CORSAIR ALPHA 1 ENGINE

CORSAIR ALPHA 1 ENGINE C172 POH SUPP. MANUAL Rev. 3.1 March 17 2021

1 | C O R S A I R C 1 7 2 S U P P L E M E N T A L P O H

CORSAIR ALPHA 1 ENGINE

C172 SUPPLEMENTAL AIRCRAFT FLIGHT MANUAL

This manual is to be attached to the original approved C172 operating manual/POH when

aircraft is equipped with Corsair V8 engine conversion. The information contained herein

supplements the information of the basic Airplane Flight Manual. For limitations,

procedures, and performance information not contained in this supplement, consult the

basic Airplane Flight Manual.

TABLE OF CONTENTS (clickable)

SECTION 1: GENERAL

SECTION 2: LIMITATIONS

SECTION 3: EMERGENCY PROCEDURES

SECTION 4: NORMAL PROCEDURES

SECTION 5: PERFORMANCE

SECTION 6: WEIGHT & BALANCE

SECTION 7: AIRPLANE & SYSTEM DESCRIPTIONS

SECTION 8: PLACARDS



SECTION 0: SUPPLEMENTAL POH INFO

This manual must be kept current and available on board the aircraft. The latest version is

available online at WWW.CORSAIRPOWER.COM.

REVISION LOG

ORIG. ISSUE

ENGINE and AIRFRAME INFO

This manual applies only to the following aircraft.

AIRFRAME MODEL , SERIAL NBR PROP GEAR DRIVE, SERIAL NBR OPTIONS INSTALLED

ENGINE MODEL, SERIAL NBR MAX BSHP

This manual is not a substitute for adequate, competent flight training, knowledge of current

Safety Alerts, Service Bulletins, and/or Notifications affecting the airplane or applicable

aviation regulations. The pilot-in-command is responsible for determining whether the

airplane is safe for flight. She/he is also responsible for ensuring that all operations are

conducted within the limitations defined by the appropriate FAA regulations, this manual, the

aircraft’s instrument markings, and appropriate placards. While it is intended that this manual

be used in flight, it must be studied regularly. The pilot must be familiar with all limitations,

performance data, procedures and operational handling characteristics of the airplane prior to

operating the airplane.



WARNINGS, CAUTIONS, AND NOTES

WARNING AN OPERATING PROCEDURE, PRACTICE, OR A

CONDITION WHICH, IF NOT CORRECTLY FOLLOWED

OR REMEDIED, COULD RESULT IN SERIOUS

PERSONAL INJURY OR LOSS OF LIFE.

CAUTION An operating procedure, practice, or a condition

which, if not strictly observed or corrected, could

result in destruction of, or damage to equipment.

This aircraft is catorgorized by FAA as EXPERIMENTAL, and has not been tested, designed or

demonsrtrated to meet any standard requirements for a certified aircraft. Moreover, the

design, procedures, components used, assembly and service of engine design have likewise

not been tested or demonsrtrated to meet any of the standard requirements for a certified

aircraft. This manual outlines basic information for operating this aircraft for pilots

experienced in operating experimental aircraft. However, the owner and/or pilot is

resonsible to have the relative training and experience to safely operate this aircraft and

develope their own procedures and data to continue the experiment.

NOTE

An operating procedure, practice,

or condition which is important to

emphasize.



ABBREVIATIONS USED IN THIS MANUAL

ATB- automatic transfer bus

AUX – Refers to the auxiliary REFI system

BIC- battery isolator controller

DTC- Diagnosis Trouble Code (fault code)

ECM- engine control module

EOW- empty operating weight

ESM- Engine Service Manual

FFR- fuel filter regulator

GW- Gross Weight of aircraft

HP- Horse Power

LPFS- low Pressure Fuel Switch

Main- refers to main REFI system

MOGAS- automobile gasoline

MGW- Max Gross Weight

PGD- propeller gear drive

POH- pilots operating handbook (original

Cessna issued)

POH SUPP- supplemental POH (Corsair

issued)

REFI- redundant fuel injection system

SED- smart engine display



SECTION 1: GENERAL INFO

This C172 aircraft is powered by a Corsair V8 engine conversion that provides up to 220 HP to

a gear reduction drive that reduces RPM to efficient prop speed. The prop is CCW rotating

which produces a RIGHT turning tendency (as opposed to left for original engine). The engine

is controlled by a redundant electric fuel injection (REFI) system that electronically controls

fuel mixture and spark timing. Fuel delivery is direct injection which eliminates need for

carburetor heat controller. There is no manual mixture control or carburetor heat.

Moving the throttle control commands the EFI system to deliver the most efficient fuel and

ignition spark based on several sensor inputs. The REFI system automatically limits power so

not to exceed engine max rated power regardless of throttle input. Engine indications are read

from the Smart Engine Display (SED), which also annunciates engine system faults or if

exceeding most engine limits. Warning lamps illuminate to indicate basic engine faults, and are

completely redundant of the SED and REFI systems.

The Corsair conversion modifies several C172 systems. Pilots must fully understand and should

receive instruction from qualified persons familiar with this conversion before operating

aircraft.

Other than the aircraft experiencing a RIGHT turning tendency at lower airspeeds at higher

power settings, aircraft handling characteristics remain mostly consistent with stock C172

aircraft. All original C172 POH V-speed data is valid. For C172 models with Corsair increased

max weight modification (P/N WI1), which may increase max weight above original POH limits,

this document provides weight & balance and performance data for the heavier weight

allowed by the modification. Aircraft performance with this engine conversion should be AS

GOOD or BETTER than stock C172 if procedures in this POH supplement and the engine service

manual (ESM) are followed.

Because the Corsair engine package weighs more that the stock C172 engine, this aircraft

experiences a more forward center of gravity and heavier empty operating weight (EOW). Pilot

must assure the latest EOW and CG is used when calculating actual flight weight & balance

location.



SECTION 2: LIMITATIONS

ENGINE

Max rated continuous ENGINE RPM……..3200 RPM

Minimum Oil Pressure .……… 10 psi @ idle RPM

20 psi @ 2000 RPM

25 psi @ 3200 RPM

RED OIL PRES warning lamp illuminates at 10 psi

Oil Type ...... Mobil 1 full synthetic 5W-30 or equivalent meeting GM4718M specifications.

Fuel …….. See fuel limitations section.

Minimum Oil Quantity ……………5.5 quarts (ECM low level alert is 4.0- 4.5 qrts). Normal level is

6.0 qrts as marked on dip stick

MIN / MAX Engine Temperature for takeoff ……100°F / 210°F

Max Engine Temperature, continuous …………… 220°F

-SED red color alert, “ENGINE TEMP ABOVE 220F” is displayed anytime engine

temperature exceeds 220°F

Max Inflight Engine Temperature, max 10 minutes ……. 220°F -230°F

Min takeoff & go-around climb power (initial) ……………. 2900 RPM

AIRFRAME

MAX GW …………….. Same as original C172 model limit, or 2,550 lbs with Corsair tail stringer kit

installed, 6 ply tires and placard limiting flaps to 30° above 2,300 lb GW

Landing Flap Setting ……….MAX 30 degrees above GW 2,300 lbs

MAX Baggage Compartment Weight ….. zero in aft baggage, 50 lbs in forward compartment



ELECTRICAL

Minimum / MAX voltage on either battery with operative alternator……13.0 / 14.9 volts

Minimum battery voltage for takeoff (each battery) ……. 13.0V

Minimum time engine can operate on MAIN battery only / No alternator …..45 minutes (30

minutes for AUX battery only) from full charge condition with normal loads.

