwise the warranty is void.

Insurance

No insurance is included in the purchase of our kit.

Please, note that the installation of our “Fly-Safe” kit is going to change the basic

characteristics of the engine and the vehicle. It’s so necessary to review the insurance

contract verifying insurance coverage and, in case, examine the possibility of creating a

new insurance policy that permits such changes.

In case of accidents or in case of damages caused to property or third persons, Flygas will

not be liable in any way.

4

Congratulation for your choice to use this FLYGAS product.Congratulation for your choice to use this FLYGAS product.Congratulation for your choice to use this FLYGAS product.Congratulation for your choice to use this FLYGAS product.

The kit "FLY-SAFE is the only system that will provide your vehicle a dual supply system. Designed

and built entirely by Flygas, it is the result of the long path that the company carried out within

motoring field. With the use of our system, designed and manufactured in Italy, you will be able to

increase the reliability of your engine.

Before starting with this kit read this manual carefully so as to understand the contents clearly: consult

it whenever any doubt arise.

The sections are proposed in order to know step by step all the functionalities of our product.

The texts are easy to be understood and accompanied by pictures.

This manual contains information which are useful for you safety. Please observe carefully the

indication contained and perform the recommended procedures which, if not properly observed, could

result in damage of the equipment or could cause personal injury.

1. FOREWORD

In order to make the reading and the comprehension of the manual easier, the

important information are marked by the following symbols:

The safety Alert Symbol means ATTENTION! Be careful! Carry out

all the precautionary measures to avoid damages for your

personal safety.

The in-observance of the instructions marked by the following

symbol of WARNING may result in serious damages of the

vehicle, and could cause injures to the operator or to the

people involved in inspection or repair of the vehicle.

A NOTE provides key information to make procedures easier

and clearer.

5

This manual is developed to provide you basic instructions for installing on your engine the

dual fuel system Fly-Safe " and its maintenance in order to prevent accidents and

damages caused by human error.

Our system is compatible to be installed on different models of engines; so this handbook

should necessarily be integrated with the manual of the engine on which it is installed.

This manual contains important safety information: follow the indications described and

perform the recommended procedures which, if not properly observed, could result in

damages of the equipment or could cause personal injury.

Regular inspections and careful maintenance will ensure you a safe and proper usage of

this kit.

Read this manual carefully and completely before operating this kit. Do

not attempt to operate until you have attained a complete knowledge of

its controls and operating features; please carry out the first trial in

complete safety conditions to get acquainted with the several controls.

Regular inspection and maintenance will make your engine safe over

time without compromising reliability.

The information and the description contained in this Installation Manual are correct at the

time of publication. FLYGAS, however, maintains a policy of continuous improvement both

in terms of the performance and of reliability of its products, without imposing any

obligation to install them to update the products built previously.

FLYGAS reserves the right at any time to discontinue or change specifications, drawings,

features, models or equipment without incurring in any obligation.

For any questions concerning this manual, please contact Flygas Italia.

The kit can be installed exclusively by certified technicians, authorized by local aviation

authorities with the basic knowledge of this product.

Fly-Safe, the dual fuel system, must be installed only on engines, including

aircraft, where the sudden shutdown does not cause any danger. If the kit

is installed on aircraft, never fly in unsafe conditions (altitude, speed,

location...) or other unsafe circumstances. In case of sudden power loss or

switching off the engine pilots must be able to make an emergency

landing. Flying exclusively on flat areas and open countryside without

going over the airfield. The aircraft fitted with this kit has to fly only in

daytime light conditions and visibility (VFR - Visual flight rules -). It is

prohibited the installation on vehicles supported by rotary wing (as

helicopter, autogyro and other aircraft like these). It is strictly prohibited to

install it on acrobatics aircrafts (inverted flight, etc. ..). This kit is designed

for a possible application on aircraft used only under VFR conditions,

which have the ability of controlled landing even with the engine off or

damaged.

Failure to observe these instructions excludes the system manufacturer from any liability.

For the variety of models, equipments, and types of aircrafts on which you can install the

Fly-Safe kit, FLYGAS gives no warranties nor documentation about the adaptability of this

fuel injection kit on a particular type of engine or vehicle.

Moreover, FLYGAS gives no warranties regarding the compatibility of this kit with any other

parts, element or system that can be chosen by the manufacturer / user for the

application on the plane.

FLYGAS recommends you to select and install a proper aircraft

instrumentation. These tools is not included in the kit.

6

Before each flight be sure that all instruments of motor control are operational and

reliable.

Make sure that they can be reached in case of emergency.

Before starting the engine with propeller installed, the pilot must ensure that the

surrounding area is clear of obstacles, people and other vehicles.

Start the engine with brakes and hand on the throttle control and follow the necessary

heating time.

Turn on the engine with propeller installed only in special open places away from people

especially if they are not employees!

Prevent use by unauthorized persons, inexperienced people or people who haven’t read

and understood this manual.

Certain geographical areas, altitudes and weather conditions presents a

higher risk than others. The Electronic Control Unit (ECU) may require a

different mapping, greater protection from the weather as humidity, dust

and sand, or an extra maintenance.

Improper installation, use of inappropriate electrical connectors and pipe fittings of non-

standard aircraft, discharge the manufacturer of the kit from any liability. Unauthorized

modification plant fuel or electric automatically exclude the manufacturer of the kit Fly -

Safe from any liability.

Replacement parts must be the same authorized by FLYGAS and

described in this manual; the usage of non original spare or used parts

discharges the manufacturer from any responsibility.

This kit has not been tested for safety and durability standards for the

aircraft. All the risks involved will be borne by the user. The added weight

of the kit varies inevitably the centre of gravity and moment of inertia on

the three axes aircraft. Before you make a good flight it’s necessary to

check what that change involves and be sure to carry out all the

consequent changes.

While refuelling, protect the engine and supply system from

contamination and exposure.

The kit Fly-Safe "electronic injection can cancel the guarantees issued by the engines

manufacturer.

In addition to compliance of the instructions contained in our manual and that of the

engine manufacturer, all the general measures of safety and accident prevention must

be observed, as well as legal laws and the rules of any aviation authorities.

7

2. KIT FLY-SAFE DESCRIPTION

Fly-Safe Kit by Flygas consists of the following elements (picture 1):

� n. 1 Maintenance and installation manual

� n. 1 Equalizer pipe (1)

� n. 1 Main “Multi Switchs” (M.M.S.) (2)

� n. 1 E.C.U. and wiring (3)

� n. 1 RPM sensor and its brachet (16)

� Electric piezo injector (depending of the engines) (5)

� n. 1 Elettrical Fuel pump 3 Bars for injection plan (6)

� n. 1 Fuel pressure regulator 2,8 bars (7)

� n. 1 Manifold Air Pressure sensor (8)

� n. 1 Phonics weels 4+1 teeth (9)

� n. 1 Supplementary air pump (10)

� n. 1 Air Temperatur sensor (11)

� n. 1 Green light which starts when Electronics fuel injection plan is active

� n. 1 Engine Temperature sensor

� n. 4 Nipplo 4 A/N to 1/8 NPT straight (13)

� n. 2 Nipplo 4 A/N to 1/4 NPT straight (su collettori) (on inlet manifold)

