RSA·5 & RSA·10AD1

F u e l I n j e c t i o n Systems

Operation & Service Manual

• OPERATION

• INSTALLATION

• ADJUSTMENT

• SERVICE

-S.PRECIIIIDN
AIRMOTIVE CORPORATION
FORM 15-338E, NOV 8, 1996
3220 1 OOth Street S . W . # E , Everett, WA 98204 USA
 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

LIST OF EFFECTIVE PAGES

Insert latest changed pages; dispose of superseded pages in accordance with applicable regulations

NOTE: On a changed page, the portion of the text affected by the latest change is indicated by a vertical

line, or other change symbol, in the page number margin of the page.

RECORD OF CHANGES

Total number of pages in this manual is 3 5 , consisting of the following:

Page Issue Date

Title Nov/96

List of Effective Pages Nov/96

i Nov/96

ii Nov/96

iii Nov/96

iv Nov/96

v Blank Nov/96

101-109 Nov/96

110 Blank Nov/96

1 1 1 Nov/96

201-203 Nov/96

301-304 Nov/96

401-402 Nov/96

501-503 Nov/96

601 Nov/96

701-702 Nov/96

801-805 Nov/96

15-338E 11/8/96
 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E M A N U A L

M O D E L RSA-5 A N D R S A - 1 0 A D 1

TABLE OF CONTENTS

PAGE

INTRODUCTION iii

I DESCRIPTION AND PRINCIPLES OF OPERATION 101

General 101

General Description 101

Airflow Section 101

Regulator Section 101

Fuel Metering Section 103

Flow Divider 104

Air Bleed Nozzles 107

Automatic Mixture Control Unit 108

Manual Leaning 109

Schematic 11 1

II INSTALLATION 201

Mounting Unit on Engine 201

Mounting Flow Divider 201

Installation of Naturally Aspirated Air Bleed Nozzles .201

Installation of Turbocharged Air Bleed Nozzles .201

Fuel Line Connection and Installation 202

Metered Fuel Line 202

Installation of Nozzle Lines .202

III TROUBLESHOOTING CHART 301

IV SERVICE NOTES

General 401

Starting 401

Idling _. 401

Shutdown (Cut-off) 402

Automatic Mixture Control.. .402

V FIELD ADJUSTMENTS 501

Starting Procedures 501

Idle Speed and Mixture Adjustment 501

15-338E 11/8/96
 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E M A N U A L

M O D E L RSA-5 A N D R S A - 1 0 A D 1

TABLE OF CONTENTS

PAGE

VI FUEL SYSTEM REQUIREMENTS 601

Fuel Pressure 601

Fuel Contamination 601

VII INJECTION SYSTEM NOTES, GROUND AND FLIGHT � 701

Induction System Icing 701

Vaporization Icing 701

Atmospheric Icing 701

Ice and Snow 702

VIII MAINTENANCE, LUBRICATION AND PREPARATION FOR STORAGE 801

Maintenance 801

Lubrication 803

Preparation for Storage : 804

15-338E 11/8/96 11
 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

INTRODUCTION

This operation and service manual has been prepared and distributed by Precision Airmotive

Corporation, and is intended for use by personnel responsible for the installation, adjustment,

and maintenance of Fuel Injection Systems.

Periodic revisions to this manual will be made to incorporate the latest operation and

maintenance procedures. If, in the opinion of the reader, any information or procedures have

been omitted or require clarification, please direct your comments and suggestions to the

above office. An endeavor will be made to include such information in future revisions.

NOTE

If operation, installation, and maintenance procedures in this manual conflict with those

specified in the applicable airframe and/or engine manual, the procedures in the airframe

and/or engine manual shall apply.

15-338£ 11/8/96 111

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

NOTE

For application information, refer to Precision

Airmotive publication "Fuel Metering Certification

List", Form Number 1 5 - 7 6 9 or the Aircraft-type

certificate Data Sheet.

15-338E 11/8/96 IV
 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E M A N U A L

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N AND P R I N C I P L E S OF OPERATION

G E N E RA L

1-1. All RSA type fuel injection systems are based on the principle of measuring engine air

consumption by use of a venturi tube and using the airflow forces to control fuel flow to the

engine. Fuel distribution to the individual cylinders is obtained by the use of a fuel flow divider

and air bleed nozzles with the exception of some helicopter installations that use an engine

manufacturer furnished fitting.

G E N E RA L D E S C R I P T I O N

1-2. The following is a description of the operation of the injection system.

AIRFLOW SECTION

1-3. A measure of the airflow consumption of the engine is accomplished by sensing impact pressure

and venturi throat pressure in the throttle body. These pressures are vented to the two sides of

the air diaphragm. (In the case of the RSA-5AB 1 , these two pressures are connected by an air

channel in which the AMC unit is located). By movement of the throttle valve, a change in

engine air consumption occurs that will change the velocity of the air in the venturi; this will

reflect an immediate change in the air differential pressure. The air pressure is the engine

manifold pressure.

R E G U LA T O R S E C T I O N

1-4. The regulator system consists of a fuel diaphragm which opposes the force of the air diaphragm;

this force is transmitted through a regulator stem . . The fuel pressure shown on the ball side of the

fuel diaphragm is the pressure after the fuel has passed through the fuel strainer, the manual

mixture control rotary plate, the main metering jet and rotary idle plate, and is transferred to as

metered fuel pressure. Fuel inlet pressure is applied to the opposite side of the fuel diaphragm.