Alternator must be operable for flight unless ferry flight procedures are used (see ESM)

COOLING

Expansion tank minimum coolant fluid level is blue “COOL” line when engine is at ambient

temperature. Max fluid limit when engine is at normal operating temperatures is the red

“HOT” line.

“COOL LEVEL” amber lamp illuminates below this level. If Lamp inoperative, visual check of

tank level required before each start.

FUEL

Usable fuel is 1 gallon less per tank from stock C172 quantity. New usable fuel quantity must

be placarded on fuel selector.

Both fuel pumps must be operable for normal flight operations.

AUX Pump AUTO (LPFS) feature must be tested and operable before each takeoff, or AUX

pump must be manually turned ON for takeoff and landing.

Minimum Fuel Pressure: 55 PSI

-Low Fuel Pressure Switch (LFPS) turns on AUX pump at 55 psi

Use of leaded AVGAS: To prevent spark plug fouling on takeoff, engine must be run-up to

minimum 2,000 RPM for 10 seconds before takeoff when more than 10% AVGAS exist in tanks.



Fuel Level Balance Between Tanks: There is no imbalance limitation, but it is recommended

that fuel be balanced to remain within ¼ tank quantity during flight, and within 1/8 tank

quantity for takeoff and landing.

Fuel Pump Operation: Do not operate pumps dry/without fuel flow.

The engine is flex fuel rated, meaning it can burn gasoline with ethanol additive.

Ethanol fuels absorb water from the atmosphere up to 50 times more readily

than non-ethanol fuel. The more humid the ambient air, the faster the increase

in water contamination. Water in the fuel causes the ethanol to separate from

the gasoline (phase-separation) causing ethanol and water to collect at bottom

of the tanks, forming a non-combustible milky liquid. Phase separation lowers

the octane rating, causes contamination of the fuel system, and can clog filter

elements causing engine damage and failure.

Ethanol fuel should not be used unless aircraft is used on a weekly basis with

frequent refueling. Ethanol fuels should not be stored in tanks for prolonged

periods of time:

Humid Environment (more than 40% ambient humidity): Max 20 days.

Dry environments (less than 40% humidity): Max 30 days.

When using ethanol fuels, inspect all three C172 fuel drains for water and other

contaminants every preflight inspection. Phase separated fuel must be drained

and discarded. Additives marketed to increase octane or extend fuel usable life

are not recommended and are untested. Once phase separation occurs, there is

no method to restore fuel and it must be discarded and fuel system inspected

per ESM.

Octane rating refers to a fuels ability to resist early combustion from heat within

cylinder. The higher the number, the greater the temperature before fuel self-combust.

Octane ratings may be defined differently globally; such as AKI or R+M/2; RON; MON.

For conversion purposes, 87 octane AKI = 87 R+M/2 = 83 RON = 90 MON.



At a minimum, MOGAS gasoline should meet ASTM specification D 4814.

APPROVED FUELS

1. RECOMMENDED FUEL TYPE: 87 octane (AKI number) or higher, non-ethanol, non-

leaded gasoline (often referred to as recreation or REC gas). This octane exceeds all

engine requirements, reduces water absorption rate compared to ethanol fuels, stays

usable over longer storage periods, increases spark plug and oil servicing intervals, and

eliminates lead tailpipe emissions.

2. AUTOMOTIVE GAS (MOGAS): Minimum 87 octane (AKI number) with max of 15%

ethanol (E10) content.

3. AVGAS: 100, 100LL (ASTM D 910 and UK DEF STAN 91-90).

WARNING

NO OTHER FUELS ARE AUTZHORIZED,

and can lead to engine damage and

failure! Diesel or jet fuel will cause

engine damage and failure!

NOTE

85 octane (AKI) MOGAS up to 10% ethanol has been safely tested in operating

environments with OAT temperatures less than 23°C above ISA. Consult ESM for

more info.

- See ESM regarding use of leaded fuels with Oxygen sensors installed.

- Use of ethanol fuels requires additional limitations when stored in aircraft

tanks for longer periods and/or used in humid environments; see ESM for

additional limitations.

- Above fuel types may be mixed without proportional limits.



WEIGHT & BALANCE

The V8 engine weighs more than original engine: Empty operating weight (EOW) will be

greater and CG will be further forward than original C172 EOW center of gravity (CG). Pilot

must reference that normal C172 loading configurations may result in weight & balance

condition to exceed safe limits. Pilot must perform a new weight & balance calculation each

flight.

A new EOW and CG location must be calculated after V8 conversion and noted in all relevant

documentation and placards to avoid earlier EOW from being referenced.

Normal category operations only. Maneuvers requiring utility category are prohibited.

MANUVERING

Aircraft to be operated in normal category only (maneuvering requiring original C172 POH

utility category operations are prohibited). Normal operating envelope is intended for normal

flying maneuvers, non-aerobatic operations. These include flight training maneuvers such as

chandelles, lazy 8’s, and turns in which angle of bank is not more than 60° as per original C172

POH. Spins and whip stalls are prohibited. Maneuvering airspeed (Va) is a function of aircraft

weight and should be calculated for actual weight published in C172 POH.



SECTION 3: EMERGENCY / ABNORMAL PROCEDURES

Most Standard published C172 emergency normal procedures apply with the Corsair engine.

However, differences in the systems may require different procedures from that contained in

this POH supplement. Pilots must be familiar with all procedures included in this POH

supplement. Below are expanded checklist for training purposes. Aircraft laminated checklist

do not include expanded/detailed information in italic font.

EXPANDED CHECKLIST

ENGINE FAILURE

KEY SWITCH ……………… AUX If prop not rotating, key to AUX START

- This selects new ECM, battery, fuel filter, pressure regulator and engine sensors. If prop is rotating,

starter not required. If prop is static, AUX START key position activates starter motor.

- If prop does not turn, turn main battery switch OFF (RIGHT side of master switch), reattempt AUX

START. This isolates possible main battery fault, and only AUX battery power to starter.

- If engine does not start, continue checklist:

FUEL SELECTOR …. BOTH /LEFT/RIGHT select different, fullest tank

-This potentially solves any fuel starvation or vacuum issues in tanks or lines. If engine does not start, continue checklist:

THROTTLE ……. SET APROX 1/2

AUX PUMP SWITCH ………... ON

- This assures aux fuel pump is powered

Check All Circuit Breakers IN

Attempt restart using AUX START to crank motor.

- If prop does not rotate using AUX START key position, or with key in MIAN and pressing START BUTTON, Wind-Milling Prop start is required (BELOW).



