HKS 700E User manual

Operations Manual
HKS700E
Operations Manual
Please read this manual before using.
EngineS/N:
2014 February
Ver.7.00 ASTM F2339
HKS CO.,LTD
7181 KITAYAMA FUJINOMIYA
SHIZUOKA
JAPAN 418-0192
FAX: [phone]
E-MAIL: [e-mail]
http://www.hks-power.co.jp/hks_aviation/

Operations Manual
HKS 700E
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CONTENTS
1 GENERAL 4
1.1 Log of revisions.
2 HKS700E ENGINE 5
2.1 Type designation.
2.2 Specifications: HKS-700E.
2.3 Views of the engine.
3 TECHNICAL DATA HKS-700E 7
3.1 Dimensions and weights.
3.2 Equipment.
3.3 Performance.
3.4 RPM limitations.
3.5 Fuel consumption.
3.6 Information about fuels and lubricants.
3.7 The cooling system.
3.8 Cylinder head temperatures.
3.9 Propeller reduction unit.
3.9.1 Propeller mass moment of inertia.
3.10 Exhaust gas temperature.
4 PERFORMANCE CURVE 11
5 MANUAL OF INSTRUCTION HKS-700E 12
5.1 Before starting the engine.
5.2 Starting the engine.
5.3 Warm up and run up.
5.4 Take-off and climbing flight.
5.5 Engine shutdown.
5.6 Stopping the engine and restarting in flight.

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6 MAINTENANCE INSTRUCTIONS 16
6.1 Daily inspection.
6.2 Periodic checks.
6.2.1 First 25-hour-check, 50-hour-check.
6.2.2 100-hour-check.
6.2.3 200-hour-check.
6.3 Preservation of the engine during storage.
6.4 Winter operation.
6.4.1 Care of the electrical system.
6.4.2 Cold starting.
6.4.3 Carburetor icing.
7 MAINTENANCE 20
7.1 Changing oil.
7.2 Air intake filter (s).
7.3 Compression test.
7.4 Carburetor adjustment.
7.4.1 Idle speed adjustment.
7.4.2 Throttle cable adjustment.
7.4.3 Carburetor setting table.
7.5 Spark plugs.
7.6 Exhaust system.
7.7 Bolts and nuts.
7.8 Resistance of the electrical equipment.
8 OVERHAULS 25
8.1 Thorough inspections (TBO).
8.2 Major repairs and major modifications.
9 TABLE FOR TORQUE VALUES 25
10 TROUBLE SHOOTING 26
11 INSPECTION AND MAINTENANCE ITEMS 31

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Do not operate this engine over densely populated areas. Do not operate this
engine over terrain where a safe, power off landing cannot be performed.
The operating and maintenance instructions supplied with this engine must
be followed at all times. Flying any aircraft involves the risk of injury or death,
building and maintaining your own aircraft requires great personal
responsibility.

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1. GENERAL
1.1. Log of revisions.
Revision No. Date Pages affected Description
3.00 2003/09 P9 Change the oil temperature.
4.00 2004/12/01 TBO extended.
5.00 2006/07/01
5.10
2008/01/14
P9,P21,P31
* Max. percentage of alcohol in fuel.
* Oil viscosity.
* Carburetor setting.
* Interval of Compression check.
6.00 2009/01/01 TBO extended.
7.00 2014/02/19 P7,P23 Change the Spark Plug.

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2. HKS700E ENGINE
2.1. Type designation.
HKS-700E
1 2
1. Manufacturer: HKS.
2. Piston displacement in c.c.
2.2. Description of the HKS-700E.
Air-cooled, four-stroke.
Cylinder arrangement: 2 cylinders, horizontally opposed.
One central camshaft-pushrods-OHV, hydraulic lifters.
Oil cooled cylinder head.
Dual CDI (capacitive discharge ignition).
Electricstarter.
Alternator.
Nickel ceramic composite coated cylinders.
Dry sump forced lubrication.

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2.3. Views of the engine.