Since three of the four pressures involved in the regulator (namely, impact air, venturi throat, and

inlet fuel pressure) are fixed, the fourth pressure (metered fuel pressure) must vary to keep the

regulator in balance. This is accomplished by the ball valve controlling the orifice opening.

15-338E 11/8/96 101

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S O F O P E RA T I O N

INLET FUEL PRESSURE

TAP

METERED FUEL

OUTLET

I Q ;_ E MIXTURE

ADJUSTMENT ----
� �--A

Figure 1 . RSA-SAD 1 External View

1-5. Since the air differential pressure is a function of the volumetric airflow, and the fuel differential

pressure is a function of the fuel flow, a consistent fuel-to-air ratio is always maintained with this

system, regardless of the quantity of air being consumed by the engine.

1-6. Consideration has been made for the low air forces experienced in the idle· range by the

incorporation of the constant head idle spring. This spring provides a constant fuel differential

pressure that will allow adequate fuel supply for the idle range. As the air forces increase, the

spring compresses until the spring retainer touches the air diaphragm and acts as a solid member.

15-338E 11/8/96 102

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S OF O P E RA T I O N

Figure 2 . RSA-5AB 1 External View

FUEL METERING SECTION

1 - 7. This section incorporates an inlet fuel strainer, a manual mixture control valve, and an idle valve.

The idle valve is connected to the throttle valve by means of an external adjustable link. The

main metering jet is incorporated in the passage between inlet fuel pressure and metered fuel

pressure. In some cases (according to the parts list requirement) an enrichment jet is also located

between these pressures. The enrichment jet fuel channel is also uncovered by the idle valve at a

pre-determined point to provide additional fuel enrichment in the power range.

1-8. The manual mixture control valve produces a full rich condition when the lever is against the rich

stop, and a progressively leaner mixture as the lever is moved toward idle cut-off.

1-9. Both idle speed (closed throttle position) and idle mixture (relationship between throttle position

and idle valve position) may be readily adjusted externally to meet individual engine

requirements.

15-338E 11/8/96 103

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S O F O P E RA T I O N

Figure 3 . R S A - l O A D l External View

1-10 The fuel metering section of the RSA-5AD2 also incorporates a take-off adjustment valve. This

valve should be adjusted in accordance with the engine manufacturers instructions. This will

allow the fuel flows on twin engine aircraft to be matched within approximately ± 1 % from

engine to engine.

FLOW DIVIDER ·

1-11. The metered fuel is delivered from the fuel control unit to a pressurized flow divider. This unit

keeps metered fuel under pressure, divides fuel to the various cylinders at idle and off idle, and

shuts off the individual nozzle lines when the control is placed in I . C . O . Referring to the

schematic diagram, metered fuel pressure enters the flow divider through a channel that permits

fuel to pass through the I . D . of the flow divider valve. At idle the fuel pressure from the

regulator rnust build up to overcome the spring force applied to the diaphragm and valve

assembly. This moves the valve upward until fuel can pass out through the O . D . annulus of the

valve to the fuel nozzle. Since the regulator meters and delivers a fixed amount of fuel to the

flow divider, the valve will only open as far as necessary to pass this amount to the nozzles. At

idle the opening required is very small, and the nozzle discharge pressure is negligible, thus the

fuel is divided for the individual cylinders at this point by the flow divider. As fuel flow through

the regulator is increased above idle requirements, fuel pressure builds up in the nozzle lines,

fully opens the flow divider valve, and fuel distribution to the engine becomes a function of the

discharge nozzles.

15-338E 11/8/96 104

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S O F O P E RA T I O N

LA-3204 LA-3110

Figure 4. Flow Divider - Four, Figure 5 . Shrouded Nozzle

Six or Eight Cylinder Outlet 2524370

Key to Figure 5A

1 . Spring Holder

2 . Spring

3. Spring Holder

4. Preformed Packing

5. Tube Assembly

6. Preformed Packing

7 . Body Assembly

8 . Shipping Cap

LA-8248

Figure 5A. Airbleed Nozzle Assembly 2524866

., (ReplacesShrouded-Nozzle2524370)

15-338E 11/8/96 105

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E M A N U A L

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S O F O P E RA T I O N

Key to Figure 5B

� !

LA-8249

Figure 5 B . Airbleed Nozzle Assembly 2 5 2 4 9 1 7

Key to Figure 6A

1 . Body Assembly

2 . Sh i p'p i n g + C a p

LA-311 IA

LA-8250

Figure 6. Nozzle Assembly

2524107 Figure 6A. Airbleed Nozzle Assembly

2524864

15-338E 11/8/96 106

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S OF O P E RA T I O N

LA-3112A

Figure 7. Shrouded Nozzle 2524369

A I R B L E E D NOZZLES

1-11. The fuel discharge nozzles for the individual cylinders are of the air bleed configuration. Each

nozzle incorporates a calibrated jet, the size of which is determined by; 1 ) fuel inlet pressure

available, and 2) the maximum fuel flow required by the engine. All nozzles are calibrated to

flow alike (within± 2%) and are interchangeable between engines and cylinders.

1-12. The fuel is discharged through the fuel jet into a fuel/air chamber located between the fuel jet and

the fuel/air jet. This mixture of fuel and air is then expelled into the intake manifold.

1-13. Fuel pressure, before the individual nozzles, is in direct proportion to fuel flow; therefore, a

simple pressure gage can be calibrated in fuel flow, gallons per hour, and be employed as a

flowmeter.

1-14. Engines modified with turbo-superchargers must use shrouded nozzles. By use of an air

manifold these nozzles are vented to the injector air inlet pressure.