LOW FUEL PRESSURE amber FUEL PRES lamp FLASHING

Indicates low fuel pressure switch automatically turned-on AUX fuel pump due to low main pressure. Check battery voltage.

AUX PUMP SWITCH …… ON

FUEL SELECTOR …………. FULLEST TANK, or BOTH

----- If LAMP REMAINS FLASHING -----------------------------

AUX PUMP O/R and MAIN PUMP Circuit Breakers ….. CHECK IN

Monitor Fuel pressure on SED, minimum pressure is 55 psi. If engine surges or fails, select AUX on key switch and attempt restart.

RED BATTERY CHARGE LAMP (illuminated steady) Indicates alternator failure

ALTERNATOR and MAIN BUS CIRCUIT BREAKER …..CHECK

If tripped, do not reset unless needed for safe flight. If alternator power required for safe flight, reduce electrical load, turn BIC to OFF (this isolates AUX system), reset ALT BUS and/or MAIN BUS circuit breaker, monitor amp meter and voltage (normal main system load is 15-20 AMPs, normal charging voltage is 13-15 volts).

If unable to restore alternator power, note time of failure, and reduce electrical loads (turn off unneeded lights, avionics, accessories). Main battery fully charged will supply minimum 45 minutes of flight time under normal conditions but may be less under non-normal fault conditions. Monitor voltage, each ECM system should operate normally above 10.5 volts. Select AUX key position if engine begins to lose power, note time (fully charged AUX battery will supply minimum 30 minutes operations under normal conditions).

RED BATTERY CHARGE LAMP (FLASHING) high or low voltage

Flashing lamp indicates battery voltage outside normal limits (11.7 to 15 volts). Check voltage of both batteries. If either battery above 16.0 volts (over charging), turn off alternator by

pulling ALTERNATOR circuit breaker to off position, and refer to above RED BATTERY CHARGE LAMP (illuminated steady) procedure above.

- Circuit breaker may be temporarily/intermittently reset if needed for safe flight.

If either battery below 11.7 volts: Refer to abnormal procedure RED BATTERY CHARGE LAMP (illuminated steady) procedure.



HIGH ENGINE TEMPERATURES / RED SED ALERT “ENGINE TEMP ABOVE 220F”

If continuous temperature above 220°F, reduce power and/or increase airspeed. Descend at idle or reduced power if further cooling required. Engine temperatures 220F-230F allowed in climb for up to 10 minutes. If temperature does not reduce, land at nearest suitable location and inspect cooling system.

If amber COOL LEVEL lamp is also illuminated, or ENGINE OVERHEAT lamp illuminated, expect a coolant system failure and land at soonest opportunity as overheat condition imminent.

Consider turning engine off in descent (engine may likely be re-started for short periods if needed for safe landing).

LOW OIL PRESSURE

If LOW PRESSURE WARNINING LAMP ILLUMINATED and SED ALERT displaying low pressure

below limits, land at soonest opportunity. If only 1 warning indication annunciated, compare

other engine indications to determine actual pressure condition.

EMERGENCY LANDING

DOORS …………….…UNLATCH – Attempt to slightly open doors before landing to prevent becoming stuck closed SECURE LOSE ITEMS FUEL SELECTOR..…... .. OFF - removes fuel line pressure AUX MASTER .............OFF - removes power from the AUX system SEAT BELTS/HARNESS (ALL)….ON - Tighten all belts and shoulder harness SQUAWK 7700/MAYDAY -------------------------------- BEFORE LANDING -------------------------------------------------------- FLAPS …………..AS REQ’D – lowers speed on landing, decreases landing distance Stay clean @ best glide speed until landing assured Vapch (FLAPS UP) 80 MPH

(FLAPS 30) 70-65 MPH MAIN MASTER …… (after final flaps selected) OFF - this removes all electrical power from the aircraft



SED ALERT alerts are annunciated in yellow or red

Read description of fault, determine if fault will affect safe flight. Consider selecting AUX on key switch if engine is failing to produce sufficient power. It is recommended not to select other REFI system if engine is producing sufficient power. Yellow faults or check engine symbol are normally advisory only and can be cancelled on the SED inflight to avoid distraction (fault remains stored in maintenance page).

RED ALERTS: If engine is running normally, remain in MAIN key position. Otherwise, select key to AUX.

YELLOW ALERTS: are mostly advisory and not affect normal engine operations. Remain in MAIN key position if engine is operating normally. Otherwise, select key to AUX.



SECTION 4: NORMAL PROCEDURES

Expanded Normal Checklist- includes expanded information

CABIN PREFLIGHT CHECK

Rev2 PARKING BRAKE……..…. SET FUEL SELECTOR……….BOTH MAIN MASTER/BIC….. ...ON Check min 12.3V each battery. AUX PUMP SW…… ON/OFF Check amber AUX PUMP lamp illuminates and fuel pump turns on. Min fuel pressure 55 psi

KEY ……….MAIN, AUX, OFF Check fuel pump operation each pos. Pump should run for 4 seconds each position. Fuel pressure should be min 58 psi. Check start button illuminates in main. Remove key when complete.

SED ……………... NO FAULTS RED WARN LAMPS …….. ON AMBER warn lamps out FUEL GAUGES ….……CHECK Quantity and balance If balancing required, select fullest tank and select AUX PUMP switch to ON. Transfer rate approx.. 1 gal/min. FLAPS …………………...DOWN BOTH MASTER SW’s …..OFF GUST LOCK …………REMOVE CIRCUIT BREAKERS………..IN BEACON …………….………..ON

Complete EXTERIOR 172 INSPECTION Complete weight & Balance Info.

ENGINE START PARKING BRAKE……..…. SET BEACON/NAV LIGHTS ….ON SEAT BELTS ………………... ON THROTTLE ………………. IDLE

BOTH MASTER SW’s…….… ON

KEY SWITCH…………… MAIN Wait min 4 seconds for self-test and no faults

START BUTTON……… PUSH Release when engine starts

WARNING LAMPS…… OUT

BAT VOLTS (BOTH) …… >13V

BIC should close w/i 30 sec after start, both BAT’s should indicate >13V and be w/i .3 volts of each other if alternator and BIC functioning normal

AVIONICS………………….. ON

PITOT HEAT* ……..……… ON

FLAPS …………………….…. UP

TRANSPONDER ……..……SET

ATIMETERS …..………….. SET

FUEL BALANCE ………. LEVEL

Balance fuel as needed by selecting tank with greater quantity until w/i 1/4 qty.

Normal transfer rate is approx. .5 gal/min. Selector must be in BOTH for all takeoff and landings.

BEFORE TAKEOFF

PARKING BRAKE ……… SET

FLIGHT CONTROLS…Check

ELEVATOR TRIM……TAKEOFF

THROTTLE……… > 1000 RPM

(if AVGAS in tanks, run-up req’d: 2000 RPM for 10 seconds)

KEY ………… AUX, then MAIN

Engine should transition between systems smoothly. Operate in AUX for min 5 seconds, check no warning lamps, SED faults, and RPM within 300 RPM between systems. Return to key to main, check for normal engine indications

THROTTLE …………..… IDLE

AUX PUMP… TEST, ON, AUTO

Hold switch in TEST position, check for normal engine operations and flashing AUX PUMP lamp; select ON, check AUX PUMP lamp illuminates steady; return switch to AUTO position.

