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List of Valid Pages
Manufacturer
Design Holder Austro Engine GmbH
List of Abbreviations
General Information
- Description and Using
- Safety
- Safety Information
- Dimension and Volume
- Technical Data Sheet
- Engine Performance
- High power performance
- Fuel consumption
- Propeller Setpoint Curve
- Engine and Gearbox Data Sheet
- Limitation Section
- Information Section
- Operating Envelope
The required provisions of the employers' liability insurance organization and the other relevant security rules, such as the trade supervisory authority, must be taken into account. The described work steps, included in this operating manual, may only be performed by trained, qualified persons and/or specialized companies, with a current and valid authorization from the aviation authority to perform such work. The relevant accident prevention regulations and other generally accepted legal requirements in the field of safety, health at work and air traffic must be observed.
Operators must also comply with any additional regulations and requirements that apply in their territory. For more information on measurements, refer to the installation manual of the AE 300 engine (doc. no.: E4-02-01). For detailed manifold data and dimensions, refer to the AE 300 Engine “Installation Manual” (Document No.: E4-02-01).
Below 800 mbar ambient ECU pressure, the low and idle power output is increased in relation to the desired power (power lever position) to prevent engine burnout. The propeller setpoint is set by the EECS on the governor based on power lever position. This rpm is held at any airspeed as long as the propeller is within the range of Stops. Only engine oils meeting MB 229.5 specification are approved by Austro Engine GmbH to be used for operation.
Austro Engine GmbH will not assume any liability if other types of oil are used. It must be ensured that the freezing point of the coolant is at or below -30 ºC before starting the engine. If the actual fuel level in the system is unknown, the engine must be operated at the diesel fuel temperature limits.
The pressure and temperature in the information section are the optimum values of the AE 300 engine and should be kept in mind. Deliberately negative g-action can lead to low oil pressure and subsequent damage to the turbocharger.
Delivery, Standstill Period and Storage 1 Delivery
Standstill Period
Storage up to 6 month
Storage over 6 month
Engine depreservation Open all engine openings
Operating Instructions
Engine Start Procedure
- Pre-Start Inspection Check Fuel Quantity
- Engine Start
- Warm Up
- Before Takeoff Check
- Engine OFF
At ambient temperatures below -22°C, it is possible that the engine will not run on the first attempt. Turning the alternator switch ON while the engine is not running reduces the service life of the alternator system and drains the battery unnecessarily. At low oil temperature high oil pressure can occur which can lead to an oil pressure warning.
In this case, reduce the power setting until the warning disappears and perform the warm-up at this reduced setting. If the transmission oil temperature is low, it may happen that the ECU self-test will not be performed successfully. In this case, warm up the engine and repeat the ECU self-test at higher transmission temperatures.
The cockpit ECU switch (voting switch) must remain in the "Auto" position throughout the self-test process. The motor must run for at least 1 minute at no more than 10% full load before shutting down. This ensures that engine and flight data can be written to non-volatile memory before power is turned off.
Low Oil Pressure
Emergency Procedures
- Power loss and abnormal engine behaviour
- Low Oil Pressure
- High Oil Temperature
- High Gearbox Oil Temperature
- Low fuel pressure
- High Fuel Temperature
- High Coolant Temperature
- Engine Fire
- Electric power supply out of range
Both fuel pumps can be activated by a switch if the behavior is not considered sufficient. If the failure persists, continuous operation is possible as long as the battery power supply is sufficient.
System Description 1 Intake System
- Exhaust System
- Fuel System
- Coolant System
- Lubricating System
- Electrical System
- EECU Functions Sensors and Actuators
In the fuel supply line, two supply pumps are provided, which supply fuel under low pressure to the high-pressure pump. In the event of pressure loss, the EECU, which activates both feed pumps, automatically switches to the inactive pump. The high-pressure pump delivers fuel at a maximum of 1600 bar to the fuel lines and on to the injectors.
A fuel metering unit is installed near the high-pressure pump to ensure that only the required amount of fuel is compressed. When operating the engine with diesel fuel according to EN 590, specific fuel temperature limits must be observed. The coolant leaves the engine at the connection point of the heat exchanger and at the thermostat.
Two circuits are connected to the thermostat, the small circuit which flows through as long as the engine is cold, and the cooling circuit which starts to open as soon as a coolant temperature measured directly at the thermostat is above 80 °C (176 °F). The engine lubrication system consists of an internal oil pump which pumps the engine oil through the oil filter, the coolant-oil heat exchanger and the engine lubrication ports. An internal oil pump pumps the gearbox oil to the gearbox lubrication points and to the regulator flange.
The EECS block diagram shows the connection between the EECS components used in the AE 300 engine and also shows the interface from the airframe to the AE 300's EECS. The generator is a 28V/70A supply consisting of an alternator mounted to the engine and an external regulator. The glow plug control unit is only used to improve the cold starting behavior of the engine on the ground.
In the event of a detected failure on one ECU, an internal selector can switch to the alternate channel. The interface to the engine indication in the air conditioning is realized via a serial bus (CAN-Bus). Each sensor has two outputs that are used to perform plausibility tests of the sensor.
EECU
Engine Speed and Power Regulation
The desired propeller speed setpoint is calculated depending on the power lever sensor position. The current engine speed is used to calculate the deviation of the actual propeller speed from the set point. The propeller speed set point is set by an electric motor (actuator) in the governor system.
The required engine torque is calculated based on the position of the power lever and the engine speed.
Error Handling
Internal CAN Receive Message Error 1D04 YES NO NO Internal CAN Transmit Message Error 1D05 YES NO NO. Common rail, measuring unit error 0 2047 YES NO YES Common rail, measuring unit error 1 2015 YES NO YES Common rail, measuring unit error 2 2016 YES NO YES Common rail, measuring unit error 3 2017 YES NO YES Common rail, measuring unit error 4 2018 YES NO YES Common rail, pressure control valve error 0 2051 YES NO YES. ECU Switch Over Common rail, pressure control valve error 1 2019 YES NO YES Common rail, pressure control valve error 2 2020 YES NO YES Common rail, pressure control valve error 3 2021 YES NO YES Common rail, pressure control valve error 4 2023 YES NO YES Common rail, pressure control valve error 5 2052 YES NO YES.
Additional Information
- Propeller Self Test (Automatic Run-Up Test) Description
Copyright
Copyright © Austro Engine GmbH