15-338E 11/8/96 107

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

D E S C R I P T I O N A N D P R I N C I P L E S O F O P E RA T I O N

Key to Figure 7A

l . Spring Holder

2. Spring

3 . Spring Holder

4 . Preformed Packing

5 . Tube As s e m b l y

6 . Preformed Packing s
7 . Body Assembly

8 . Shipping Cap 6

� � e3 -J �'

�® LA-8251

Figure 7 A. Airbleed Nozzle Assembly 2524865

AUTOMATIC M I X T U R E C O N T R O L U N I T

1-15 Air flow into an engine is normally referred to as pounds per hour. As a rule of thumb, the

engine consumes six pounds of air per brake horse power regardless of altitude. A volumetric air

flow metering unit will enrich approximately 1 . 7 to 2 . 3 percent for every one thousand feet in

altitude. This enrichment variation depends on the specific altitude. Variations are greater at the

higher altitudes.

1-16. The direct reason for the enrichment is the change in air density. If altitude or temperature is

increased it will require a greater air volume to flow the same weight of air into the engine. This

will increase the air metering forces and in turn increase the fuel metering forces resulting in a

richer fuel/air mixture as altitude increases.

1-17. To automatically correct for this natural enrichment at altitude an automatic mixture control

assembly is incorporated in the RSA-5AB 1 fuel injector. The automatic mixture control works

independently of, and in parallel with, .the manual mixture control. . It provides a variable orifice

between the two air chambers (impact pressure and venturi throat pressure) to regulate the air

metering forces.

15-338E 11/8/96 108

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

DESCRIPTION AND PRINCIPLES OF OPERATION

1-18. The mixture control assembly consists of a contoured needle that is moved in and out of an

orifice by a bellows assembly. This bellows assembly is sensitive to changes in air pressure and

temperature. At ground level, the needle attached to the bellows is positioned to restrict the

orifice and a large differential pressure between impact pressure and venture suction sides of the

air diaphragm. When the aircraft increases altitude, the bellows elongates and moves the needle

further into the orifice due to the change in air density. The reverse taper of the needle increases

the orifice opening and bleeds air from the impact pressure side of the air diaphragm to the

venturi suction side. This reduces the differential pressure and in tum reduces the fuel flow. The

needle is contoured such that regardless of altitude (or air density) the correct differential

pressure (impact to venturi suction) is established across the air diaphragm in the regulator for

any specific air flow to the engine.

MANUAL LEANING

1-19. The setting incorporated in the injector satisfies the engine requirements for sea level operation.

As air density decreases (altitude) the throttle is opened to maintain the same power. Opening

the throttle causes a higher air metering force which, in tum, results in a greater fuel flow. The

manual mixture control may then be moved towards the cut-off position to reduce fuel flow to

the desired value.

1-20. Since the automatic mixture control unit compensates for altitude enrichment in the RSA-5AB 1

injector, manual leaning to cruise power fuel flow is the only adjustment needed.

15-338E 11/8/96 109

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T H I S PAGE L E F T B LA N K I N T E N T I O N A L L Y .

15-338E 11/8/96 110

 96!8/l r

zu.u 1

V � Z 6 S - ::>

3/\lVi\ 1 1 17' 8
l31NI 8 1 \i

W 8 V cJ H d \7' 1 0 1 3 n .:1

/ v'J 8 \i 8 H d \i l 0 cJ l 'it

9 N l c:J d S

..L cJ 0 .:1 .:1 3 ..L N 'i.i .L S N O :)

9NlodS 3101

0 \7' 3 H ..L N 'v' ..L S N O :)

1 O cl J. N O J ��::::::===�
3 c:J n l X I W :J I ..L V W O ..L ff 'i1

8 3 /\ 3 1 . : L :l O - l n :)

3101 O N 'it l O c! ..L N O :)

3 9 'i1 >l N 1 1
3 cJ (l ..L X I v'J l \i (} N 'Q' v'J
c:J 3 /\ 3 1 3 1 J. ..L 0 c! H ..L

-: 0..L 0 3 J. J 3 N N O J
»: /
. cJ 3 /\ 3 1 3111'1/\ 3101�

1 1 1 1
V�- - N O J J. '.) 3 S

1 l
i I

1 1 ! ]

1 1
1 1

I t
I l

[ I
J I

I i I i

I i

1 1

,/

3 Nil 1 3 3 _l_ S ��-/

S S 3 1 N l "v' 1 S HJNI 8 I I
� - 1 1 1 · , _:-�-,,r cJ 3 N l tf cJ ..L S 1 3 n .:1

( ' l ,i._ :) c:J 3 d 3NO)

31ZZON 1 3 n .::l

N O i l Vc. 3 d O lO S31d1JNI�d CINV NOILdI�JS3Q

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

I N S T A L LA T I O N

M O U N T I N G U N I T ON E N G I N E

2-1. The injector can be mounted on the engine intake manifold inlet flange at any attitude to

facilitate engine to air frame combination installation, taking into consideration that the throttle

linkage and manual mixture control linkage must be attached to the unit.

2-2. An allowance should be made for adequate ventilation to the injector because of possible high

ambient temperatures within the engine nacelle.

M O U N T I N G FLOW D I V I D E R

2-3. The flow divider can be mounted at an optimum location with a predetermined bracket

configuration, however, it must be mounted with the nozzle line fittings in a horizontal plane.