� n. 6 Switable 4°A/N straight

� Mt. 6 pipe Aeroquipe 4 A/N (13)

� n. 4 O.R. “2010 Viton” (to insert down float)

� n. 2 collettori Inlet manifold (only for engines Rotax 912 and 914) (14)

� n. 1 Switchs to exclude air pump (15)

� n. 1 wiring for connection between main multi-switches and Air temperature sensor

on Air Airbox (for Rotax 914)

8

3. TECHINCAL DATA

� Sensor (Manifold Air Pressure)….........“MARELLI PRT06/00”

� Air temperature sensor..........................“MARELLI ATS04”

� Smot (RPM sensor).................................“BMW 12141401186”

� Engine temperature sensor ……...…....“MARELLI WTS05”

� Electrical Fuel Pump ….........................”PIERBURG” cod. “7.21565.70.0”

� Fuel Pressure Regulator ........................“BOSCH 0 280 160 509”

� E.C.U. (electronic controller units).........”EFI Euro 1”

� Injector....................................................”DENSO cod. “071 14 0771–S8F BB” per

Ford cod. “10 00 312”

None of these elements has been designed and built for flight. Their use

on aircraft is at the sole judgment of the user of the vehicle.

9

4. INSTALLATION

4.3 “MAIN MULTI-SWITCHS” (MMS) AND FULE PRESSURE

REGULATOR DESCRIPTION

Description Pictures 2 page 9 , Pictures 2/a Page 10

(2) Body Main Multi-switchs

(3) Shaft (keep lubricated)

(6) Screw position stop

(7) Switchs

(8) Switches injection (indicating the correct direction of installation)

(9) Knob

(10) Hole to plug security against unintended start

(11) Nut Multi-switchs fixing

(20) Line fuel back to tank

(21) Line exit fuel to injectors (One on each side

(22 Inlet Fuel from elettrical fuel injection pump 3 bars

(25) Atmospheric air pressure

10

11

4.2 OPERATION

During normal operation electronic injection, the Main Multi-switches (MMS) is in position "i"

(Fig. 3). By pulling the stem, in fact, power to the electronic control unit is given and the

fuel pump 3 bar is activated and that for 1 bar carburettors is switched off. The passage to

fuel injectors is opened and simultaneously the circuit gasoline to carburettors is closed.

Pushing the stem of the MMS in position "c" (Fig. 3) the operation of the engine carburetor

is again active. During the race from position "i" to "c" the power is taken off at 3 bar fuel

pump and control unit and you turn on the 1 bar fuel pump which sends gasoline to the

carburettors. The gasoline carburettor circuit is thus again opened. With this gesture we

can restore the original power plant.

When you switch from injection to carburettor always press the MMS till the

stop to avoid being in an intermediate position (between "i" and "c");

otherwise it would prevent the proper functioning of both the first and the

second plant. The starter motor is specially designed to not be damaged

even if stressed while the engine is running (but can discharge the

battery!).

The position "a" (Fig. 3) shows instead the start up of a carburettor engine. Pushing the

knob until the end stop the power is given to the starter motor that allows the engine

starting. Once released the pressure on the knob, automatically returns the MMS in the

position "c" and the motor continues its operation by carburettors.

The MMS actuator has been especially designed and created to ensure

that they can instinctively be pressed in case of failure of the system of

injection of a sudden shutdown of the engine: in case of failure it should

be pressed with your hand free from the basic controls of the vehicle ( ex.

cloche). The instinctive gesture allows the immediate switching on of the

engine with the original mechanical system carburettors.

In order to become familiar with the use of this control its usage has been

provided as the only method of starting the engine (See section

"Operating Instructions").

Never follow the steps in flight just for testing. Perform tests on the ground

with tied or braked vehicle and take all the safety precautions.

12

13

4.3 INSTALLATION

Before installing read this book carefully. The manual provides basic

information for the correct installation of the entire system on the engine

and its proper maintenance. A lack of attention may cause serious

damage to both structural (weakening of the engine or mechanical parts

directly linked to it) and physical.

Since the reading of the instructions will not eliminate the risks, the understanding and

application of the information listed below will allow proper installation, operation and

maintenance.

The installation of the kit and its maintenance must be performed only by

certified technicians, qualified and authorized by local aviation

authorities.

The illustrations in this manual show the basic construction. They cannot

represent all the details and the exact form or shape of all the

components with the same or similar function.

Assembly:

1) Dismount the battery from the vehicle.

First disconnect the negative terminal to prevent a sudden starting of the

engine or sudden sparks may cause fires. Reinstall the battery only after

complete installation.

2) Empty the tanks completely and, eventually close the taps

Pay particular attention to the escape of gas during the disconnection of

pipes and fittings. In the section of pipe that goes from the fuel motor

pump may be high pressure. Do not work near heat, flame or sparks (the

only rotation engine, the "magnets" are not grounded, causing sparks to

high voltage, in the order of 15,000 Volts!).

3) Disassemble the propeller in order to prevent that the first test ignition or

an undesired ignition may hurt people.

4) Remove the original command who switch-on starter motor used till now.

In order to get familiar to use the new installed control and test at each

starter the proper functioning of both systems, the engine starting must be

14

done only through the new control located directly on the switch unit (Fig.

3 and fig. 6 position A).

5) Positioning of the "MMS actuator: Place the MMS in the cockpit in a visible

position and easy to reach (possibly by both pilots.) Install it in a location

capable of holding the pressure (about 7kg) and traction (about 1kg) that

is needed for its operation.

The MMS actuator and all the other elements of the kit (ex. microswitch)

should not be disassembled for any reason in their parts as the lack of

specific equipment suitable for mounting, make the perfect replacement

of elements impossible without damaging the internal parts and the

delicate O-ring seals.

Any manipulations, operations or replacement of parts without written

authorization from Flygas, discharge the manufacturer from any liability for

damage or malfunction of the system

6) Ensure all threaded parts through a special lock steel wire or thread lock

product by adopting all necessary measures to perfect fit against

loosening caused by vibration, expansion, etc. ...

The presence of particles of dirt may damage the various and important

mechanical seals causing the premature wear by abrasion. Therefore,

avoid that parts of products used as chemical sealing agents or Teflon

enter the pipes during installation and maintenance. Please notice that

this material may damage the mechanical seals and moreover could

block the flowing of gasoline, air and oil. Whenever you install a pipe,

especially if new, it is essential to wash it; let flow inside a substantial

amount of fuel to remove dirt and waste.

The manufacturer guarantees the perfect performance and durability of the components

supplied only with gasoline which is unpolluted by water and dirt, and above all the

producer ensures the physical and chemical compatibility of its components only for

gasoline called "green" normally sold in Italy without any additives.

7) Intake Manifolds (kit only for Rotax 914). Replace the intake manifold

according what reported by your manual of installation and maintenance

("Replacing O-rings and torques).

Block the new collectors being careful not to pinch any cables between

the plan, cable plugs, cables or gas pipes.

8) Install the pipe compensator connecting it to the just fitted manifolds. Be

especially careful during this procedure because the pipe compensator is

15

based on inlet air temperature sensor engine (Fig. 4). Avoid damaging this

component, which is very important for the optimal operation of the

system and then of your engine.