AUX PUMP lamp Extinguishes

If AUTO test fails, AUX PUMP switch must be on for takeoff and landings, and critical phases of flight

WARN LAMPS, SED … CHECK

FLAPS ………………………. SET

FUEL QTY ……………. LEVEL Tanks balanced w/i 1/4 qty.

FUEL SELECTOR…… BOTH

FLT INSTRUMENTS …… SET

CLIMB/CRUISE/DESCENT

WARN LAMPS ………….…OUT

FUEL …….… QTY and LEVEL Level fuel between tanks as needed.

AUX PUMP …………. AS REQ’D If AUTO INOP, ON for critical phases of flight

LAND LIGHT …………….. TAXI Use only TAXI light after climb

FLT INSTRUMENTS …… SET

AFTER LANDING

ELEV TRIM ………….…TAKEOFF

FLAPS ……………….……………UP

TRANSPONDER ….AS REQ’D

AUX PUMP SW* ………..… OFF

LIGHTS/STROBES….………OFF

PITOT HEAT* ………….….…OFF

SHUTDOWN

PARKING BRAKE ……..…… SET

THROTTLE ………………….. IDLE

AVIONICS ……..……………… OFF

KEY …………… ….……………. OFF

BOTH MASTER SW’s……. OFF

LIGHTS, BEACON ..…. OFF

CONTROL LOCK …….…INSTALL

CHOCKS ………………... IN

PARKING BRAKE ……. RELEASE

LOGBOOK …………..COMPLETE

Minimum takeoff power is 2,900 RPM, normal max power is 3000-3100 RPM on takeoff. Climb power can

optionally be reduced to 2,800 RPM to reduce fuel flow at a safe altitude, but climb performance is reduced.



VISOR CHECKLIST

If AUX PUMP AUTO feature INOP: turn AUX

pump on manually to ON position during all

critical phases of flight (takeoff, landing, below

minimum safe altutudes).

EXTERIOR PREFLIGHT INSPECTION (Use standard C172 procedures, plus these additional

items)

- Oil Level- dip stick level in hatched marks.

- Air Intakes- clear, radiator surface clean and undamaged, seals secured

ENGINE START PARKING BRAKE ……..…. SET

BEACON, NAV LIGHTS … ON

SEAT BELTS ………………… ON

THROTTLE ………………… IDLE

BOTH MASTER SW’s ….. ON

KEY SWITCH……….…… MAIN

START BUTTON…….…. PUSH

WARNING LAMPS……... OUT

BAT VOLTS (BOTH).….. >13V

AVIONICS…….………. ON/SET

PITOT HEAT* ……..……… ON

FLAPS …….……. SET, UP/ OFF

BEFORE TAKEOFF PARKING BRAKE …………. SET

FLIGHT CONTROLS …. Check

ELEVATOR TRIM……TAKEOFF

THROTTLE….…… > 1000 RPM

KEY……..…… AUX, then MAIN

THROTTLE ….……………… IDLE

AUX PUMP ...TEST,ON, AUTO

WARN LAMPS, SED…. CHECK

FLAPS ………………………….. SET

FUEL SELECTOR …….…. BOTH

FLIGHT INSTRs……...…….. SET

CLIMB/CRUISE/DESCENT WARN LAMPS …...OUT FUEL ……….………. QTY, LEVEL AUX PUMP …..….. AS REQ’D LAND LIGHT ..……. TAXI FLT INSTRs .…..…… SET

AFTER LANDING

ELEV TRIM ………… TAKEOFF

FLAPS ……….……….… UP/OFF

TRANSPONDER …. AS REQ’D

AUX PUMP SW* …..... AUTO

LAND LIGHT/STROBES ..OFF

PITOT HEAT* ………….…. OFF

SHUT DOWN

BRAKE ………….… SET

THROTTLE…………IDLE

AVIONICS ….……. OFF

KEY ……….……….. OFF

BOTH MASTR SW’s ..OFF

LIGHTS/BEACON...OFF

CONTROL LOCK…….IN

CHOCKS ……………….IN

BRAKE …..….. RELEASE

LOGBOOK ENTRY

TAKEOFF

AUX PUMP- ----ON* STROBES …..….. ON TRANSPOND …. ALT LAND LIGHT ..… ON *IF REQ’D

AFTER TAKEOFF

FLAPS ------ UP / OFF AUX PUMP- ---- OFF* ENGINE ----- CHECK

BEFORE LANDING

GAS ----------- BOTH AUX PUMP------ ON* LAND LIGHT ---- ON SEAT BELTS ----- ON



SECTION 5: PERFORMANCE

The Corsair conversion has been demonstrated to meet or exceed all performance data

included in original C172 owner’s manual/POH: use original C172 data when calculating

takeoff, climb and landing performance. Cruise performance settings are different than

original C172 data. Use the following cruise power settings for reference:

CRUISE PERFORMANCE 2,550 Lb

To use cruise performance chart, determine your pressure altitude (PA) and compare actual outside air temperature (OAT) to standard temperature indicated for your PA. Interpolate between listed altitudes, fuel flow as needed.

EXAMPLE Your planned is PA 5,000 ft, OAT 15°C, engine power 2,800 RPM

Standard temp at 5,000 ft is 5°C. Because OAT is 10°C warmer than standard, subtract 5% from interpolated fuel flow of 7.1 GPH: 6.8 GPH

Interpolated TAS is 107 kts

This performance data is based on 220 HP de-rated Alpha

1 engine with stock PD-1 prop. For planning purposes

only, check actual airspeed and fuel flow with actual

values.

ADD 10% to FF every 20°C below standard temperature. SUB 10% to FF every 20°C above standard temperature.

PRES ALT STD °C/°F

RPM KTS TAS

FF (GPH)

2000

11°C/52°F

3200 3000 2800 2600 2400

129 121 110 97 90

11.5 9.1 7.6 6.5 5.7

4000

7°C/45°F

3200 3000 2800 2600 2400

128 119 108 95 88

11.2 8.8 7.3 6.3 5.5

6000

3°C/38°F

3200 3000 2800 2600 2400

127 117 106 94 86

10.7 8.4 6.9 5.9 5.1

8000

1°C/30°F

3200 3000 2800 2600

127 115 105 97

9.6 7.8 6.7 5.6

10,000-5°C/23°F

3200 3000 2800 2600

126 115 104 96

9.1 7.4 6.3 5.4

12,000-9°C/16°F

3200 3000 2800 2600

127 116 106 98

8.3 7.1 6.1 4.8



INCREASED AIRCRAFT WEIGHT DATA

For C172 models that increase max weight per Corsair kit (IW1), original POH may not

include performance data, V-speeds or CG data for higher weight. Below data is calculated

at a GW of 2,550 Lbs applicable to all C172 models.