I N S T A L LA T I O N OF NATURALLY A S P I R A T E D A I R B L E E D NOZZLES

(Refer to Figures 5 , SA, and S B . )

2-4. Install nozzle in cylinder using a clean, deep well 1/2 inch socket wrench. Tighten and torque

nozzle to 60 lbs-inches. Refer to manufacturer's maintenance manual for "A" alignment.

NOTE

Do not remove shipping cap from nozzle

until nozzle is installed.

2-5. Remove shipping cap and connect fuel line to nozzle. Tighten fuel line union nut (AN-805-2) to

a torque value of 2 5 - 5 0 lbs-inches. It is also permissible to tighten fuel line union nut finger tight

and then continue tightening nut with a wrench - 3 0 ° to 60° ( 1 / 2 to 1 flat of unit). Torque in

excess of 50 lbs-inches may result in damage to the parts.

I N S T A L LA T I O N O F T U R B O C H A R G E D A I R B L E E D NOZZLES

(Refer to Figures 6, 6A, 7 and 7 A).

2-6. Install nozzle in cylinder using a clean, deep well 1/2-inch socket wrench. Tighten and torque

nozzle to 60 lbs-inches. Refer to manufacturer's maintenance manual for "A" alignment.

15-338E 11/8/96 201

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

I N S T A L LA T I O N

2- 7. Remove shipping cap and assembly packings, tube assembly, spring and spring holders. Tighten

fuel line union nut (AN-805-2) to a torque value of 2 5 - 5 0 lbs-inches. It is also permissible to

tighten fuel line union nut finger tight and then continue tightening nut with a wrench - 3 0 ° to

60° ( 1 / 2 to 1 flat of unit). Torque in excess of 50 lbs-inches may result in damage to the parts.

NOTE

Care should be taken not to drop the fuel restrictor during

installation.

The new part number nozzle is physically and functionally

interchangeable with the corresponding old nozzle.

F U E L L I N E C O N N E C T I O N A N D I N S T A L LA T I O N

2-8. A flexible hose is used from the engine driven fuel pump to the injector fuel inlet. This hose size

may differ according to installations.

2-9. Fuel strainer configuration may differ according to installation requirements. In most cases a 7 4

micron screen is used. The current production inlet fuel strainers are shown in Figure 8 .

METERED FUEL L I N E

2-10. In most installations a No. 4 flexible hose is used from the injector outlet to the flow divider.

Later model injectors have an alternate fuel outlet 1 8 0 ° from the standard outlet. Either can be

used according to the installation.

2-11. A 1/8 inch OD stainless steel tubing is routed from a restricted fitting (marked "GAGE") on the

flow divider to the fire wall. A No. 3 low pressure hose is usually used from the fire wall to the

gage. In all cases hose volume should be held to a minimum.

2-12. Provisions are made at the fuel strainer to measure inlet fuel pressure, if desired.

I N S T A L LA T I O N O F NOZZLE L I N E S

2-13. The nozzle line length will depend on the engine installation and location of the flow divider.

The nozzle lines are formed-from 0.085-0;{)90 ID .x 1/8 inch OD stainless steel tubing, with

suitable fittings to connect to the top of the nozzle and to the flow divider. The lines are clamped

at suitable locations to reduce line vibration.

15-338E 11/8/96 202

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E M A N U A L

M O D E L RSA-5 A N D R S A - 1 0 A D 1

INSTALLATION

LA-2906B

Figure 8 . Fuel Strainers

15-338E 11/8/96 203

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T H I S PAGE L E F T B L A N K I N T E N T I O N A L L Y .

15-338E 11/8/96 204

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T R O U B L E S H O O T I N G CHART

PROBLEM PROBABLE CAUSE REMEDY

HARD STARTING Technique. Refer to aircraft manufacturer's

recommend starting procedure

Flooded. Clear engine by cranking with throttle

open and mixture control in ICO.

Throttle valve opened too far. Open throttle to position

approximating 800 rpm.

Insufficient prime (Usually Increase amount of priming

accompanied by a backfire).

ROUGH IDLE Mixture too rich or too lean. Confirm with mixture control. A too

rich mixture will be corrected and

roughness decreased during lean-out

while a too lean mixture will be

aggravated and roughness increased.

Adjust idle to give a 2 5 - 5 0 rpm rise

@ 7 0 0 rp m .

Plugged nozzle(s). (Usually Clean nozzles in Methyl-Ethyl-

accompanied by high take-off fuel Keytone, acetone, hydrocarbon

flow readings.) cleaning solvent or a chlorinated

.,
solvent equivalent to chlorothene .

Check system for source of

contamination.

Slight air leak into induction system Confirm by temporarily plugging drain

through manifold drain check valve. line. Replace check valves as

(Usually able to adjust initial idle but necessary.

rough in 1 , 0 0 0 - 1 , 5 0 0 rpm range.)

Air leak in fuel line from tank to servo Confirm by connecting clear tubing

unit. between servo and flow divider and

watch for air bubbles. Locate and

correct source of leakage. May

include boost pump or main pump

seal leakage.

15-338E 11/8/96 301

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T R O U B L E S H O O T I N G CHART

PROBLEM PROBABLE CAUSE REMEDY

ROUGH IDLE Slight air leak into induction system Repair as necessary.

(Continued) through loose intake pipes or damaged

"O" rings. (Usually able to adjust initial

idle but rough in 1 , 0 0 0 - 1 , 5 0 0 rpm

range.)

Large air leaks into induction system, Repair as necessary.

such as missing pipe plugs, etc. (Usually

unable to throttle engine down below

800-900 rpm.)

Internal leak in injector. (Usually Replace injector.

unable to lean-out idle range.)

Unable to set and maintain idle. Replace injector.