During installation and maintenance be sure that no pipe or electric cable

is near to potential electrical shortcuts, electrical shocks (always possible

especially coming from high voltage cables candles) and close to hot

surfaces (above 50 ° C ..) Do not run pipes or wires inside holes on not

properly protected sheets, do not not lean them on sharp edges or on

any other cutting element. The thermal expansion of materials and their

vibrations during operation of the engine can cause cuts, peeling and

abrasion of the objects placed in contact with them.

9) Remove pans carburettor according to the specifications reported by the

engine manufacturer and in the stems of 2 mm diameter insert the nr.° 4

"Viton Or 2010" provided (one for each float, then 2 per tray) that keep

the floats in direction. Place the OR on the bottom of the pan (Fig. 5) to

avoid direct contact between it and floats when there is no petrol in the

float chamber, that is during the injection operation (see "Instructions").

The O.r. make the contact more delicate and softer between the floats

(Two floats each “float chamber” in the engine Rotax 912 and 914)) and

the bottom of thefloat chamber when it is empty. Moreover they avoid

premature deterioration and damaging of the floats themselves.

16

10) Install the 3 bar fuel pump injection and the "additional pump air starter

and help restart", taking care not to place them near heat sources or

moving parts of the engine. Items must be firmly fixed considering the fact

that they will suffer severe vibration and strong forces due to accelerations

and decelerations. As for the 3 bar fuel pump, read carefully the

installation instructions attached to the pump Pierburg. As regards the

installation and use of the additional air pump, see "additional air pump”.

Insert a specific filter for injection systems which is resistant to injection

pressure of 3 bar between the output and the input electric pump

pressure regulator in order to be able to retain any dirty or waste (Fig. 18

special 8A).

11) The electronic control unit, being a very delicate part, will be housed in a

position more sheltered as possible and away from heating sources,

electrical disturbances and radio interferences. It should be fixed on a wall

protected from heat, moisture, dust and vibrations that can damage the

internal parts.

17

The unit must not get in contact with water, gasoline or any liquid in any

case, even for a few moments.

12) Place inside the cockpit, possibly near the MMS actuator, the green light

that indicates the exclusive operation of the injection button and switch

for the exclusion of additional air pump (not included in the kit).

13) Install the MAP sensor (pressure sensor and depression, Fig. 12). With this

regard see section dedicated to that element, "Installing and connecting

the MAP sensor”.

14) Install the gear wheel 4 teeth + 1 (Fig. 2 particular 9) and the smot speed

sensor (Fig. 2 special 4) as described under "phonic wheel sensor and smot

sensor."

4.4 INSTALLATION AND CONNECTION MAP SENSOR (Manifold

Air Pressure)

The MAP sensor (Fig. 1, detail 8 and fig. 12) is a sensor essential for the proper functioning

of electronic injection, the signal it sends to the controller indicates the engine inlet air

pressure.

The Map pressure will be taken off from the throttle carburettors in the part of pipe that

connects the intake manifolds of the two banks (tube compensation). Place the sensor

higher than the outlet pressure following the vertical axis, and taking care to maintain in

the higher part the connection for the pressure / vacuum in order to prevent the entry of

gas or humidity in the sensor and towards it.

The sensor body has 3 holes for mounting. The use of all 3 holes you should fix it in a stable

but not rigid way on a wall protected from heat and humidity and free from vibrations

that can damage internal components.

There are two types of connections to be performed on the Map sensor:

� An electrical connection (Fig. 6 particular 1)

� Or a link for pressure / vacuum (Fig. 6 particular 2)

The electrical connection is reported on the wires supplied (code R02-2010) (Fig. 1, detail

3). It will be sufficient to connect the plug of wiring identified by MAP writing. Connect

carefully the clip anti-detachment and check the rubber seal on the bottom of the

connector.

If the hose that leads pressure from the intake manifold pressure to the

MAP sensor should disconnect, the engine could shut down because of a

change in the carburation (see "Instructions for Use, Possible failures").

With regards to the connection of the pressure / vacuum, instead, use suitable pressure

tube resistant to pressure and especially to gasoline and oil.

18

Use the entire length of wedge to make the pipe as fit as possible to the

plug.

In order to avoid the pipe to slip off from its housing accidentally, fasten it using the proper

clamps free from edges that may cut it.

Insert a filter and anti condensation and anti pulsations. This will avoid

excessive “stress” to the sensor and it will improve the sensor reading from

the controller. The resulting signal, in fact, will be much more linear and

less pulsating.

The temperature sensor should never be below -20 ° C and above 100° C.

The range of measurable pressure varies between 500 mbar and 2500 mbar.

4.5 PHONIC WHEELS AND RPM SENSOR (SMOT)

The engine speed sensor smot (Fig. 1, detail 4) works by varying the magnetic field

generated by the passage of teeth of the gear wheel. The electronic control unit uses the

received signal from the sensor to determine the speed of the rotation of the motor. In

other words, the passage of the teeth in front of the smot sensor generates a change in

electromagnetic flow that is captured by the sensor and sent to the electronic unit. The

frequency and amplitude of the signal sent to the controller provides a measure of

angular velocity of the motor.

Smot speed sensor is very sensitive to any type of vibration (ex propeller or

engine vibration), electrical noise (ex. cables spark plugs), magnetic

interference and radio disturbances.

19

Only an exact set up of the gear wheel and speed sensor enable the system to work

properly. A wrong signal sent by the speed sensor to the unit will result in a wrong

perception of the number of engine revolutions and consequently an incorrect amount of

fuel injected.

The phonic wheel consists of 4 + 1 teeth (or inserts). The four teeth are positioned exactly

at 90 ° apart at 15 ° delay (or 18 ° depending on the used phonic wheel model) as

regards to one of these four teeth, which for reasons of clarity we define as "reference

insert", there is the additional tooth. The phonic wheel (particularly figure 13 41) must be

mounted on the original flywheel in the correct angular position. The correct position is

achieved by raising the cylinder n° 1 of an engine (the one closest to the propeller) in the

position of TDC (TDC): In this position the sensor speed smot will overlap with the reference

insert 55 shown in Figure 13, for ex. the tooth, between 4 to 90, is flanked on the other tooth

at 15 ° delay on the motor rotation. The correct PMS and the perfect alignment between

the sensor and the insert smot reference must be checked with the appropriate dial

gauge positioned in top of piston N° 1.

For Rotax 912 and 914 engine there are two different types of toothed phonic wheels. The

choice of the appropriate wheel is based on the model and version of your engine. The

first type of gear wheel is the one that provides the connection of this on the original

flywheel by means of 5 screws. The second type, however, provides the fixing with a screw

clamping ring of INOX.

1- In case your engine requires the use of the first type of phonic wheel, lease proceed

with the installation as follows:

Install the phonic wheel (41) using the 5 Allen screws M8 (54) taking care to ensure that

they do not protrude into internal flywheel, otherwise they may damage the winding or

the original stator. Insert spacers in parallel planes between the stator plate and motor

plan until you reach the right size that will allow a proper distance/gap between the

engine speed sensor smot (installed with spacer of 14 mm) and teeth of the phonic wheel

between 0.6 mm and 0.8 mm (measured with gauge) (Fig. 14).

After a second control of this distance (between teeth on phonic wheel and smot) block

the Allen screw M6 on the smot with "Loctite 270" and tie it with the special lock steel wire.