Takeoff Normal Climb Out .............................................................. 75-85 KIAS

Short Field Takeoff, Flaps 10°, Speed at 50 Feet... 57 KIAS (until all obstacles are

cleared)

Best Rate of Climb (Vy) .................................... 73 KIAS

Best Angle of Climb (Vx), Sea Level ............................................... 62 KIAS

Best Angle of Climb (Vx), 10,000 Feet ............................................ 67 KIAS

Enroute Climb, Flaps Up: Sea Level .......................... 75-85 KIAS

Enroute Climb, Flaps Up: 10,000 Feet ..................... 70-80 KIAS

Landing Approach: Normal Approach, Flaps Up ............ 65-75 KIAS

Normal Approach, Flaps 30° .......................................... 60-70 KIAS

Short Field Approach, Flaps 30° ..................................... 62 KIAS

Balked Landing: Maximum Power, Flaps 20°.................. 60 KIAS

Maximum Recommended Turbulent Air Penetration and maneuvering Speed (Vb and Va):

2550 Lbs ................................................................... 105 KIAS

2150 Lbs .................................................................... 95 KAIS

1750 ........................................................................... 85 KIAS

ENROUTE CLIMB Airspeed ......................................... 75-85 KIAS



EXAMPLE: Calculated aircraft gross weight (GW) and center of gravity (CG) location using original C172

POH published procedures of 2,000 lbs, and CG of 40.5” is referenced by blue dashed line.

WARNING

The Corsair V8 conversion increases the normal/original C172 empty operating

weight and causes the center of gravity (CG) to move forward. This may place the

aircraft outside the original weight and/or CG safe operating envelope under normal

original C172 loading conditions, and/or may require aft ballast be added. Aircraft

owner and/or operator must ensure that a new empty operating weight (EOW) and

CG be calculated and ensure this updated EOW and CG be used in calculating actual

aircraft loading before each flight. PIC is responsible for ensuring aircraft remains

within weight & balance limitations throughout each flight.



SECTION 6: WEIGHT & BALANCE

Use weight & balance procedures published in the aircraft’s original POH, using

latest/accurate empty operating weight and center of gravity location calculated after V8

engine conversion. Common loading of passengers and baggage for original C172 engine

that allowed aircraft to normally remain in operating envelope may NOT result in a safe

operating envelope with the V8 engine installed.

Pilot must assure aircraft loading is within original CG envelope throughout operations

(from takeoff weight to zero fuel weight) per original C172 POH weight & balance

procedures. Ballast in rear of aircraft may be required depending on front seat weight:

PREFORM A NEW W&B CALCULATION EACH FLIGHT.

Normal category operations only. Maneuverers requiring utility category operations are

prohibited. Utility category is eliminated due to batteries being re-located in aft baggage

compartment per original C172 POH limitation.

MAX gross weight (MGW) is same as original C172 model limitations published in aircraft’s

original POH unless increased by addition of tail stringers reinforcement kit (if not

originally installed), 6 ply tires, and placard limiting max flaps to 30° above the original

aircraft MGW limitation.

WARNING Only normal flight envelope has been flight tested with this engine conversion.

Flight maneuvers outside the normal C172 category, including those

maneuvers listed in original C172 POH allowed in the utility category, are

untested and may cause an uncontrollable/unrecoverable condition or exceed

airframe structural limitations. Aircraft is restricted to normal category

operations per original C172 POH.



SECTION 7: AIRCRAFT/ENGINE & SYSTEM DESCRIPTIONS

ENGINE

The Corsair ALPHA is a normally aspirated V8 configured engine with a 376 cubic inch

displacement rated up to 525 HP rating in marine applications. However, the C172 ALPHA

is flat rated (engine power is limited to max power by REFI system) to a max BHP of 180-

220HP depending on model. The engine will maintain its max rated power up to

approximately 6,000 ft altitude. The engine is liquid cooled from 2 radiators mounted each

side of engine.

Each cylinder has its own spark plug, ignition coil and fuel injector, which can be controlled

and powered from either of the two REFI engine control modules. The engine has been

demonstrated to produce a minimum of 150 HP with 4 cylinders failed which is sufficient

to support most normal flight conditions.

The engine drives the prop gear drive (PGD) unit containing reduction gears that decreases

prop speed for more efficient and quieter operation. The PGD requires little maintenance

other than routine oil changes and visual inspections.

Engine indications are displayed on the digital smart engine display (SED). The SED also

monitors over 100 engine parameters and will display a yellow or red colored alert with

description of fault, along with auditable tone, should a fault be detected or engine

parameter approaches limits.

Because the prop rotates opposite direction of original C172 engine, aircraft will have a

RIGHT turning tendency at slower airspeeds at higher power settings, pilot will need to

compensate with left rudder. This is opposite of original engine.

REDUNDANT ELECTRONIC FUEL INJECTION (REFI) SYSTEM

Engine ignition and fuel delivery is controlled by the redundant electronic fuel injection (REFI) system. The REFI incorporates two independent engine control systems, the main and auxiliary (AUX), each with own engine control module (ECM), battery, electric fuel pump, fuel filter/pressure regulator (FFR), and critical engine sensors (non-critical sensors are shared between both ECMs). Each ECM uses ambient sensors and engine sensor inputs



to efficiently command the eight electronic fuel injectors (mixture), and the eight spark ignition coils, for optimum performance. The key switch selects which system, main or AUX, is powered and controlling the engine.

Each ECM system has its own battery, but either system can also be powered by the alternator should either or both batteries fail. Conversely, should the alternator fail and battery charging stop, the main battery will power the main system for a minimum of 45 minutes from a fully charged condition (longer if electrical loads are reduced); the AUX battery will power the AUX system for a minimum of 30 minutes from a fully charged condition (the system will not automatically transfer to AUX if the main battery becomes depleted and unable to power the engine; AUX must be selected manually by pilot). Either system has been demonstrated to provide normal engine operations to 10.5 volts on its respective battery.

The AUX ECM is designed as a back-up should the main ECM or respective system component fail. Should the main ECM system experience most types of failure, the AUX system is capable of returning the engine to normal operating condition within 1 second with a wind-milling prop in flight by switching key position to AUX. The AUX system is also capable of powering the starter motor with its own battery in flight with a static prop, by selecting the AUX START key position (which activates the starter motor). AUX system should be used on a limited basis of checklist functional checks, maintenance and training, to assure its fuel filter remains clear.

Each ECM system has several internal layers of redundancies to continue normal engine operations even with several internal system malfunctions in a single system. Each ECM has own critical engine sensors (those required for basic engine operation). Non-critical engine sensors (those required for normal efficient engine operations) are shared by both ECM’s. Critical sensor faults are annunciated on the SED in red, non-critical faults in yellow. Should a red fault be annunciated, switching key to the AUX position may correct the fault as the AUX system uses different critical sensors. Because both ECMs share non-critical sensors, switching to AUX will not likely resolve non-critical faults (loss of any or all non-critical sensors have little noticeable difference in engine operation).