Fuel vaporizing in fuel lines or Refer to the suggestions in

distributor. (Encountered only under Section Four.

high ambient temperature conditions or

following prolonged operation at low

idle rp m ' s . )

LOW TAKE-OFF Injector out of adjustment. Replace injector.

FUEL FLOW

Faulty gage. In a twin engine installation,

criss-cross gages. Replace as

necessary. Single engine, change

gage.

Sticky flow divider valve. Clean flow divider valves.

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T R O U B L E S H O O T I N G CHART

PROBLEM PROBABLE CAUSE REMEDY

HIGH FUEL Plugged nozzle if high fuel flow is Remove and clean nozzles in Acetone,

FLOW READING accompanied by loss of power and MEK, hydrocarbon cleaning solvent,

roughness. or a chlorinated solvent equivalent to

chlorothene is recommended. Check

system for source of contamination.

Faulty gage. Criss-cross gages and replace if

necessary.

Injector out of adjustment. Replace injector.

STAGGERED If take-off is satisfactory, do not be too Check rigging.

MIXTURE concerned about staggered mixture

CONTROL control levers because some

LEVERS misalignment is normal with twin

engine installation.

POOR CUT-OFF Improper rigging of aircraft linkage to Adjust.

mixture control.

Mixture control valve scored or not Eliminate cause of scoring (usually

seating properly. burr or dirt) and lap mixture control

valve and plug on surface plate.

Vapor in lines. Refer to the suggestions in Section

Four.

ROUGH ENGINE Air bleed hole(s) clogged. Clean or replace nozzles.

(TURBO

CHARGED)AND

POOR CUTOFF

15-338E 11/8/96 303

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T R O U B L E S H O O T I N G CHART

ENGINE WILL NOT Plugged nozzles if accompanied Clean or replace nozzles. Check system

ACCELERATE by high fuel flow. for source of contamination.

PAST A GIVEN

RPM.

Improper internal engine timing Correct timing problem.

or magneto problem.

Plugged or restricted exhaust Refer to engine manual for corrective

manifold. action.

IDLE MIXTURE Leaking seal between fuel and air Confirm leak in seal by:

VARIATION (WILL chamber. 1. Remove four cap screws holding air

NOT HOLD inlet duct to injector.

ADJUSTMENT)
2. Disconnect outlet fuel line from

injector to flow divider at injector .

. 3. Cap injector outlet fitting at injector.

4. Place throttle in wide open position.

5. Place mixture control lever in Full

Rich.

6. Turn on boost pump for three

minutes.

7. Observe air inlet to injector at venturi.

8. If no fuel is present in venturi at the

end of three minutes, shut off boost

pump. Return throttle and mixture

control to off position. Remove cap from

injector outlet fitting and reconnect flow

divider line. Replace four cap screws

that secures air inlet duct to injector and

wire.

9. If fuel leakage appears in venturi

section, the injector must be removed for

repair.

Oil in air chamber. Refer to P . A . C . Service Information

Letter #RS 40.

15-338E 11/8/96 304

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

SERVICE NOTES

G E N E RA L

4-1. Several phases of ground operations are adversely affected by fuel vaporization in the lines. Fuel

- vaporization may be experienced under extreme conditions of ambient and/or nacelle

temperatures. Starting, idle operating, and engine shutdown procedures must all be modified to

obtain optimum results under these conditions.

STARTING

4-2. In cold weather, the engine compartment (nacelle) temperature drops off rapidly following

engine shutdown and the nozzle lines remain nearly full of fuel. Cold starting procedures are

therefore simple with highly predictable results. However, in extremely hot weather, nacelle

temperatures increase rapidly following engine shutdown, and fuel in the lines vaporizes and

escapes out into the manifold. Hot starting procedures therefore depend considerably on how

soon the next start is attempted. Within the first 20-30 minutes the manifold is nicely primed and

the empty nozzle lines will fill before the engine dies. After 20-30 minute wait, the vaporized

fuel in the manifold will have nearly disappeared and some slight "priming" could be required to

refill the nozzle lines and keep the engine running after first firing.

IDLING

4-3. During ground operation every precaution should be taken to keep nacelle temperatures from

increasing to the extent that fuel will vaporize in the lines. The following suggestions are aimed

at minimizing this problem:

A. Keep nacelle temperatures as low as possible by:

1. Avoiding excessive ground operation.

2. Keeping cooling airflow up by keeping engine rpm's as high as practical.

3. Placing cowl flaps in the wide open position whenever practical.

4. Upon restarting of a hot engine, operating engine at 1 , 2 0 0 - 1 , 5 0 0 rpm for several

minutes to reduce the residual heat in the engine compartment.

B. Keep fuel temperatures as low as possible. Higher rpm's with the accompanying higher

line pressure and flow will help to dissipate some of the heat within the lines.

15-338E 11/8/96 401

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

S E R V I C E NOTES

C. Make an idle speed and mixture adjustment that is a compromise between the engine's

requirement during the cool of the morning and the heat of the day.

1. Adjust idle speed stop to provide 700- 750 rpm or as high as practical. A higher

idle rpm is objectionable to some pilots due to its effect on landing and braking

characteristics, both on roll-out and during taxiing.

2. Adjust mixture in the cool of the morning to provide a 50 rpm rise when the

mixture control is pulled slowly into cut-off.