20

2- In case your engine requires the use of the second type of phonic wheel, proceed with

the installation as follows:

Screw the phonic wheel as much as possible and find the location of alignment / timing

with regards to the TDC of cylinder No. 1.

Lock the clamping screw for the screwing up of the phonic wheel (Fig. Detail .. 54); when

you will find that position.

Clamping screw “54” must necessarily be of INOX steel. Don’t use

magnetic IRON or similar material, otherwise signal SMOT sensor can be

disturbed.

Then install the speed sensor, taking care to verify immediately the correct distance, even

before tightening the screws M6 of the support plate in order to avoid damage from

possible pressure against the teeth of the phonic wheel.

21

After the installation of the phonic wheel, then proceed to separate the plate (possibly

correcting the spacers 43) in order to reduce the gap as described in fig.9.

In case of it would be necessary to correct the spacers or create new

ones, you must respect the perfect orthogonality of the plans in relation to

their axes.

Check the axial play of the crank - shaft. The speed sensor provides a correct reading with

"GAP" between 0.6 and 0.8 mm. If the axial play of the crank shaft exceeds a swing of 0.20

mm, the system can not be installed because the reading of the signal could disappear

because the sensor is too far away or too close to the inserts on the gear wheel.

The smot sensor is with the MAP sensor, a key element for the proper

functioning of the ECU and then of the system; an improper installation

can cause the brake, the detachment or simply a lack of production of

the signal that must be sent. Failure of these sensors would cause strong

anomalies to the system and to the operation of the engine.

22

4.6 Phonic wheels and smot SENSOR WITH ADDITIONAL

ALTERNATOR KIT (Only for Rotax 912, 912 and S 914)

If you have decided to install in addition to the kit Fly Safe, even the additional alternator"

Flygas cod. 05-002,it is necessary to install the alternator, phonic wheel speed sensor and

smot only after reading carefully and understood the manual of the installation in

attachment, since the installation of the phonic wheel and alternator have many steps in

common to carry out together.

Below there is a passage of the Manual about the installation of the alternator phonic

wheel and the alternator stator (see chapt. respectively. "Fixed Installation" sections 3 and

9) as related to a correct installation of speed sensor smot engine. The indications refer to

the pattern proposed in figure 15.

23

Installing the gear wheel (41) using all five Allen screws M8 (54) taking care that they do

not protrude from the internal flywheel, otherwise they may damage the winding or the

original stator. The phonic wheel (41) must be mounted on the original engine flywheel

(51) in the correct angular position. The correct position is achieved when the engine is in

the position of top dead center (TDC) of cylinder 1 (the one closest to the propeller), the

smot (40) overlap with the 'insert (55), thus the tooth from 4 to 90 ° among them in which is

located the insert with 15 ° delay on the rotation of the engine. The correct PMS and

perfect alignment between the smot sensor (41) and the insert (55) must be verified with

the appropriate dial gauge. After obtaining the correct position, insert the spacers in ° 3 of

Fe36 in parallel planes (45), between the stator plate ( 50) and crank-case motor (56) of

thickness 4.7 mm, checking the correct size on your specific engine; this size is reached

when the distance / gap between smot sensor (40) installed with spacing of 14 mm (43)

and the inserts of Fe36 (55) on the phonic wheel (41) will be between the values of 0.6 and

0.8 mm measurable with feeler.

Recheck the distance / gap between smot sensor and inserts of the

phonic wheel and lock finally the M6 Allen screw with Loctite 270, binding

it with a special steel wire

24

Remount, if possible, the original black plastic cover ROTAX (46) and appropriately

contouring it using appropriate spacers. Verify that the screws of the smot M6 (40) and of

the fixing plastic casing (46) do not protrude from the stator plate (50), otherwise the gear

wheel would be damaged.

Check the axial play of the drive shaft. The speed sensor provides a

reading with "GAP" 0.6 to 0.8 mm. If the axial play of the drive shaft

exceeds a swing of 0.20 mm, the system can be installed, as the reading

signal can disappear for too much or not enough distance.

4.7 ADDITIONAL AIR PUMP

This additional air pump (Fig. 1, detail 10) is designed to operate in vacuum or blower

mode depending on the polarity that is provided. The correct polarity is not marked on

the pump. Therefore, to find the right polarity an operation check is needed. Connect the

positive to the pump pole and the negative to the other and check what happens at the

end of the out tube: if the pump "blows" air the operation is correct, otherwise, if the pump

sucks air, reverse the polarity. Once you find the right function (in our case from the tube

should comes out air), be sure to perform the electric connection with all the precautions.

The additional air pump acts as extra starter for the engine and in case of sudden shut

down make the restart easier . It is only powered when the MMS (Main Multi-Switchs) is

held down in "a" position (start carburettors). Releasing the MMS the pump will stop

working. In case of overuse be careful because flooding of the engine may occur, not

allowing the re-ignition. With this regard we recommend the installation of a switch button

(normally closed) in the cockpit, that when pressed, turns off the pump 35 allowing the

engine to start, burning the excess gasoline entered without that other fluid may forcibly

enter.

25

26

Referring to fig.11, install the pump engine (35) on the flame guard using the proper fixing

hole in a stable but not rigid way.

The pump has an exit (38) inside which a flow of compressed air runs. Place on this exit a

calibrate jet (34) with a diameter of a variable hole according to the own engine. The jet

must be screwed up or anyway properly fixed to the pipe.

The jet diameter has the purpose to fit, get into proportion and optimize the air flowing

coming from the carburettors; the less the air hole will be, the less the pressure and volume

of air will work on the gasoline level (forcefully sending fuel through the main jet and at

least in the engine.

If the air valve diameter is too small the gasoline flow won't be enough,

causing a longer restart time. On the other side, with a larger diameter,

too much fuel will enter in the engine causing it to flood, preventing the

re-ignition (until the evaporation of the excessive fuel income and when

the sparks plug are dry).

The jet diameters according to our experience may differ between 100

and 220 thousandths millimetres. The proper calibration of the hole is

achieved through experimentation and on the base of your own vehicle

since there are many variables to be considered (such as the moment of

27

inertia of the propeller, the length and the position of the fuel hoses, the

distance and the position of the exchange valve fixing, the type of pipe

used, the length and type of connections and branches used, etc. ...).

At the end of the jet the check valve (NR) (40) must be installed with flow direction as

shown in the figure. The valve allows the flow of pressurized air when the pump is

activated, and prevents air flow during operation with airbox pressure higher than the

atmospheric.

If this valve is not installed during the carburettors operation with MAP

supercharged, you are going to have a depletion of the air-fuel mixture

due to a lack of pressure compensation in the carburettor’s float

chamber.

From N.R. valve tubing from the valve joins the junction "T" between the incoming air from

the pump and the air coming to airbox From the N.R. valve the pipe join with the “T”

junction that connects the air arriving from the pump and the air from the airbox (37). The

junction exit is going to be toward the carburettor (39) in the specific plug useful to

provide the atmospheric pressure on the free surface of the fuel in the containers (32). The

branch should be positioned in such a way that the length of the two tubes to the

carburettor is same as the original.

