The K&B 1.00 cu. in. AERO is a high-performance ABC type engine.
It is powerful, rugged, and dependable, and will provide countless hours of sport,
or competition performance if properly handled and maintained.

1.00 Cu. In. (16.4cc)
1.100 (27.94mm)
1.060 (26.92mm)
2.3 @ 9,800
1,600 - 9,800
26 Oz. (738g)
14 x 8
Shaft Thread 3/8"x24
Glow Plug K&B 1L 7311


PLEASE READ ALL SAFETY INSTRUCTIONS! Failure to read, understand and follow these instructions could result in personal injury and/or property damage to yourself or others.

Take a few moments to familiarize yourself with the various parts of the engine. DO NOT DISASSEMBLE YOUR ENGINE! Doing so will void your warranty. No exceptions!


1.    Do not run this engine on a test stand. Nothing can be gained by so doing as you only expose yourself, and others, to possible injury from the spinning propeller.

2.    After the complete system is installed in the airplane and all of the connections are secure and functioning, you are ready for your first engine run-up.

3.    Prime the engine and turn it over once, by hand, before applying the glow plug battery, or the electric starter. (It is recommended that you have a helper hold the model while you are starting the engine). Start the engine with the throttle in the “idle” position. Avoid long periods of electric starter use. If the fuel and ignition are correct, the engine will start instantly. As soon as the engine fires, remove the starter and allow the engine to warm up at half throttle before removing the battery power from the glow plug.

4.    For the first run “DO NOT” run at full throttle for more than a few seconds. Use this run to adjust the low and mid-range setting on the carburetor. (See carburetor adjustment). When you are satisfied that the carburetor settings are correct, it is recommended that you run two or three tanks of fuel through the engine, at a slightly rich setting, before attempting your first airborne run. When you are sure that the engine will hold full power, you are ready for your maiden flight. However, to be on the safe side (to prevent possible sagging of RPM due to the engine not being fully broken in), you can achieve 98% full power with a slightly rich setting, which should not impair the flying of the model.


The engine may be installed upright, on either side, or inverted (upside down).

Mount the engine firmly to hardwood rails, or to the firewall, if you use the muffler mount. When mounting directly to the firewall, we suggest the use of a 1/16” steel washer between the muffler and the firewall at each attachment point. For maximum security, use carbon steel, self-locking hex nuts and hardened alloy steel machine screws to mount the engine. The fuel tank size, location and height have a great influence on engine operation. It should be located close to the engine and it must be pressurized from the muffler. Locate the tank so that its horizontal centerline is from 1/4” to 3/8” below the fuel connection to the carburetor.

If you wish to stop the engine while on the ground, bring the engine down to low idle and pull or pinch the fuel line off to run the engine dry.

A 14x8p propeller is recommended as a starting size. However, experimenting with one pitch or diameter larger or smaller can improve results for your particular airplane.

REMEMBER:   Check all bolts on the engine for tightness after each day.



If you are unfamiliar with this line of carburetors or are a new modeler, please do not attempt to start the engine until you have read and understand the following instructions:


Locate an area to install the Remote Needle Valve Assembly. This assembly must be n the fuel line between the tank and the carburetor. The line should not exceed five (5) inches in total length


Notice the barrel will rotate 360 degrees. Using your radio and trim functions, set the barrel movement for full open and full close.

Note that there are two fuel metering adjustments:


This needle valve, located on the Remote Needle Valve Assembly, controls all the fuel that comes to the engine, whether the engine is running at high, mid-range, or idle speeds. It does not affect the low speed rich/lean setting. The High Speed Needle Valve’s main function, however, is to meter the high-speed fuel mixture.


The rich/lean adjustment is controlled by the “slotted” screw located on the side of the carburetor where the low speed disk is housed. The rich/lean mixture control is set at the factory and may require only a “fine” adjustment for your application. WARNING: DO NOT RUN THE ENGINE AT A “LEAN” SETTING. To adjust the mixture, loosen the bottom screw (do not remove) and adjust the top slotted screw. This screw only turns 1/4 turn to either right or left of center. It does not turn all the way around. Turn the screw clockwise to “lean” the engine and counter-clockwise to richen the mixture. After adjusting the mixture, remember to “lock” it into position by tightening the bottom screw.

Click here for a PDF or the carb instructions



As a starting point for the high speed needle adjustment, completely close the needle valve (clockwise), then open it (counter-clockwise) four full turns. This setting is an average any may require further adjustment. For higher altitudes (3,000 - 4,000 feet), close needle valve approximately 1/2 turn.
All series “94” carburetors must run with exhaust pressure from either the muffler or tuned pipe connected to the fuel tank. A pressure fitting is included in the maintenance kit. This fitting must be installed into the tapped hole on the said of the muffler.
We recommend the use of K&B 500, which contains a X2C synthetic and Castor oil mix. Of course, a similar high-quality fuel can be used. Maximum nitromethane content should be limited to 15%. Use of inexpensive, or poorly mixed fuels will seriously detract from the life of this engine. We also recommend the use of an after-run oil, such as Zap, Marvel Mystery, or automatic transmission fluid for protection of the bearings, and other steel components in the engine, after each day’s flying, or while it is not being used for some time.


Glow plug life is a function of time and of how hard you run the engine. Lean runs are the quickest way to burn out a glow plug. This engine is equipped with a No. 7311 KB-IL which is a hot-type racing plug. There are many good colder glow plugs available so you should experiment to find one that you feel is most effective. Head shims are available and may be used under different atmospheric conditions, and for different fuels that can affect the glow plug life.

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MECOA/K&B -- P.O. Box 5 -- Sierra Madre, CA 91025 U.S.A.