3. Deleted.

SHUTDOWN ( C U T - O F F )

4-4. The idling procedure practiced just prior to engine shutdown has considerable bearing on the

"cleanness" or smoothness with which the engine stops. ff the idling procedures suggested

above are not followed and fuel is vaporizing and emptying the lines, the engine may continue

to idle rough for a few seconds. This is despite a 1 0 0 % cut-off of fuel supply by mixture

control. An air shut-off valve is provided in some installations and is to be used in addition to

the fuel shut-off valve (mixture control in the cut-off position) under these circumstances.

AUTOMATIC M I X T U R E C O N T R O L

A. Dirt on the AMC needle will cause rich operation. This build-up on the needle can become so

severe that the needle will stick, with resultant loss of altitude compensation.

B. Clean the AMC unit without disturbing the calibration by observing the following instructions.

A. Carefully remove the AMC unit. If gasket is damaged a new gasket, PAC PIN

2 5 2 3 5 5 5 , must be used for replacement.

B. Remove the 9 / 1 6 - 2 4 plug and immerse the unit in clean hydrocarbon solvent or other

suitable solvent. Invert the unit to fill with fluid. Excerise the AMC needle with a

hardwood or plastic rod to facilitate cleaning. Shakethe unit vigorously while allowing

fluid to drain. Repeat several times to wash out all traces of contaminates.

C. Drain the unit; allow the cleaning solvent to evaporate thoroughly. Do not dry with air

pressure.

D. Replace 9/16-24 plug and reinstall unit on injector. Torque to 55-60 inches-lbs.

15-338E 11/8/96 402

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

F I E L D ADJUSTMENTS

STARTING P R O C E D U R E S

5-1. The following starting procedures has been proven successful; however, if there is a conflict,

information given in the Aircraft Operation Manual should be followed.

A. Cold starts

1. Mixture control in idle cut-off position.

2. Set throttle to 1 /8 open position.

3. Master switch -ON-.

4. Boost pump switch -ON-.

5. Move mixture control to FULL-RICH until fuel flow indicator reads 4 to 6 GPH

then immediately return mixture control to cut-off position.

NOTE

On installations where a fuel flow indicator

is not used allow 4 to 5 seconds in place of

reading 4 to 6 GPH on the gage.

6. Engage starter -- when engine starts move mixture control to full rich position.

B. Warm starts

Use the same procedure as for cold starts except the boost pump may be left "off' and

step 5 eliminated. DO NOT PRIME.

I D L E SPEED AND MIXTURE ADJUSTMENT

5-2. Start the engine and warm up in the usual manner until oil and cylinder head temperatures are

normal. The relationship of the aircraft to the direction of the prevailing wind will have an

effect on the propeller load and its RP M ; hence, it is advisable to make the idle setting with the

aircraft crosswind.

5-3. Check magnetos in accordance with instructions furnished in the aircraft operational manual. If

the "mag-drop-off' is excessive, check for fouled plugs. If the "mag-drop" is normal, proceed

with idle adjustment.

5-4. Set throttle stop screw so that the engine idles at the airframe manufacturer's recommended

idling RPM with a closed throttle. If the airframe manufacturer's information does not have an

idle RPM setting, 700 RPM - 7 5 0 RPM is recommended. If the RPM changes appreciably after

making idle adjustment during the succeeding steps, readjust the idle speed to the desired RPM.

15-338E 11/8/96 501

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

F I E L D ADJUSTMENTS

5-5 When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,

steady pull toward the "Idle cut-Off' position and observe the tachometer for any change during

the leaning process. Caution must be exercised to return the mixture control to the "Full Rich"

position before the RPM can drop to a point where the engine cuts out. An increase of more than

50 RPM while "leaning out" indicates an excessively rich idle mixture. An immediate decrease

in RPM (if not preceded by a momentary increase) indicates the idle mixture is too lean.

5-6. The optimum idle setting is one that is rich enough to provide a satisfactory acceleration under

all conditions and lean enough to prevent spark plug fouling or rough operation. A rise of 2 5 - 5 0

RPM will usually satisfy both of these conditions.

5- 7. If the above indicates that the idle adjustment is too rich or too lean, tum the idle mixture

adjustment in the direction required for correction, and check this new position by repeating the

above procedure. Make additional adjustments as necessary until a check results in the desired

RPM rise. Each time the adjustment is changed, the engine should be run up to 2000 RPM to

clear the engine before proceeding with the RPM check.

5-8. The actual idle mixture adjustment is made by the lengthening (richening) or shortening

(leaning) of the linkage between the throttle lever and idle valve lever. The center screw

assembly has right hand threads on both ends but one end has a No. 10-24 thread and the other

end has a No. 1 0 - 3 2 thread. For easy reference, consider only the coarse thread end. When it is

turned out of its block, the linkage becomes longer and a richer-mixture is-provided. When it is

turned into its block, the linkage is shortened and a leaner mixture is provided.

5-9. A major adjustment is available for use when the center screw bottoms out on either of the

blocks. If the idle adjustment is almost satisfactory, measure the distance between the two

blocks. Disconnect the spring from the most accessible linkage pin and remove the pin. Tum

the block and adjustment screw until the adjusting wheel is centered and the distance between

blocks is as previously measured. There is now additional adjustment range and the reference

point is retained.

5-10. Make the final idle speed adjustment to obtain the desired idling RPM with closed throttle.

15-338E 11/8/96 502

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

FIELD ADJUSTMENTS

5-11. The above method aims at a setting that will obtain maximum RPM with minimum manifold

pressure. In case the setting does not remain stable, check the idle linkage; any looseness in this

linkage would cause erratic idling. In all cases, allowance should be made for the effect of

weather conditions and field altitude upon idling adjustment.