The air hose from the pump air must always be straight with the exception

of the final branch to the carburettors. Therefore is necessary to place the

junction "T" that connects the air from the pump and the air from the

airbox as shown in the picture 13.

28

Connect one of the two pins (36) to the negative pole of the battery (or ground on the

basement) and the other pin (36) to the power relay or the starter motor so that, every

time the starter rotates through the 12 Volt, the air pump is activated too, sending its

airflow to compensate the carburettors.

Make the electrical connection between the additional air pump and the

switch button so that holding the switch pressed, the 12V power from the

air pump will be removed, stopping the operation.

4.8 ELECTRICAL SYSTEM

The installation of the dual supply “Fly-Safe” system by Flygas generates a higher current

absorption compared to the original power consumption of the engine without this system

(as shown below).

Average current Absorption

• Fuel Pump 3 bar……….….....……..…….....6 Amp.

• E.C.U. and N° 4 Injectors …..…………...…5 Amp.

• Supplementary air pump……………..…....4 Amp.

29

The original alternator alone may not be enough to recharge the battery due to the

increase in current consumption as well as all other electrical equipment used on the own

vehicle (radio, retractable landing gear, controllable pitch propellers, lights, etc ...).

With this regard, some tests should be carried out before performing any test flight, making

sure that your alternator provides sufficient amount of current injection during the

operation. The test should be performed, simulating the current absorption as higher as

possible, through the use of all electrical equipment installed (or as many as possible). In

these conditions you will experience a surplus power generated, which will recharge the

battery during operation.

The tests will be performed by experienced and qualified people with the

use of tools to carry out the controls properly.

If the electricity produced from your alternator, for whatever reason, is not

enough to sustain and exceed the power absorption required, a

replacement with one more powerful should be required or it is advisable

to install an additional one (as the double alternator "Rotax" itself

provides).

This electronic fuel injection system, as these types of systems, works only with a voltage of

12 volts and not higher than 14 V and no less than 10.5 volts. If during the operation current

may shut down, the engine will suddenly switch off and when the current shuts down even

in the starter, the engine could no longer be restarted.

It is necessary with this regards, to check constantly the battery voltage

and install a led and an acoustic signal to warn immediately a brown out

below 12.5 volts, in order to maintain a sufficient spare current for

restarting the engine carburettor.

The Fly-Safe" kit comes with a wiring code. R02-2010 on which is printed the connection of

all the various connectors.

If the writings were erased or becoming questionable understanding due

to timing, a connection replacement will needed to avoid wiring errors.

Make the following connections:

� Additional pump air starter and help restart (see "additional air pump)

� Electric fuel pump 3 Bar (see "System gasoline)

� Wiring injection

� Button electronic ignition switch without block (NC) to exclude air pump (if present

in the kit)

� Green indicator light to indicate the operation of the system to 100% electronic

fuel injection.

� Wiring (180cm long with 3 connectors ) for exclusion sensor T Air on original Airbox

(for Rotax 914)

30

Make the following connections on Wiring Cod. “R02 2010” :

���� Connector comb 36-pole for control unit (connect the comb taking care to secure

it to prevent the risk of a sudden release)

���� "232" for diagnosis and mapping through the PC (unplugged)

���� Terminal "A" - "V Dir-Batt-on the 2 poles "connector tapholders supply +12 volt

breaker

���� Terminal" B "-" V-Bat-key on connector 2 pin +12 V power supply for tapholders

"Framework"

���� Single wire "Spy" (without terminal) for 100% reporting injection operation

���� Eyelet Dia 8mm "GND" to the negative battery "Mass on battery"

���� Super Seal Connector 4-pin probe Female port "Lambda" (unplugged)

���� Minitymer Connector 3-pin female port for "MAP"

���� Connector Minitymer 2 poles Female port for "air temperature"

���� 3 pin connector Minitymer Female port for "smot"

���� 2 pin connector Minitymer Female port for "Engine Temperature"

���� Eyelet Dia 8mm "GND" to the negative battery "Mass on crankcase"

���� n °4 two-pin connectors Minitymer Female port for 4 "injectors" numbered (see

numbers on manifolds)

Connect all the plugs to the respective sensors device taking care to

verify the presence of the rubber seals and that the clamp of the locking

flap has been performed. A possible short circuit or temporary poles

reversal, can cause a sudden breaking of the electronic controller or a

partial damage that may cause future malfunctions during the use.

A disconnection of the power supply wires of the electronic control unit

(12 volt positive or negative) will cause the immediate engine shut-down.

A temporary tension shut-down, even for a split second, would lead to the

re-count of the electronic control unit (so-called phase "cranking") as if the

injection transition has just begun. Under these condition the engine

carburettors restart will be necessary. Be careful to radio interferences (or

other kind of interference) that can compromise the performance of the

ECU and its sensors. Mind the spark plug cable and the interference that

they cause to the ignition wiring and to the electronic control unit itself.

Within the MMS actuator are included No.4 microswitchs which are activated during the

MMS stem race and depending on the position that we move the switch ("I" position, "c"

position or "a" position ), they power the different system elements (electronic control unit,

3 bar fuel pump and starter and air temperature exclusion to TCU).

Figure 17 shows the details of these connections.

31

The MMS actuator and all the other system elements must not be

disassembled in their parts for any reason as the lack of specific assembly

kit, makes impossible the proper reassembling without damaging the

internal parts and the delicate o-ring seals.

Any forcible action, intervention or replacement of parts without written

permission from Flygas, discharge the manufacturer from any liability in

case of damage or malfunction of the system.

If (during the injection operation mode) should remain the +12 V supply at

the carburettors gasoline pump (or to the pumps) , the engine turns off

because of the presence of two contemporary power sources in the

engine (injection and carburettors system). Its re-start will take time (being

flooded) and it will be absolutely done excluding the additional air pump.

32

4.9 FUEL SYSTEM

Shape and arrangement of the fuel system must ensure the functioning of the engine

within the limits given.

Fuel pressure at the carburettor system:

Maximun ………………….......0,35bar

Minimun ……….…………........0,15bar

Nominal …….……….…….....…0,25bar

Minimum Flow ………..……....95 Lt/ora

The exceeding of the specified maximum fuel pressure can lead to a

overtaking of the seal of the float valve inside the carburettor resulting in

an engine shutdown.

Fuel pressure Electronics Fuel injection system:

Maximum …………..........………..3Bar*

Minimum ………………..........…2,8Bar*

Minimum Range ………..…100Lt /ora*

* Measured with the pump rated voltage of 12 volts ± 0.5 volts.

The fuel lines must be designed according to the latest standards required

by the manufacturer as FAR or JAR aircraft. To prevent the formation of

steam inside the pipes, all the pumps and fuel lines must be isolated

against heat and kept at a suitable distance from all hot parts such as

exhausts, air and oil cooling system. In some cases it is necessary to direct

a flow of fresh air.

The original gasoline carburettor system must be expanded and integrated with the

addition of fuel injection components. It will be necessary after the proper kit installation,

supply all the parts necessary for the gasoline supply in the engine as shown in the Figure

18 diagram.

During all operations on the fuel system, pay attention that gasoline do

not spill out during the pipe and joint disconnection. In the section of pipe

that goes from the fuel pump to the engine entrance may be high

pressure. Do not work near heat, open flames or sparks.

