Related Manuals for ULPOWER 260 series
Summary of Contents for ULPOWER 260 series
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Page 1: Troubleshooting Guide
Interactive Troubleshooting Guide Version 2.0 Click an engine or scroll to next page to continue... - Page 2 Contents: Instructions Before first start checks Trouble shooting guide...
- Page 3 The Troubleshooting guide starts immediately after and is linked between topics. You may always return to the ‘Troubleshooting Start Page’ for troubleshooting by clicking on the ULPower logo on the top right of each page. You may also simply ‘scroll’ through the guide. If you are using this guide on a mobile phone or tablet you may need to download the Adobe Acrobat Reader to enable the links.
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Page 4: Before First Start
BEFORE FIRST START: During installation consult and work i.a.w. the various 5. Start-up routine with COIL checks installation manuals • Ignition coils : set coil 1 ON / coil 2 • Throttle max 30% open (normally cracked open) 1. Battery/Oil: •... - Page 5 What to do if your engine won’t start or runs rough? at first start after first start Remember to always work i.a.w. the latest manuals. If you are unsure of what action to take or unable to resolve your problem, contact your local ULPower Aero Engine dealer http://ulpower.com/en/dealers...
- Page 6 Trouble shooting when your engine fails to start at FIRST START Coils Sparkplugs Wiring Injectors Fuel Start button, Ignition loom system Grounding & cables connection Click text or the image above for an aspect you suspect – or, if unsure follow the sequence from left to right...
- Page 7 3. Check using a multimeter check for ‘continuity’, i.e. that there is no break from engine to the negative terminal on the battery. This may require sequential readings, depending on the installation. 4. Check both ECU connectors are connected and that all wires are routed and connected i.a.w. the latest installation manual for the engine. (available from ULPower.com...
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Page 8: Ignition Cables
Ignition cables Check the ignition cables and connections • Make sure that both connectors (coil side and spark plug side) are installed i.a.w. the installation manual. If not installed properly, no contact or an incorrect contact may occur. • To check if the connectors are installed properly, pull fairly hard on both ends of the ignition cable.(coil side + sparkplug side). - Page 9 Ignition cables Check HT cable orientation (are HT cables correctly installed between cylinders/spark plugs and coils) NOTE: for RR engines see relevant installation manuals 4 Cylinder 260/350 series 6 Cylinder 390/520 series...
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Page 10: Fuel System
Fuel system UNDERSTAND THE INSTALLATION Normally two fuel pumps are installed, at times only one is installed. CHECK before continuing. Depending on the installation, the main and/or auxiliary fuel pump may be commanded by the ECU via a relay. Depending on the installation there may be a DPST switch to select pumps and/or an ‘over-ride switch’. - Page 11 Fuel system (cont...) Check the fuel pressure – if no/insufficient pressure then:- 1. Can you hear the pump(s)? If not, check the electrical connection – use a multi-meter on ‘DC’ setting if necessary. If yes, check if they run in the right direction. (wiring direction “+” and “-”) 2.
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Page 12: Spark Plugs
Spark plugs How to check the spark at the plugs • For safety reasons: always disconnect the fuel pump before running this test • For both coils : put switch TO ON Method 1: • Remove 1 sparkplug and hold the spark to the “ground” (or use a new spark plug) •... - Page 13 Coils Check for a short-circuit in the wires to the coil switches White/ White/ • Switch both ignition switches to ON (ie OPEN White circuit) alternatively disconnect wires from White/ Control Control switches. Blue signal signal • Master ON and ECU ON (NOTE ENGINE IS LIVE) GROUND coil 2 coil 1...
- Page 14 ECU (Engine Control Unit) Check ECU supply voltage The ECU needs at least 10V (even during cranking) to function. If your battery is faulty or not fully charged, the ECU will not boot and remain active – consequently there will be no spark and no injector signal. Using a multi-meter set to DC Volts, measure the voltage at the battery terminals (min.
- Page 15 Instruments or bad wiring in the cockpit can disturb the ECU Either Use the ULPower TROUBLE SHOOTING WIRING LOOM (T08003) by removing the small connector from the ECU and replace with the troubleshooting loom • Disconnect ALL wires from the Ecu-cockpit harness •...
- Page 16 • If yes : there is a signal coming from the ECU. • The installed injector is possibly blocked and may have to be replaced. If you have been through all of the above steps and still cannot identify the issue, contact your ULPower dealer .
- Page 17 Troubleshooting after first start Black Smoke, High Fuel Loss of Oil Pressure Oil Leaks/ Oil Temp Consumption, Sooty plugs Compression consumption ULP Check Detonation Regulator/ Fuel Pump Light variations Voltage variations failure drops...
- Page 18 What if your engine runs out of control/ RPM unstable DOES THE ULP CHECK LIGHT COMES UP ? If yes, find out with ULRead which sensor is causing it. Check connections, Identify and replace the sensor/connector or repair/replace loom if damaged. Test again. If not, continue below CHECK THROTTLE CABLE As per the installation manual, the throttle cable should never be installed ‘taut’...
- Page 19 CHECK FOR ‘FALSE’ AIR/COLLAPSED LINES/OTHER SUCTION SIDE ISSUES If the cylinder can suck air into the fuel system, or any other aspect of the fuel/air system that can affect mixture occurs it will cause inconsistent RPM readings. (increase/decrease):- • Inspect the small hose between the airbox/manifold and the fuel pressure regulator for fit/damage. •...