5-12. Idle speed and mixture adjustments made according to this method should require very little

further attention except for extreme variations in temperature and altitude.

5-13. On the RSA-5AD2, take-off fuel flow adjustments shall be made in accordance with the engine

manufacturer's instructions. Adjusting the valve counter-clockwise will increase fuel flow.

Clockwise adjustment will decrease the fuel flow. Approximately 6 clicks will result in a one

gallon per hour change.

15-338E 11/8/96 503

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T H I S PAGE L E F T B L A N K I N T E N T I O N A L L Y .

15-338E 11/8/96 504

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

FUEL SYSTEM REQUIREMENTS

FUEL PRESSURE

6-1. The minimum fuel pressure requirement for this system is dependent upon the

installation. See engine specifications for correct operating pressures. In general,

inlet pressure 5 to 1 0 psi greater than engine requirements will not adversely affect

the operation of the system.

FUEL CONTAMINATION

6-2. Satisfactory operation of the fuel injection system depends on the fuel being relatively

free of contamination. To fulfill-this requirement, a 74 micron strainer is incorporated in

the injector.

15-338E 11/8/96 601

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E RA T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

T H I S PAGE L E F T B LA N K I N T E N T I O N A L L Y .

15-338E 11/8/96 602

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

INJECTION SYSTEM NOTES, GROUND AND FLIGHT

INDUCTION SYSTEM ICING

7-1. There are two types of icing conditions which are of considerable concern to the operator of any

aircraft. The first is ice formation due to fuel vaporization, and the second is rime or atmospheric

icing. The conditions that bring about these two ice formations are considerably different in their

origin and, therefore, will be discussed separately.

VAPORIZATION ICING

7-2. Ice formation within a float-type carburetor, due to fuel vaporization or refrigeration, is a result

of a temperature drop at the point of fuel entering the air stream. The rapid vaporization of the

gasoline at the point of discharge can result in a 40° to 70°F drop in temperature. As moisture is

always present in engine intake air, ice will form in the immediate area downstream from the

discharge nozzle. In a float-type carburetor this ice will usually form on the venturi and throttle

valve and shaft, and if permitted to accumulate will restrict the induction system to such an

extent as to cause complete engine failure.

7-3 One of the main advantages of the RS-type injection system is its "non-icing" characteristics. As

fuel is discharged directly into the valve port of the intake manifold the possibility of ice

formation within the throttle body is eliminated.

ATMOSPHERIC ICING

7-4. Atmospheric (or rime) ice will usually form when flying through heavy rain, snow, or ice when

the temperature is in the vicinity of 3 2 ° F . This type of ice not only collects on the wing and

propeller surfaces of the aircraft, but may completely restrict the inlet air scoop filter. Since this

ice cannot be removed by the application of carburetor heat, continued flight must be made on

either heated or protected intake air.

15-338E 11/8/96 701

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

OPERATION AND SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

INJECTION SYSTEM NOTES, GROUND AND FLIGHT

ICE AND SNOW

7-5. Power loss resulting from induction system restriction is often encountered when operating under

these conditions. The restriction can form in the air scoop. Preventative action consists of

moderate application of carburetor heat prior to entering this type of precipitation. In the event a

restriction has already accumulated, the application of carburetor heat and/or protected air source

must be sufficient to raise the temperature of the critical areas above freezing.

CAUTION

The maximum C . A . T . (Carburetor Air Temperature) specified by the engine

manufacturer must not be exceeded.

7-6. To summarize the foregoing paragraphs, operation in certain adverse weather conditions could

result in the accumulation of ice or snow in the air induction system. Observing normal pilot

precautionary and corrective measures, as well as the airframe manufacturer's prescribed

procedures, such as use of heated or protected induction air, should be adhered to whenever

flying in icing conditions.

15-338E 11/8/96 702

 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

MAINTENANCE, LUBRICATION AND PREPARATION FOR STORAGE

MAINTENANCE

8-1. In general, little attention is required between injector overhauls. However, it is recommended

that the following items be checked during periodic inspection of the engine.

A. Check tightness and lockwiring of all nuts and screws which fasten the injector to the

engine.

B. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain adjacent to

the air bleed nozzles is not cause for concern.

C. Check throttle and mixture control rods and leve_rs for tightness, travel and lockwiring.

D. Remove and clean the injector inlet strainer at the first 25 hour inspection and each 50

hour inspection thereafter or as recommended by the airframe/engine manufacturer.

Remove the strainer from the inlet fitting side ONLY. Cleaning can be accomplished

using acetone or M . E . K . followed by a rinse in stoddard solvent and then air drying the

strainer. Damaged strainer 0-rings should be replaced.

Inlet Fitting and Filter 0-Ring part numbers

Model Inlet Fitting Filter

RS/RSA-5 series 951789 953541-10

RS- 7 & RS/RSA-10 series 951790 951392

WARNING

Methyl Ethyl Ketone (MEK) and acetone are flammable and

harmful to eyes, skin and breathing passages. Keep ignition

sources away. Provide adequate ventilation and protective

clothing.

Compressed air used for cleaning purposes will not exceed 3 0 psi.

Use only with effective chip-guarding and personal protective

equipment (goggles, shields , gloves , etc. ) .

15-338E 11/8/96 801

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

MAINTENANCE, LUBRICATION AND PREPARATION FOR STORAGE

E. Remove fuel line union nut from nozzle. Remove fuel restrictor from nozzle body or nozzles

indicated in Figures 5, SA, S B , 6, 6A, 7 and 7 A. It is not necessary to remove nozzle body from

cylinder. Clean restrictor in Methyl Ethyl Keytone (MEK) or acetone. Do not clean any internal

passages with sharp instruments such as drills, pins, needles, etc. Use air pressure to clean nozzle

body in cylinder.

