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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.
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SPECIFICATIONS |
Displacement
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1.00
Cu. In. (16.4cc)
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Bore
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1.100
(27.94mm)
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Stroke
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1.060
(26.92mm)
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HP
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2.3
@ 9,800
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R.P.M.
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1,600
- 9,800
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Weight
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26
Oz. (738g)
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Propeller
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14
x 8
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Shaft
Thread |
3/8"x24 |
Glow
Plug |
K&B
1L 7311 |
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WARNING
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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!
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BREAK-IN
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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.
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ENGINE
AND FUEL TANK INSTALLATION
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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.
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STOPPING
THE ENGINE
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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. |
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PROPELLERS
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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.
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OPERATING
INSTRUCTIONS
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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:
1.
NEEDLE VALVE SETUP
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
2.
LINKAGE SETUP
Notice
the barrel will rotate 360 degrees. Using your radio and
trim functions, set the barrel movement for full open and
full close.
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NEEDLE
VALVE ADJUSTMENTS
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Note
that there are two fuel metering adjustments:
1.
HIGH SPEED NEEDLE VALVE
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 Valves main function, however, is
to meter the high-speed fuel mixture.
2.
LOW SPEED and MID-RANGE MIXTURE ADJUSTMENT
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
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NEEDLE
VALVE ADJUSTMENTS - GENERAL
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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. |
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PRESSURIZED
SYSTEM
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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. |
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FUEL
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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 days flying, or while it is
not being used for some time. |
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GLOW
PLUGS
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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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©
Model Engine Corporation of America, All rights reserved.
K&B and the oval logo are Registered Trademarks of Model Engine
Corp. of America
Registered U.S. Patent Office
No
part may be reproduced without written permission from
MECOA/K&B -- P.O. Box 5 -- Sierra Madre, CA 91025 U.S.A.
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