33

The system carburettors will be re-checked completely, taking care to protect the

components from any kind of impurity, especially during installation and then make sure

you have made all the connections necessary to provide proper function.

The injection system, however, must be entirely created as follows.

Draft and possible run out of gasoline

As shown in Figures 18 and 19, there is the possibility to create a spare of fuel according to

the position in which the draft is made for fuel injection pump 3 bar. This draft can be

obtained from the existing circuit that fuel the carburettor circuit (usually located at the

lowest point of the tank) or can be created from scratch in a higher position of the tank. In

such a way a spare fuel is generated that results useful in case of errors evaluation or

during refuelling omissions.

This spare fuel would give more safety to the pilot, if occurs that he takes

off with little fuel he would have engine problems during a flight injection

(due to air suction from the tank). Switching to the carburettors mode and

then going to take fuel at the bottom of the tank, the engine is able to re-

start its proper operation and the pilot has the chance to find immediately

a place where he could thanks to the litres of gasoline left.

The creation of this spare fuel is not always possible and should be evaluated according

to the total capacity, the shape of tanks and the presence of bulkheads or sponges anti-

vibration inside the tanks themselves. Whether the draft is created on the existing one,

whether it is created new and higher, it is to be considered that the 3 bar electric pump

needs a continuous fuel supply, unlike the classical membrane pump A / C. The gasoline

that enters the 3 bar pump, in fact, is also responsible for lubricating the roller-pump and

cool the system.

34

Operation with low fuel in the tank or other operation that generates a air

draft from the injection pump (eg caused by the shaking of the vehicle

and then by the oscillation of fuel in the tanks) leads to a sudden

deterioration of the fuel pump and the wear of the engine with the risk of

possible breakage. In fact, the air bubbles sucked do not come back in

good percentage to the tank, but they must be expelled through the

injectors.

The assembly and disassembly of the electric fuel pumps should be made

for safety reasons only in specialized and authorized workshops.

From the draft to the fuel

The 3 bar electrical fuel pump must always have the fuel through the "fall" from the tank.

The connecting pipe between tank and fuel pump must have an internal section with a

diameter equal or bigger than 12mm. The threaded connection on the 3 bar fuel pump

should have a torque of 20-24 Nm

35

It is not allowed to install electric fuel pump directly on the engine.

Moreover the installation of electric fuel pump is not allowed in the engine

compartment because of the steam formation and fire risk (that pump is

not supposed to be fire resistant).

It is suggested to insert between tank and pump a "Gascolator” (filter

decanter) with appropriately sized sections to separate presence of

moisture or water in gasoline and retain dirt in order to avoid the clog of

the inlet pump filter (Fig. 16 detail 30).

The 3 bar inlet filter injection pump it is used to avoid that particles of dirt block the rollers

inside the pump. It must be installed in the right direction and must be periodically

cleaned, with time intervals depending on the gasoline purity filled in. Gasoline, in fact,

could be contaminated by dirt accidentally fallen from the walls of the tank. The higher

the quality and clarity of filled petrol will be, the lower the risk to clog the filter will be.

Inspect frequently the cleanliness of the filter, considering that its eventual

blockage (because of the small total surface and the filtering fine pattern

it may happen), would reduce the passage of gas causing the wear of

the engine with the potential risk of breakage (see "Possible brakes") and

sudden turn off.

From the 3 bar electric pump fuel to the pressure regulator

Connect the two elements (inlet valve in Fig. 2:02 / b detail 22) using only aircraft type

pipes and fittings (Aeroquip) that are resistant to 10 bar pressure and regarding gasoline

use the so-Called “Green”, taking care to properly fix the connections at the extremities of

the tubes, as explained by the manufacturers Aeoquipe. Interpose a special fuel filter (Fig.

15 detail 8A and fig. 16 detail 29) of the injection systems of automotive type and resistant

to pressure of more than 3 bars.

From the fuel pressure regulator to the tank

The fuel pressure regulator 5 has an exit hole that returns to the tank to constantly dispose

the amount of exceeding gasoline. The connection pipe will have an internal section not

less than 5 mm of diameter, if the length does not exceed 2 meters, otherwise we must

increase the diameter according to the increased length to re-establish the proper flow.

Use pipe and fittings of aircraft type (Aeroquip) resistant to 10 bar pressure and gasoline so

called " Green”, taking care that the connectors are mounted to the heads of the tubes in

the correct way, as indicated by manufacturer Aeroquip.

The return of the fuel must have a low resistance to the flow. From the

pressure regulator to the tanks the maximum tolerated pressure drop is 0.1

bar

36

From the fuel pressure regulator to intake manifold (to injector)

Use pipes and connections of aircraft type (Aeroquip) resistant to 10 bar pressure and

gasoline so-called "Green", taking care to mount the connectors to the heads of the tubes

in the correct way, as indicated by the manufacturers Aeroquip. The output to the

injectors is shown in Figure 2 and detail 2 / 21 b.

In this system (differing from system used on the engine with mechanic fuel

pump with membrane for carburettors) the switching from injection to

carburettor, do not discharge the 3 bar pressure in the injection system

pipes.

Long periods of injectors inactivity, fuel pump or fuel pressure regulator

can lead to a deterioration of these elements and of their components.

The downtime should not exceed 30 consecutive days. The presence of

water, even in very small quantities, could irreparably damage the

components compromising the function of the complete system.

37

5. INSTRUCTION FOR USE

The Fly-safe kit is designed to make your carburettor injection engine work.

However, to test both the power system and in order get a positive feedback about the

correct function of these, the engine will start through carburettor.

The starting must be carried out through the pressure till the complete stop of the MMS

actuator (position “a” fig .3).

Once the MMS actuator is released, when the starting is done, the control automatically

returns to position “c” (fig.3): the engine works through carburettor.

After noticed and verified the correct operation of the system and of its part, pulling the

MMS actuator towards yourself till the end, bringing it till the position “i” (fig.3) the

switching to injection is started.

To complete the passage from carburettor function till injection function the engine takes

maximum 45 sec (on the bases of the rpm of the engine in which the switching is carried

out). The higher the rpm is, the faster the transition will be.

Never go below 1.500 rpm.

Never go above 3.000 rpm

During the transition avoid acceleration and deceleration.

Keep a constant rpm number equal to 2.800 rpm.

During this interval of time the gasoline contained in the carburettor float chambers

decreases till a complete exhaustion (since the fuel supply to the carburettors themselves

has been interrupted).

This lack of gasoline is compensating by the injection plant with an increasing amount of

fuel injected.

During the transition to the injection never return to carburettors mode

before the green is switched on. Otherwise 3 bar pressure gasoline would

be injected toward the carburettors which are still full, straining and

damaging the carburettors floating valve.

The change from carburettor to fuel injection is quantified and set in the mapping of the

electronic control unit within 45 seconds if the engine speed is constant equal to 2.800

rpm.

If the engine should remain under this range of rpm,the electronic control unit reach the

100% of its injection function while in the carburettor there is still fuel.

In such a way the engine is going to work with to fat carburation running the risk to shout

down because of the dirt on the spark plugs.

If the engine should maintain the rpm above 2800 rpm, the fuel in the carburettors will end

before the control unit would inject 100% and the engine, getting too thin, it turns off.