NOTE

In all instances, keep each restrictor with its respective body.

8-2. Test prove that gasoline which becomes stale due to prolonged storage absorbs oxygen rapidly.

This stale oxidized gasoline acquires a very distinctive odor similar to varnish and causes rapid

deterioration of synthetic rubber parts, and also forms a gummy deposit on the internal metal

parts. This condition, however, does not occur during normal operation of the injector where

fresh fuel is being constantly circulated.

8-3. If an aircraft is to be placed in storage for a maximum of three months, shut down engine using

the idle cutoff lever in the normal fashion. Leave in idle cutoff position during storage. If the

aircraft is to be stored for a period greater than three months, fill the control with preserving oil

(any good grade of clean No. 1 0 nondetergernt oil is satisfactory) or run engine for a minimum of

1 0 minutes every three months. Use the procedure that is the most convenient. Longer storage

than three months with unused fuel could cause gum formation in the fuel section.

A. The Time Between Overhaul (TBO) for all fuel injectors and fuel system components utilized on

general aviation aircraft is the same as the TBO specified by the engine manufacturer for the

engine on which Precision Airmotive parts are installed, or a maximum of 1 0 years after date of

installation or last overhaul (Ref. PRS-97).

B. - Air b leed nozzles are to be cleaned a nd i n pected at o

s v erhaul. Reuse is permissible after

satisfacto ry flow test. More fre uent cleaning may be re

q q uired based on aircraft engine service
/

history.

1 5 - 3 3 8E 11 / 8 / 9 6 802
 P R E C I S I O N A I R M O T I V E C O R P O RA T I O N

F U E L I N J E C T I O N SYSTEMS

OPERATION A N D SERVICE MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

MAINTENANCE, LUBRICATION AND PREPARATION FOR STORAGE

C. A complete overhaul is mandatory regardless of any FAR operational category when the

injector or fuel system component has been subjected to severe environment such as but

not limited to:

1. Engine fire, external or prolonged air intake manifold fire or accident when the

service history of the unit is unknown.

2. Contaminated fuel such as water, rust, sand, etc.

3. Fuel that does not meet engine manufacturer's requirements may be detrimental to

engine operation. If non-specified fuel is inadvertently pumped into the aircraft fuel

system and drained, injector overhaul is not required.

4. If uncertainty exists regarding the need for overhaul, contact Precision Airmotive

Corporation Product Support Department, 3220 lOOth Street S . W . , Everett,

Washington 98204, (206) 3 5 3 - 8 1 8 1 for consultation.

LUBRICATION

8-4. There is very little need for lubrication of the injector in the field between regular overhauls.

However, the clevis pins used in connection with the throttle and manual mixture control levers

should be checked for freedom of movement and lubricated, if necessary, as directed in the

airplane manufacturer's manual.

8-5. Place a drop of engine grade oil on the end of the throttle shaft in such a manner that it can work

into the throttle shaft bushings.

8-6. Follow the aircraft manufacturer's instructions for cleaning and oiling the air filter element. A

filter element replaced with an excessive amount of oil clinging to it can cause fuel metering

difficulties as the excess oil will be drawn into the scoop and will settle on the venturi tube of the

injector. This c�n greatly affect the metering characteristics of the injector.

15-338E 11/8/96 803

 P R E C I S I O N AIRMOTIVE CORPORATION

F U E L I N J E C T I O N SYSTEMS

O P E R A T I O N A N D S E R V I C E MANUAL

M O D E L RSA-5 A N D R S A - 1 0 A D 1

PREPARATION FOR STORAGE

8- 7 Units taken out of service for less than 28 days may be left filled with clean fuel or calibration

fluid. Any units taken out of service for a period of 28 days, or longer, or units being returned to

overhaul must be flushed with preserving oil. Any good grade of clean No. 1 0 nondetergent oil

is satisfactory. Use the following procedure for preserving units.

CAUTION

Exercise caution when handling or working around the injector to prevent oil or fuel from

entering the air section of the injector. Fluid can easily enter the air section of the injector

through the impact or the suction passages of the venturi. Although no permanent damage will

result to the parts in the regulator if oil or fuel is exposed to them for short periods of time, it

may affect the air signals from the venturi to the regulator by blocking the air passages. This

effect will be more noticeable in extremely cold environments.

A. Remove plugs and/or caps from fuel ports and drain all residual fuel from the unit.

B. eplace all plugs and caps except those for the fuel inlet and outlet.

C. Introduce oil from a filtered source ( 1 0 micron) into the fuel inlet by gravity pressure only until

oil flows from the outlet port.

D. Dump the oil from the unit. A film of oil on internal parts of the fuel section is sufficient to

preserve the control.

E. Replace caps and/or plugs in the fuel inlet and outlet.

F. After oil flushing the unit with preserving oil, it should be protected from dust and dirt, and in

addition, given such protection against moisture as climatic conditions at the point of storage

require. In most cases, storing the unit in a dry area will be sufficient. If the unit is to be stored

near or shipped over salt water, the following precautions should be observed.

1. Deleted

2. Pack in a dustproof container, wrap the container with moistureproof and vaporproof

material, and seal. Pack the wrapped unit in a suitable shipping case. Pack a one-half

pound bag of silica gel crystals in the dustproof container with injector. The bag must not

touch the injector.

15-338E 11/8/96 804