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3. TECHNICAL DATAHKS700E
3.1. Dimensions and weights.
Bore: 85 mm
Stroke: 60 mm
Total piston displacement: 0.680 L (680 cc)
Compression ratio: 11.3:1
Direction of crankshaft rotation: Clockwise
(Looking from pilot seat, tractor configuration.)
Direction of prop shaft rotation: Counter clockwise
Weight: Approx. 49kg (108LBS.)
dry, with all electrical equipment,
electric starter, carburetors and
gearbox.
Weight: Approx. 55kg (121 LBS.)
Total system, with exhaust, oil
tank and oil cooler.
3.2. Equipment
Ignition unit: Dual CDI (capacitive discharge type)
Minimum voltage for the ignition systems
operating is 9 volts.
Ignition timing: 10 DEG. B.T.D.C (below 2000r/min)
23 DEG. B.T.D.C (over 4000r/min)
Spark plugs: HKS SUPER FIRE RACING
Electrode spacing: 0.7 mm (.028")
Alternator performance: 210W DC at 4000 to 6200 r/min
120W at 1750 r/min and up
Carburetor: Bing CV Carb type 64/32
Air filter: K&N tapered.
Fuel pump: Pneumatic, impulse from the intake.
Fuel filter: Mesh type, 15 microns maximum.
Starter: 12V/0.6kW, engagement via gear
reduction and overrunning clutch.

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3.3. Performance
Take-off power (3 min.). Approx. 44.7kW (60HP) at 6200 r/min
Max continuous power. Approx. 41.7kW (56HP) at 5800 r/min
3.4. RPM limitations
Max. permissible r/min 6200 r/min
Max. continuous r/min 5800 r/min
Idle r/min 1400 to 1750 r/min
(Within 1900 r/min if necessary for low vibration.)
3.5. Fuel consumption (With full throttle (loaded))
Consumption @ max. permissible r/min 24 L/H (6.3 GPH.)
Consumption @ max. continuous r/min 16 L/H (4.2 GPH.)
Consumption @ 75%: 13 L/H (3.4 GPH.)

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3.6. Information about fuels and lubricants
Fuel: Automobile fuel, unleaded premium
95 Octane (RON) minimums or
aviation gasoline 100LL.
Fuel pressure: 15 - 40 kPa
(0.15 - 0.4 kgf/cm2, 2.2 - 5.8 psi)
Oil type: No aircraft engine oils.
Only multi-grade brand-name 100% synthetic
oils for AUTOMOBILE engines, according to
API-classification (API min. SJ).
Take the viscosity of the oil as below table.
Oil volume: 4 Liters (4.2 quarts)
This will vary based on the oil line layout and oil cooler size used.
Oil level is between 1/2 and 2/3 of oil tank after 3 minutes idling.
Oil consumption: Max. 0.1 L/h (1/10th quart per hour)
Oil pressure: Min.490 kPa (5.0 kgf/cm2,71psi) @6200 r/min
Min.118 kPa (1.2 kgf/cm2,17 psi) @ idle r/min
Oil temperature (readings off of the feed line into engine):
Min. 50 Deg.C (122 Deg. F)
Max.120 Deg.C (248 Deg. F)
Optimum oil temperature range: 80 - 100 Deg.C (170 - 212 Deg.F)
CAUTION!
zDon't use any aircraft engine oils and additives.
zYou must install the oil cooler in the return line to the oil tank.
zFuel with more than 5% alcohol added must not be used.

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3.7. Cooling system
Free air-cooling.
For the engines with full-cowled engine installation, ducting is required to
properly channel cooling air to the cylinders.
3.8. Cylinder head temperature
Max. permissible cylinder head temperature
(Measured on the hottest cylinder): 170 Deg. C (338 Deg. F)
CAUTION!
zUse the bayonet style CHT probe.
3.9. Propeller drive-reduction gear
Reduction ratio: crankshaft to prop shaft=2.58:1 or 3.47:1
Torsional shock absorption is based on progressive cushioning from an axial
spring-loaded hub with dogs.
3.9.1.Propeller mass moment of inertia
Max. permissible propeller mass moment of inertia
2.58:1 3000 kg cm^2
3.47:1 6000 kg cm^2
3.10. Exhaust gas temperature
Max. permissible exhaust gas temperature changes according to the location
of the EGT sending unit.
Distance from Exhaust flange [mm] Max. EGT [Deg. C] (Deg. F)
20 760 (1400)
35 750 (1382)
50 740 (1364)