At the end of the transition the engine will be powered only and exclusively by the

injection system and it will be indicated by a green light installed in the cockpit.

38

The turning on of the green light is controlled by the control unit and

indicates an elapsed time from the beginning from transition to injection

(when the MMS actuator is moved to position “i”) and not an effective

emptying of the tanks.

Once the effective change has been completed, that could happen some instants

before or after the turning on of the light itself, it remains on until you travel with injection.

First starting

Once the installation is completed, before the first starting is carried out, follow the

instructions below:

→→→→ Remove the carburettor jets and tanks following the engine manufacturer's

instructions: wash all the components, taking care to clean any dirt and blow dust

that eventually came in during the phase of the assembly of the plant.

→→→→ Recheck all the electrical connections.

→→→→ Recheck all the connections of the various pipes, gasoline and air.

→→→→ Visually check that there are no electrical parts or pipes unvoluntary leaned (or

very near) against the engine exhausts since they reach within few seconds

temperatures like 700/900 ° C.

→→→→ Visually check that there are no electrical parts nor plumpings leaned

unvoluntary against sharp edges.

→→→→ Visually check that there are no electrical wires or pipes near the engine rotating

parts.

→→→→ Activate the fuel pumps and check that there are no leaks nor drips

→→→→ Check that the carburettors butterflies are at the minimum (closed)

→→→→ Adopt any other necessary precautions.

Proceed with the first starting (without propeller and with fly-wheel) with closed

accelerator in an open and proper place, away from people especially if not employees.

Whenever you turn the engine on without propeller it is necessary that a

flywheel must be installed in its housing; this flywheel must have the

weight, the dimensions and especially the moment of inertia similar to the

propeller used, as indicated by the engine manufacturer. Keep the

throttle to minimum to avoid that possible unsual revs could damage the

engine.

After having completed all the controls to the minimum, remount the propeller, and fix the

plane in a fixed point, considering that the propeller may develop a traction even of 250 /

300 kg. After having activated the brakes and locked the plane, using wedges under the

wheels or proper strings, simulate during the first tests and every 100 hours of use the

switching off of the injection engine through the interruption of the engine speed sensor

(smot).

Try and check the instantaneous re-ignition of the carburettors engine, pressing the MMS

actuator. It is also advisable to perform tests to demonstrate the proper operation of other

sensors such as air temperature, engine temperature.

While disconnecting these sensors (one after the other) you will notice a difference on the

engine operation: in fact, it will turn in a not perfect carburetion mode than before, since

39

the control unit do not have the needed electronic right signals any more. Once you will

reconnect these sensors, the engine will run well again.

Before each flight

Verify the Check-List of the aircraft manufacturer and depending on

engine type used. Verify that the level of the fuel is sufficient to support the

planned travel. Verify that the fuel valves are open.

Start always with carburettor mode, then wait about one minute, and after doing the

change wait about 45 seconds.

Before each flight visually verify that there are no leakage of gasoline from fuel pumps,

carburettors, injectors and the various connections.

Keep the engine running with carburettor operation for about 2 minutes and at not less

than 2500 rpm. Now, it is necessary to check than any other leakages have occured in

that way.

Before every flight and especially when a long time travel is planned, it is

essential to check that there are no leaks in the gasoline system, as it

might occur, for many reasons, a leak that could be small at the

beginning, but it may increase over time. This loss would lead to a leakage

of gas which inevitably reduces the estimated autonomy of the flight, as

well as be the cause of possible fires.

An abnormal wear of the switches (due to dusty environments and

vehicles with abnormal vibrations, etc.) or a failure or malfunction may

lead to a spontaneous und sudden ignition of the starter motor, with a

consequent dangerous rotation of the propeller and above all with the

potential turning on of the engine.

With this regards, you must follow the precautions described below every time you "close"

the contact "Master switchs!

Whenever you connect the Master switchs ":

���� nobody or nothing must be near the propeller.

���� it is necessary to be always on board in order to be able to interrupt the contact

quickly (master).

���� keep the throttle completely closed.

Before getting off the plane

After landing, whenever you turn off the engine, disconnect the master and immediately

insert the safety plug on the stem MMS (Fig. 2 detail 10) before getting off the plane, to

avoid undesidered startings.

Getting used to this gesture, the unvoluntary starting of the engine will be impossible, as a

result of an accidental starting of the MMS actuator.

40

Possible failures

Please note that this kit is built by parts which are not designed and constructed for use in

flight, in fact, their use in flight is prohibited by the manufacturers and therefore it is not

possible to guarantee the correct operation.

As with any products is always to be considered that a possible break (partial or total) or a

failure of any component within the system may occur (such as electronic control unit, a

sensor, interruption or intermittent contact of electrical connections, etc. ...).

The engine, therefore, could suddenly shut down or malfunction due to changes in

injection timing that are going to "lean" or the "rich" the carburation compared to the

correct carburettor stoichiometric ratio.

It is also always possible a Pierburg 3 bar electric fuel pump break, caused for example by

a power failure, by the clog of the fuel filter that is at the input of the carburettor or by the

aspiration of air.

If the carburetion "is lean" (Poor of gasoline) The temperatures of the exhausting gases increase faster (depending on diameters

detected by the probes) and with them the tool of carburettor indicator varies quickly,

too (usually oxygen sensor).

In this assumption failures to the pistons may occur because of seizure or melting due to

the high temperature in the combustion chamber. The high temperatures can also cause

damage to the valves, head, and discharges.

Another symptom of a too “lean” mixture is the "detonation", noticeable as a "knock"; the

detonation leads quickly to the sudden break of segments or of the pistons or in some

cases even both.

If the carburation “is rich” (poor of air)

To some extent, the engine can continue to operate anyway. However, the comsuptions

and the time of flight increase a lot. If during the flight such a problem may occur,

proceed immediately with the carburettors operation to avoid to remain without gas

while travelling.

If the amount of fuel injected increases beyond measure, you can get the piston seizure

due to thinning of the lubricating oil with gasoline, resulting in a not proper lubrication of all

the components. An excessive amount of fuel injected, also leads to the immediate

shutdown of one or more cylinders or of the complete engine.

The mapping of the electronic control unit depends on the vehicle on

which the kit will be installed and therefore the function can not be

guaranteed without testing, but it must be checked and refined by

installing proper control tools such as No. 4 on the exhaust manifolds

thermocouples near the heads (all installed at the same distance from the

exit on the head, and at the same depth and on a straight section),

carburation sensors with display and probe lambda, sensor and fuel

pressure check tool, etc.

41

6. MAINTENANCE SYSTEM

As established by the current regulations about the responsibilities dictated by VDS

(Recreational flight), the methodical execution, aware, absolutely not ritual of the planned

safety controls is a duty of any pilot, before carrying out any actions, especially when

related to the responsibilities of carrying a passenger.

The checks should cover all the visible parts of the structure like the airframe, engine and

propeller and cart; a list of specific controls for each type of aircraft is needed, too.

The reading and understanding by the installer and by the user of the kit of all the

information summarized in this guide is essential for the proper operation and

maintenance of the plant and equipment of the aircraft in connection with it.

A proper and regular maintenance is of essential importance for the durability of the

mechanical parts of the kit.