Each ECM runs a start-up check of its systems when initially powered on from the key switch. This check requires approximately 2-4 seconds, and powers respective fuel pump which may be heard operating from the cabin. The SED will display dashes for engine data until this check is complete. This check is considered passed if no SED alerts are displayed and engine data displays as normal. Pilots must wait until this check is complete before normally starting engine on ground (engine can be started immediately in flight). Before takeoff checklist includes switching key between main and AUX positions to assure engine smoothly transfers between both systems without faults. If engine fails, does not immediately return to normal operation, or SED displays a fault, the AUX system has failed the check and must be corrected prior to normal flight operations.

Each ECM constantly monitors dozens of engine parameters and displays engine indications on the smart engine display (SED). The SED can be selected by the pilot to display different indications on 4 customizable screens, or a single indication. Regardless of what view is being displayed, the SED will annunciate any fault in the system with a descriptive flashing red or yellow indication (indicating description of fault, specific fault code number, and time stamp), accompanied by an audio beep, until pressing any of the 5 SED buttons and the bell icon. Cancelling the alert stores the fault information in the maintenance page, but some lower level alerts may auto delete if the fault condition is corrected to avoid nuisance alerts. Each fault code is listed in the ESM with specific troubleshooting and corrective instructions.

WARNING THE CORSAIR ENGINE REQUIRES ELECTRICAL POWER TO OPERATE, UNLIKE THE STOCK

C172 ENGINE.

SHOULD THE ALTERNATOR FAIL, AND BOTH THE MAIN AND AUX BATTERIES BECOME

DEPLETED, THE ENGINE WILL STOP RUNNING. PILOT MUST UNDERSTAND FLIGHT TIME

LIMITS ON BATTERY ONLY POWER, WHEN TO SWITCH TO THE AUX SYSTEM, AND

METHODS OF REDUCING ELECTRICAL LOADS.

NOTE

Abnormal procedures advise leaving the key in MAIN position

if engine is producing normal power regardless of fault

indicted, as each system has several layers of redundancy.



PROP GEAR DRIVE (PGD)

The PGD contains 2 gears that reduces engine RPM to the prop for better efficiency. The

PGD gear lube is air cooled from air circulating over the case and requires no maintenance

other than routine oil changes. A magnetic drain plug is checked for metallic

contamination during servicing. Some PGD’s may have an electronic chip detector

monitored by the RFFI and will annunciate a fault on the SED should metallic chips be

detected. Preflight inspection includes visual inspection for leaks, cracks, damage.



PROP

The PGD drives the fixed pitch prop. The prop can be either wood or composite depending

on model. Normal prop inspection procedures in C172 POH should be used during

inspections. Wood core prop should be stored with blades horizontal.

ELECTRICAL SYSTEM

The electrical system consists of two independent systems, the main system and the AUX system. Each system includes respective battery, wiring and respective electronic fuel injection (EFI) system. The main electrical system also powers the normal C172 systems (main bus, starter). The AUX battery system only powers the AUX EFI system (AUX ECM, AUX fuel pump, AUX starter motor circuit) for back-up engine operation should the main system fail, no other components are powered by the AUX system in normal operation.

The alternator directly charges the main battery and is the normal power source for all main electrical loads after engine start. Either battery system can be fully powered by the alternator under all normal loads with either or both batteries failed. The alternator can be turned on or off by ALT ON/OFF circuit breaker (used for maintenance and abnormal operations only). The AUX battery is charged through the battery isolator controller (BIC).

The BIC automatically connects the AUX battery with the main system for charging when both systems indicate normal voltage. Conversely, should the BIC detect a fault in either system, or the BIC switch (left side of MAIN BAT MASTER switch) is in OFF position, the BIC disconnects/isolates both systems and the AUX battery will not charge (there is minimal draw on the AUX battery unless the AUX system is selected on at the key switch). Normal charging voltage is 13.0V-14.9 Volts, with both batteries indicating within .3 volts of each. A voltage difference between batteries more than .3V indicates the BIC is open, systems are isolated, and AUX battery is not being charged.

The red charging warning lamp illuminates if voltage is below charging value (13.0 volts), and must extinguish after engine start. If lamp remains illuminated, and/or battery voltage indicates below 13.0V, the fault must be corrected before flight. The lamp will flash if battery voltage outside normal range (11.7-14.9 volts).

The BIC can be manually closed by the battery connector (BAT CON) circuit breaker with the BIC switch in ON position. This manually connects both batteries for engine starting should the main battery be diminished.



The Auto Transfer Bus (ATB) automatically transfers low voltage essential components (SED, warning lamps, fuel gages) to AUX power if the main battery system voltage drops below minimum voltage. No pilot action is required.

Both the battery contactor and BIC relays produce a ‘clicking’ sound when normally operating which may be heard in the cabin.

Main Battery Master Switch (Split Switch)

BATTERY ISOLATOR SWITCH (left side)

ON (AUTO MODE): BIC automatically connects both batteries under normal loads to charge the AUX battery. BIC isolates systems if a fault is detected in either system.

If the BAT CON circuit breaker is pushed in, the BIC manually connects both batteries.

OFF: BIC manually isolates both systems, AUX battery is not charged.

The Main Battery master switch is divided into two switches: left side is the BIC on/off, right side the main battery on/off. Normally, both switches are operated together. However, under some conditions, the switches may be operated independently.

MAIN BATTERY MASTER

ON: closes the main battery contactor to power main electrical system. Main battery is charged.

OFF: opens main battery contactor. Main system remains powered if alternator is operating but main battery is not charged.

In normal operations, the master switch (both sides) is operated as a single switch.

The AUX master switch is also a 40-amp circuit breaker toggle switch that only connects

aux battery power to the aux ECM and aux fuel pump. If the AUX master/circuit breaker is

tripped, the aux master can be reset by cycling switch to OFF then back to ON position.



OFF- Isolates AUX battery from all loads. Depowers AUX ECM system.

Cycling OFF/ON resets 40-amp circuit breaker if tripped.

ON- Powers the AUX ECM, AUX fuel pump, and AUX pump override circuit

AUX PUMP toggle switch and fuel low pressure switch.

Each Corsair Engine circuit is protected by fuse and/or circuit breaker mounted on

instrument panel. In addition to the AUX system circuit protection listed below, the AUX

BAT MASTER switch is also a resettable 40 AMP circuit breaker. These circuits are in

addition to standard C172 circuit breakers and fuses. The following circuit breakers are

added to the instrument panel.

CIRCUIT BREAKERS ADDED for engine conversion

ALT ON/OFF- turns alternator OFF if

pulled.

Used for maintenance functions and

electrical fault protection.

Engine Fuse Box- a small fuse box in

the engine compartment contains

fuses and relays for the REFI systems.

These cannot be accessed from the

cabin and intended for use by

maintenance personnel.

MAIN IGN- Powers the main ECM

system, main fuel pump.

MAIN XFR - Powers main battery

system power to transfer relay.

AUX IGN- Powers the AUX ECM system

AUX ECM, AUX fuel pump

AUX XFR- Powers AUX battery system

power to transfer relay.

MAIN PUMP- Powers main fuel pump

from main ECM system.

AUX PUMP O/R- AUX pump override

Powers the AUX PUMP toggle switch

and the low fuel pressure switch (LPFS)

with AUX battery master switch in ON

position

POST COOL- post shutdown cooling

circuit. (fuel pumps and radiator fan

after engine shut down).