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4. PERFORMANCE CURVE

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5. OPERATING INSTRUCTIONS FOR THE HKS-700E
These instructions and procedures must be followed in detail for the proper
operation of the engine and systems. To deviate from these instructions may
lead to increased engine wear and a loss of reliability.
5.1. Before starting the engine
•With the aircraft chocked or tied down.
•Ignition "OFF"
•Has the daily check been done? (See Sec 6.1)
•Check the range and free movement of the throttle lever.
•Turn the propeller by hand; check the engine for unusual noises or
hard movement.
5.2. Starting the engine
•Parking brake: Set (or aircraft chocked)
•Fuel shutoff valve: OPEN
•Choke: On (if necessary)
•Throttle: Closed
•Master switch: ON
•Ignition: Both ON
•Starter: Engage
•Let engine run at approx. 2000 r/min
•Oil pressure Check nominal. (See Sec 3.6)
CAUTION!
zCrank the starter for a maximum of 10 seconds only. If the engine
does not start, a cooling down period of 3 minutes is required.
zCheck the oil pressure after starting engine, if the indicated oil
pressure is too low, stop the engine. Otherwise the engine will be
damaged.

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5.3. Warm up and run up
•Let the engine run at 2000-3000 r/min for about 5 minutes so that the
oil pressure will not exceed the 390kPa (57psi, 4bar) maximum during
run up.
•Choke off (if used).
•Wait for the oil temperature to reach a minimum of 50 Deg.C (122
Deg.F) before taking off or running up to a high RPM.
•Perform a Mag check of the two ignition circuits at 3000 r/min.
•Engine must not stop during Mag check.
5.4. Take-off and climb
•Choke: OFF
•Advance the throttle smoothly and quickly to full throttle.
•Perform the take-off and initial climb in this position, and then reduce
power slightly to the maximum continuous RPM, (See Sec. 3.3).
CAUTION!
zEngine direction: within 20 degrees from vertical of gravitational force
direction.
zObserve RPM, oil temperature, cylinder head temperature, exhaust
gas temperature and oil pressure. The limits must not be exceeded. If
the temperatures are moving towards exceeding the described
limitations, reduce engine power (if possible) and increase airspeed to
improve engine cooling.
5.5. Engine shutdown
•Let the engine cool sufficiently. Wait for the cylinder head temperature
to reach less than 120Deg.C (248 Deg.F).
•Throttle: IDLE
•Ignitions: OFF
•Master switch: OFF
CAUTION!
After taxiing with high power, let the engine cool sufficiently. Wait for the
cylinder head temperature to reach less than 120Deg.C (248 Deg.F).

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5.6. Engine shutdown and restarting in flight
•Let the engine cool sufficiently. Wait for the cylinder head temperature
to reach less than 120Deg.C (248 Deg.F).
•Throttle: IDLE
•Ignitions: OFF
The in-flight re-start procedure is the same as on the ground. Use choke if
necessary.

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6. MAINTENANCE INSTRUCTIONS
6.1. Daily check
•Take off the engine cowling (if so equipped).
•Check the engine for missing or loose parts as well as for any wear.
•Check the condition of the ignition harness.
•Check the actuating mechanisms for throttle and choke, make certain
that the action of the throttle is smooth.
•Check the oil level and fill if necessary. The oil level should be between
1/2 and 2/3rd of the oil tank dipstick or level gauge after 3 minutes idle
running.
•Check the breather hoses of oil tank. The breather hoses must not
choke.
•Check the oil and fuel system for any leakage.
•Drain the sump(s) to remove water in the fuel tank.
•Check the breather hoses of carburetors. The breather hoses must not
choke. The breather hoses must stay correct position. The correct
position of end of hose is the place between a spring yoke and side of
the float chamber.
•Reattach the engine cowling if equipped.
•With the ignition off, turn the propeller by hand and check the engine
for unusual noises or hard movement and proper compression.
•Before flight engine test run.
Observe the starting behavior. Let the engine warm up, monitoring the
temperatures and pressures. Do a run-up observing the throttle response
(adequate RPM acceleration) and a full-power run-up. (Maximum RPM
depends on the type of propeller and pitch used)
DANGER!
1. Prior to turning the propeller by hand, confirm that.
The ignition and master switches are: OFF
The aircraft is chocked or properly tied down.
2. Cockpit operations must be performed by a trained person.