- Page 20 Black smoke / black spark plugs / high fuel consumption DOES THE ULP CHECK LIGHT COMES UP ? If yes, find out with ULRead which sensor is causing it. Check connections. Identify and replace the sensor/connector or repair/replace loom if damaged. Test again. If not, continue below for ‘sensor faults that may not cause a ULP check light’...
- Page 21 Black smoke / black spark plugs / high fuel consumption Install ULRead to find out which sensor is misreading/not working correctly. - Replace the TPS, ATS or OTS, if necessary • AIR PRESSURE SENSOR (APS) PROBLEM/INSTALLATION ISSUE If the APS (installed in the ECU) is not reading the air pressure ‘at the entry to the air filter’...
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Page 22: Oil Pressure
Oil pressure • If you do not read positive oil pressure on start up, shut down your engine and investigate. • Oil Pressure may be higher than usual when starting in very cold conditions, due to the viscosity of the oil. Allow oil pressure to stabilize with temperature. -
Page 23: Low Oil Level
Oil temperature too high FAULTY SENSOR/FAULTY GAUGE - Immerse the sensor in boiling water to check if the read-out is correct. (boiling water = +/- 100° c) - Calibrate the senor and adjust your instrument or replace it if necessary LOW OIL LEVEL Fill up to the maximum level as read on your dipstick INLET AIR TEMPERATURE IS TOO HIGH... - Page 24 Oil temperature too high INSUFFICIENTLY WORKING OIL COOLER • Not only the oil cooler size but also the location of the oil cooler is important. • Install the oil cooler as low as possible under the engine centre line. This ensures that the incoming air is not deviated by the turbulence around the propeller.
- Page 25 CHT: There is a big difference between cylinders FAULTY SENSOR OR INCORRECT SETTINGS ON INSTURMENTS • Immerse the sensor in boiling water to check if the read-out is correct. (+/- 100C) • Calibrate the senor and adjust your instrument / replace if necessary NO SPARK OR NO FUEL INJECTION •...
- Page 26 CHT : all temperatures are too high Similar as to “oil temperature too high” (see here) The installation of the ram air baffles is very important. • Make sure that enough air can reach the air boxes. • Close all gaps around the air boxes. That way the airflow is forced to go over the cylinder / cylinder heads.
- Page 27 EGT: Big difference between cylinders FAULTY SENSOR OR INCORRECT SETTINGS ON INSTURMENTS • Immerse the sensor in boiling water to check if the read-out is correct. (+/- 100C) • Calibrate the senor and adjust your instrument / replace if necessary NO SPARK OR NO FUEL INJECTION EGT is the best parameter to check if the cylinders are working properly.
- Page 28 Please read the latest engine manual/SB to know about the minimum octane ratio that is required for your engine. MIXTURE TOO LEAN: Your ULPower engine is an injection engine. Due to continuous and copious amounts` of fresh fuel (+/- 120liters/hour) pumped through across the fuel rail, there is no risk of vapor lock or icing . However, if air is sucked by the fuel pump, it will lead to a lean mixture and higher temperatures and risk of detonation.
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Page 29: Alternator Failure
Regulator: no power output or voltage drop No electrical power output BAD CONNECTION BETWEEN ALTERNATOR AND REGULATOR Insufficient wire sizing, damaged wires and poor connections can result in increased resistance. This may lead to burned contacts / failure. Check wire, both connectors and replace if necessary ALTERNATOR FAILURE 23.05v AC Both (30A and 50A) alternators are 3 phase AC generators. - Page 30 Regulator: no power output or voltage drop REGULATOR FAILURE Never run the engine if the regulator is disconnected from the battery !!!!!! - Output power (volts) depends on RPM (see alternator output) - Measure across the battery +ve and –ve terminals with a voltmeter on ‘Volts DC’ whilst the 14.45 regulator is connected and the engine is running - A fully charged battery should read 14.3 –...
- Page 31 ULP check light comes up ECU “OFF” If your ECU is “off”, the LED is off (you may have a test button to test your LEDs function) ECU “ON” If there is a sensor failure TPS , oil temperature, inlet air temperature, altitude temperature or crankshaft position sensor the ULP check light will be illuminated, indicating a sensor disconnection or failure.
- Page 32 Oil leaks/Consumption OIL/AIR BREATHER LINES BLOCKED Under normal circumstances, a mixture of air and oil is pushed through the crankcase breather line into the oil/air separator as part of the normal venting of the crankcase. The oil flows back into the oil sump trough the oil return line. Avoid ‘loops’, blockage or misrouting of either of these lines, as this can cause oil to leak.
- Page 33 – cracked pistons/damaged piston rings can lead to increased oil consumption. Sometimes this can be reflected in spark plug condition and oil coming out of the oil/air separator air breather line. High oil consumption should be reported to ULPower before further flights.
- Page 34 Compression loss Check the compression i.a.w. the latest manuals using an appropriate differential cylinder pressure tester/leak-down tester. In most cases you can hear air escaping 1. Into crankcase (piston/piston rings) 2. Into exhaust (exhaust valve) 3. Into admission (inlet valve) BAD VALVE CLEARANCE SETTING When a valve doesn’t close completely, exhaust gasses may burn the valve Adjust clearance i.a.w.
- Page 35 • Check pistons, piston rings and cylinder If you have been through all of the above steps and still cannot identify the issue, contact your ULPower dealer .
- Page 36 Fuel pump is not working normally Anti return valve in fuel pump is blocked / Return line is blocked NOTE: As described in the installation manual, the return line must not be shut off even with a ‘fuel off tap’ (such as a duplex fuel tap) to allow the fuel rail to breathe.
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