BAT CON- battery connect

Normally in out/off position and

collard.



IGNITION KEY SWITCH

The key switch selects which ECM system is controlling the engine. Only one system is fully

powered at a time, the non-selected system remains isolated in a standby mode for quick

activation.

The four position key switch controls which ECM is powering the engine.

OFF- Depowers both ECM systems.

MAIN- Powers the main ECM systems, powers START button. The AUX ECM is partially powered in a standby mode.

AUX- Powers only the AUX ECM system. The main ECM is partially powered in a standby mode. With a windmilling prop, there is no need to engage starter.

AUX START- Powers AUX ECM system and manually engages starter motor. This position is

spring loaded to return the key to the AUX position when released.

When the key is switched between MAIN and AUX position, the engine is immediately

switched to a different ECM, battery, critical sensors, fuel pump, and fuel filter/pressure

regulator (FFR). Because both systems are isolated, there is a brief period the engine is

unpowered while switching, causing the engine to lose power for about .5 seconds.

START

MAIN START BUTTON Illuminates with key in MAIN position.

Usable on ground, or for inflight starts if prop is static.

If pressed, starter motor is engaged and powered by the main battery. Starter remains engaged until button is released. Do not engage starter more than 3 consecutive seconds, or press button after engine is started.



ELECTRICAL SYSTEM DIAGRAM



COOLING SYSTEM

The engine is cooled by a liquid cooling system similar to automotive systems. As the engine warms, a thermostat valve opens to circulate fluid through both radiators. The thermostat regulates flow to maintain normal engine operating temperature of 180°F-220°F. As coolant fluid warms and system pressure increases, a small volume of fluid passes to the unpressurized expansion tank to regulate normal system pressure. This quantity of fluid is sucked back in to the pressurized system as engine temperature cools and pressure decreases.

The expansion tank is marked with minimum and maximum fluid quantity markings. Additionally, the tank is equipped with a float switch that will illuminate the COOL LEVEL amber warning lamp and activate a SED fault indication. Preflight inspection requires tank fluid level be checked prior to each flight, along with inspecting for leaks. Coolant level should not decrease. If fluid must be added to reach minimum level, there may be a problem and must be further inspected per ESM.

One or both radiators may be equipped with electric fans that are automatically activated by the main ECM when engine temperatures exceed normal. Additionally, the SED will annunciate a red alert when engine temperatures exceed normal (220°F). Temperature up to 230°F for 10 minutes are allowed during prolonged climbs. A red engine temperature warning lamp illuminates when engine temperature exceeds 245°F, indicating a likely failure of the cooling system.

If the COOL LEVEL warning lamp illuminates in flight, expect a breech in the system, loss of coolant fluid and pending over heat condition.

After Engine Shut-Down Cooling Circuit

In hot environments, the radiator fan and fuel pumps may continue to cycle on and off, up to 15 minutes after engine shut down if engine compartment temperatures exceed normal. This reduces engine stress for quick-turn subsequent starts. This cool-down circuit functions automatically, regardless if either main battery switch is on. If additional post shut-down cooling is required, opening cowling inspection door(s) is recommended to increase heat dissipation.

WARNING DO NOT REMOVE PRESSURE CAP OR SERVICE ENGINE WHEN ENGINE IS HOT.



CORSAIR COOLING SYSTEM DIAGRAM



FUEL SYSTEM

The system uses the original C172 fuel tanks, plumbing, selector valve and gascolator (fuel strainer/filter) to supply fuel to the redundant electronic fuel injector (REFI) system’s two electronic fuel pumps (main pump and AUX pump) and two fuel filter regulators (FFR) to the eight fuel injectors. Each ECM turns on its respective fuel pump for pre-start priming and during engine operation. Each FFR includes a spring-loaded valve that regulates fuel pressure to the engine by directing some fuel back to the fuel tanks.

Besides the AUX ECM powering the AUX pump, the AUX pump is automatically turned on by the low-pressure fuel switch (LPFS) if the main pump pressure decreases below minimum pressure, or manually by the AUX PUMP toggle switch on the pilot’s panel. When the AUX pump is powered on, the amber AUX PUMP warning lamp illuminates.

The LPFS is operationally tested before each takeoff by selecting “TEST” position on the AUX PUMP toggle switch for a minimum of 3 seconds. The TEST position depowers the main fuel pump, causing fuel pressure to decrease and the AUX pump to turn on automatically. A successful test results with engine continuing to run normally with the AUX PUMP amber lamp flashing. If the test fails, the engine will shut down. If the AUTO feature fails this test, the AUX pump must be manually selected ON during critical phases of flights (takeoff, approach, landings, and low altitude operations).

ILLUMINATED- indicates that the AUX PUMP is being

electrically powered by the AUX system with key in ‘AUX’

position, or by the AUX pump toggle switch in ON position.

FLASHING- Indicates fuel pressure below minimum, and

automatic powering of the AUX pump by the LPFS.

AUX PUMP

ON: AUX fuel pump is manually turned on.

AUTO: AUX pump set to automatically turn on if fuel pressure

drops below minimum operating pressure.

TEST: (spring loaded to return to center) depowers the main

fuel pump to test automatic activation of the low-pressure fuel



The return system is designed for fuel to flow evenly back to each tank. However, should fuel levels become unbalanced between tanks, selecting the higher quantity tank on the fuel selector will result in a transfer rate of about .5 GAL/minute to the lower quantity/non-selected tank (reselect BOTH when tanks are even). There is no limitation of fuel imbalance. However, Corsair recommends tanks be within 1/8 quantity for takeoff and landing, and within 1/4 quantity during flight.

Fuel selector must be selected to BOTH for takeoff and landing. See limitations section for specific fuel system limitations.

Using fuel containing ethanol requires the airframe fuel system seals be replaced with

ethanol rated seals, and a thorough cleaning process be performed; consult the ESM for

procedure. See fuel requirements in limitations section of this manual.

If using ethanol gasoline with possible long-term storage in aircraft tanks between flights, a

written dated record should be kept to include gallons added to compare to limitations

section requirements. Increase fuel sampling from airframe drain ports should be routinely

performed to assure fuel remains water and contaminate free.

FUEL SELECTOR PLACARD

Fuel selector functions as original C172. The replacement

placard indicates adjusted usable fuel quantity (1 gal less

per tank). Left (L) and Right (R) positions are indicated in

amber band indicating they are not a normal flight

position, and should only be used in unbalanced fuel

condition. Fuel should deplete evenly in the BOTH

position in all flight conditions. Selector must be in

BOTH/GREEN for all takeoffs and landings, as well as

other critical phases of flight. Pilot should feel for valve

detent in each selector position.



CAUTION

With some diesel engine conversions on the market, it is imperative that pilots

confirm that this aircraft is only fueled with approved gasoline types to avoid

potential fueling with diesel or JET fuels by error. Diesel, JET, and automobile

gasoline may be similar in color and difficult to identify by color sampling once

loaded into fuel tanks. Correct fuel loading must be confirmed at/before time

of fueling.

NOTE

Mixtures of different approved fuel types are allowed in

any proportion.