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6.2. Periodic inspections
After the first 25 hours of operation the inspections listed in 6.2.1 are to be
performed. The next inspection is due to at 50 hours and thereafter every 50
hours. The 100-hour inspection mentioned under 6.2.2 is to be performed
every 100 hours but at least annually. The 200-hour inspection mentioned
under 6.2.3 is to be performed every 200 hours.
6.2.1.First 25-hour-inspection, 50-hour-inspection
•Check condition of the throttle cables and choke cables.
•Engine mounts. Check for cracks, looseness of mounts, and
looseness of engine to mounts.
•Check for looseness of bolts, nuts and pins.
•Check for oil leaks from hoses, the oil tank and fittings.
•Perform an oil change.(See Sec 7.1)
•Check the magnet of oil drain screw for the metal contamination.
•Change the oil filter.
•Fuel lines-check the standoffs, safeties, leaks and wear.
•Fuel filter-check, clean.
•Clean the float chamber of the carburetors and clean if necessary.
•Check the ignition harness for damage and tight connections at spark
plug cap.
•Air filter-check, clean.
•Check the mounting of the carburetors and the insulator rubber for
cracks.
•Check the general condition of the exhaust system; look for cracks,
particularly at the welds.
•Check the muffler and attaching flanges at the exhaust ports on the
cylinders for exhaust leaks.
•Check the ignition coils for wear and security of attachment.
•Check for leaks at the oil pressure and temperature sensors.
•Electrical wiring-check for wear, damage and security of attachment.
•Check the resistance of the electrical equipment (See Sec 7.8).
•Check the crankcase for leaks and cracks.
•Clean engine if dirty or oily.
•Run up the engine. (See Sec. 5.3)

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6.2.2.100-hour-inspection
•Carry out the 50-hour-check.
•Perform a compression check. (See Sec 7.3)
6.2.3.200-hour-inspection
•Carry out the 100-hour inspection.
•Check the spark plug caps. Change if necessary.
•Change the spark plugs.
•Change the fuel filter.
•Change the air filter.

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6.3. Preservation of the engine for long term storage
For long out of operation periods and at extreme climatic conditions, we
recommend the following instructions to protect against corrosion. Extra
protection against corrosion beyond these recommendations is not necessary.
1. Warm up the engine, stop the engine, and empty the motor oil.
2. Fill up with new oil.
3. Drain the float chamber of the carburetors.
4. Apply oil to all pivots on the carburetors.
5. Close all openings, the exhaust tubes, the breather tube and air filters.
Protect them against dirt and moisture.
6. Coat all the steel engine parts with engine oil.
Bringing the engine back to operation
1. Remove all the plugs and fasteners.
CAUTION!
For longer storage periods, the preservation procedures must be
performed at least annually.
6.4. Winter operation
6.4.1.Care of the electrical system
Generally in the beginning of the winter an engine inspection shall be
performed.
•Check all the connections of the ignition system and clean if necessary.
•Check the battery voltage.
•The battery poles and terminal connectors should be cleaned.
In countries with extremely low temperatures it is recommended to protect the
battery against freezing by keeping it in a warm location for storage between
flights. (See Sec 3.6)

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6.4.2.Cold starting procedures
Preheating the engine using hot air is recommended.
•Throttle OFF
•Choke ON
Limit cranking the engine to periods not much longer than 10 sec. After the
engine starts, operate the choke as required to keep the engine running but
avoid allowing the engine to exceed 2500 R/MIN.
6.4.3.Fuel system icing
(1)Icing due to water in the fuel
Water in the fuel will accumulate at the lower parts of the fuel system and can
lead to freezing of the fuel lines, filters and carburetor jets.
Remedies:
•Use a fuel/water separating funnel, if the fuel supply is suspect.
•Drain the water in the fuel tank during the daily check.
•Drain and inspect the fuel system during the 50-hour inspection.
•Prevent fuel tank condensation, by keeping the fuel tank full when in
short term storage, drain the fuel tank when not in use for longer
periods.
•Avoid temperature differences between aircraft and fuel.
CAUTION!
Fuels containing alcohol always carry a small amount of water in solution.
Temperature changes or an increase of alcohol content may cause water
or a mixture of alcohol and water to settle to the bottom of the fuel tank
and could cause engine stoppage.
(2) Carburetor icing because of high air humidity.
With ambient temperatures between 0 Deg.C (32 Deg.F) and + 10 Deg.C
(60 Deg.F) and very high humidity, carburetor icing may occur.
WARNING!
Under such atmospheric conditions monitor R/MIN. Engine stoppage may
occur if operations are continued under these conditions.
An electrical carburetor heating system is available as an option parts. Please
see the parts list or the installation manual.