In addition to the routine maintenance that may be performed with all

the necessary precautions, even by unskilled persons, you should contact

a qualified technician for special maintenance and repair of delicate

components or whose reassembly requires special tools.

During all these operations, it is essential to wear goggles to protect yourself from

unexpected jet fuel remained under pressure in the circuit. Always keep on hand a fire

extinguisher of adequate size. It should also work in open spaces and be suitable, so that

a possible explosion or fire will not cause damage to other vehicles or people.

Every 25 hours (Maintenance 1)

Every 25 hours of use and at every 4 months, lubricate the stem of the MMS with oil (Fig. 2

detail 3). The stem must be kept constantly lubricated to prevent that its parts can oxidize

and so lock movement.

Every 50 hours (Maintenance 2)

Every 50 hours of use it is necessary to clean the fuel filter of the input of the electric fuel

pump (Fig. 19 detail 30) to prevent that dirty particles can completely occlude the filter

and thus the passage of gasoline.

In case you should realize that you have used polluted fuel clean and

wash immediately the entire plant (regardless the flight hours). The same

security measures must be taken whenever you perform works in which

dirt inside the fuel plant may enter (eg during the installation of the kit or

during works on the tanks).

42

Every 200 hours (Maintenance 3)

Every 200 hours of use make all the scheduled maintenance checks indicated by the

engine manufacturer including the above mentioned descriptions.

Clean or if necessary replace the filter in the of the input fuel injection

pressure regulator:

•••• Empty the tanks completely and, eventually, close the taps

• Using proper tongs for "Seeger", remove the seeger ring that holds the filter in its

housing, taking care not to damage or cut the OR, which otherwise should be

immediately replaced.

• Remove the regulator, wash it with gasoline and blow it with compressed air to

remove any dirt. If you find impurities it is necessary to analyze the origin of that dirt

in order to eliminate the influx.

• Once cleaned the regulator reintroduce it in its housing, taking care not to

damage the O-rings. Use engine oil to help the introduction of the O-rings in the

pipe.

• Reposition correctly the Seeger ring.

• Check that for at least 3 min with 3 bar pressure no leaks are found.

Clean the injectors filters proceeding in the following way:

•••• Empty the tanks completely and, eventually, close the taps

•••• Disconnect the main switch called Master

• Disconnect the battery and remove it from the vehicle in order to avoid the risk of

an accidental short circuit (eg a metal tool that connects the negative pole with

the positive, causes a spark and an immediate explosion of gasoline).

•••• Disconnect the fuel pipes on the collectors and unload any residual fuel pressure.

•••• Disconnect the electrical terminals from the injectors.

•••• Using proper tongs for "Seeger", remove the seeger rings used to block the injectors

in their position: pull out the injectors by turning and lifting them only with your

fingers without the aid of any tools.

Ensure that in no way dirt can enter the opened pipe, clean the injector with compressed

air then proceed to their reassembly. Reposition the injectors in their housing and stop

them with the snap Seeger previously removed. Take care to lubricate with oil for 2 stroke

engines the o.r. seals, taking care not to damage them. In case of damage to the seals

replace them with identical ones made of Viton.

Introduce them only with a slight pressure of the hands without using any

tools, to avoid the cut of the seals.

In case the OR would be damaged during the insertion, gasoline may spill out in the top

(visible with naked eye) or in the inner bottom (not visible with mounted collectors).

This gasoline leakage may vary the carburation, causing damages to the engine.

It is therefore appropriate to verify the proper reassembly, take off the manifolds, power

the pipes and the port injector chambers with gasoline at pressure of 3 bars. Be sure that

43

no drips occur after at least 5 minutes of waiting. Reassembly the collectors carefully

following the engine manufacturer indications.

Check always not to damage the snap after having removed them. In case of break or

deformation replace them with new ones.

While cleaning the injectors, be sure to examine the filtering net that protects the injector.

In the case of a blocked net because of a lot of dirt, it is necessary to clean the whole

system starting from the tanks and realize the origin of that dirt to solve the problem.

Test the correct operation of the pump additional air.

Check the tightening of the screws of the following components (Fig. 2)

• Knob (9) rod screw, M6 - 8.5 Nm

• Reconciliation and any clamps on fuel hoses (depending on connections used)

• Ring (11) on the instrument panel (enough to block any rotation of the body) °

• All the screws and connections due to the required torque indicated by the engine

manufacturer.

Whenever you turn on the engine without propeller a flywheel must be

installed in substitution. Regarding its weight, dimensions and especially

the moment of inertia that should be similar to the propeller used, follow

the indications reported by the engine manufacturer. Keep the throttle to

a minimum to avoid possible damages of the engine revs.

During all the tests carried out on the ground it is necessary to disassembly the propeller

and keep the shutdown engine contacts inserted, so that any unwanted rotation can not

cause sparks in high voltage cables of the spark plugs, and above all, start the engine.

Insert the safety latch (Fig. 2 detail 10) on the MMS control to avoid that it is accidentally

pressed causing a starting of the engine.

Keep away from heat sources, electrical circuits or power tools that may ignite any

gasoline leaks from the pipes. Perform maintenance outdoors, away from other people or

homes.

After finishing the tests, before reassembling the propeller, be sure that the accelerator is

closed, operate both pumps (the first one then the other) acting on the MMS control, and

make a visual inspection to detect any loss of gasoline. Only after these checks, start the

engine, and recheck any losses, and / or incomplete or poorly done mechanical or

electrical connections.

Every 200 hours of use, also check the axial crankshaft play. It must not exceed the total

0.2 mm measured by dial gauge, applied parallel to the engine shaft, with sensor reader

directly on a position of the flywheel and with the shaft pressed with a force of about 15

kg on push and then on pull. If you do not respect this parameter the spin sensor SMOT

reading might not be real causing engine malfunction. The signal may even be absent

due to an excessive distance of the sensor itself.

44

Every 200 hours of use and at least every two years replace the connecting hose through

the MAP sensor and intake manifolds.

Measure the maximum radial distance of the shift of the rod 3 on the body 2 when is in

position "i" (Fig. 3) completely out.

The maximum play should not exceed 0,1 mm otherwise you may lose proper contact

with the switches.

Note: in order to take this measure (which would detect excessive use of pin and guide)

apply an appropriate dial gauge with a proper fixed base.

After the same hours you need to replace the special filter for injection (with special paper

filter element) located after the 3 bar fuel pump and before the exchange valve (Fig. 19

detail 30).

Every 600 hours (Maintenance 4)

After 600 hours of use send the MMS actuator to the Flygas in combination with the

integrated switches (Fig. 2). Flygas will arrange its revision and eventually the replacement

of the worn parts.

Replace Electrical Fuel Pump 3 Bars Pierburg ………………..cod. “7.21565.70.0”

Replace fuel pressure regulator Bosch ……………………....….cod. “0 280 160 509”

Every 1500 hours (Maintenance 5)

Replace injector Denso...............................cod. “071 14 0771 –S8F BB” costruiti per Ford cod.

“10 00 312”

Replace MAP sensor Marelli…..................cod. “PRT06/00”

Replace RPM sensor “SMOT” BMW......................cod. “12141401186” (Re-verify correct gap

described in the "phonic wheel sensor

and smot")

Life of the control unit and of the wiring and all other parts of the kit:

• 3,000 hours of use or 15 years.