Fuel should be obtained from a reliable and fresh source.



SMART ENGINE DISPLAY (SED) and FAULT MONITORING

The SED displays multiple engine indications, alerts pilot when critical engine indications

approach or exceed limitations, store specific troubleshooting codes and notify when

scheduled maintenance is required. The SED displays faults as either a red or yellow

colored alert, depending on severity of fault, description of fault, and specific trouble code

that is listed in the engine service manual (ESM).

The SED is electrically powered by the transfer bus and activated when key is in main or

AUX position. Four buttons, numbered 1-5 counting from left, selects which mode is

selected.

.

ANALOG FORMAT DIGITAL FORMAT

The SED can be set by pilot to display engine data in analog or digital formats by pressing

button 1 for analog view, or button 2 for digital format.

There are 4 customizable screens containing different engine indications. The white

number in the middle indicates this display is set to gauge set #4. Pressing button 1 (for

analog) or 2 (for digital) changes the display between engine data screens. There are

approximately 25 different engine parameters that can be selected for display by the pilot

from the data base viewer (db viewer) screen, on to any of the 4 screens.

The data displayed is from the ECM, main or AUX, selected on the key switch.



The SED can display a single engine indication, or 4 (quad view)

at a time. A total of 4 screens in each view mode can be

selected by pressing button 1 (for quad view analog display),

button 2 (quad view of digital format) or button 3 (single

indication). The 4 screens within each format (each containing

different engine indications) are selected by continuing to press

the same format button.

For example, this screen displays a single view of the RPM

indication. Pressing any button brings up button icon above

each button on lower screen (as seen on this single RPM

screen). If button 3 is pressed, the display will change to a

different single engine indication. Pressing button 1 will display

an analog quad view, button 2 displays digital quad view.

The bell icon over button 3 cancels the audio alert and stores

each fault on the maintenance page, including specific fault

code, description and time stamp. The faults will remain stored on the maintenance page

and available after landing. The door icon over button 5 returns screen to prior screen.

The SED monitors dozens of parameters while either

engine ignition (main or aux) is powered. If a critical

engine parameter exceeds limits, a red ‘ACTIVE

FAULT’ will be displayed regardless of what the SED

is displaying at the time of fault. This allows pilot to

view single display modes, such as RPM, and not

having to actively monitor other parameters. In this

case, a low oil level alert is displayed. The audio

warning is cancelled by pressing any button.



When a fault is initially alerted on the SED, the yellow or red alert info will flashing, and

audio alert will continue until fault is acknowledged by pressing any button, and canceled

by pressing button under bell symbol. If the bell icon is not pressed, the alert will return.

The fault code will remain within memory for later servicing, or until the issue is repaired

and/or code is erased. A check engine icon will appear if the SED detects low priority

fault(s), and can only be erased after item is repaired and fault code is erased by service

tool.

When no button icons are displayed, pressing button 5

opens the brightness and contrast controls.

Pressing button 5 again (DOOR ICON) returns screen to

last selected display mode.



The data base viewer (db viewer) displays dozens of

engine system data parameters in real time. Data

can be selected to display data in metric or standard

formats, as well as options to enter alert settings.

Although dozens of parameters are listed, not all

will be active. This page is mostly used on the

ground by service personnel. For example, fuel

quantity on this display indicates 25% of total fuel

remains in fuel tanks. Entering the settings for fuel

level will allow entering a level causing the SED to

annunciate a warning for low fuel level.

The SED and engine warning lamps are powered by the transfer bus and should be operable

with failure of the main electrical system. If the SED is not receiving a valid signal from the

selected ECM, only dashes will appear for indications. If the SED fails in flight, the redundant

warning lamps can be referenced for basic indications.



ENGINE WARNING LAMPS

The engine warning lamp panel indicates faults in engine critical systems. The panel is powered

by the XFR bus. Each indication uses sensors independent of the SED system for reliable

redundancy.

OIL LOW PRESSURE- illuminates with pressure below limits.

ALTERNATOR – Illuminates when either battery not charging or below 13

volts. Lamp should extinguish after engine start indicating normal charging

(13-15V). If flashing, either battery is above or below voltage limits.

ENGINE HIGH TEMPERATURE- Engine coolant temperature at critical high

temperature and failure in system.

COOLANT LEVEL LOW- level in the expansion tank below ‘COOL’ minimum

level. If illuminated in flight, indicates possible failure of the coolant system to

maintain pressure and coolant fluid. If lamp inoperative during preflight, level

must be checked visually on expansion tank. Lamp may briefly illuminate in

turbulence, especially in steep climbs; this is normal.

AUX FUEL PUMP POWERED ON (steady)- indicates that the AUX PUMP is

being electrically powered. The pump is normally powered on by the AUX

system with key in ‘AUX’ position, or by the AUX pump toggle switch in ON

position. FLASHING- Indicates fuel pressure below minimum, and automatic powering

of the AUX pump by the LPFS.



INFLIGHT DIANOSTIC TROUBLE CODES (DTC)

DTC’s are annunciated on the smart engine display (SED). Faults are displayed as shown in ‘Annunciated Fault’ Colum, with the respective DTC. Additionally, an FMI or SPN number may also be displayed which only pertains to maintenance service. Reference this guide to understand the fault and recommended corrective action. Annunciated codes not listed below will not normally affect flight.

CrankSensor 636 Sensor fault, no action required.

DtcLamp 1-3 66006,66008-09

DTC warning lamp INOP, no action required.

FuelPresSensor FuelPresError

94 Sensor fault, monitor pressure, select AUX PUMP switch ON if below 55 PSI

FuelPumpRelay 66017, 66025 Check fuel pres. Use AUX PUMP if pres below 55 psi

GenWarn1 65701 Coolant level low. Monitor engine temp for possible overheat

GenWarn2 65702 PGD chip detector activated. Land nearest suitable airport.

Inj1-8 651-658 Fault detected in specified fuel injector. If more than 1 injector effected, land at nearest suitable airport.

ANNOUNCIATED FAULT

DTC CAUSE ACTION

BaroSensor 108 Altitude Sensor fault, no action required.

BuzzDriver 66007 Alarm buzzer INOP. Monitor SED and Warn lights.

CalMemory 630 ECM program error; select other ECM

CamPhaser W,X,Y,Z 66570 - 66573

Check for normal engine operation and oil pressure. If either is below norm, land nearest suitable airport.

CamSensor 65723-65726

Sensor fault, no action required.

CoolantTempSensor 110 Sensor fault, or temp above 220°F.

CoolantTempWarn 110 Sensor fault, or temp above 220°F.

Cpu 65580 ECM fault. Select other ECM.



KnockCircuit 6550 Sensor circuit fault, no action required. Retard throttle if engine running rough if able, and land nearest suitable airport.

KnockSensor1,2 65551, 65552

Sensor fault, no action required. Retard throttle if engine running rough if able, and land nearest suitable airport.

MapSensor 106 Sensor fault. If engine running rough, select AUX

MisFire, MisfireCyl1-8

65590-6599

Cylinder misfire detected. Check RPM and fuel pres. If not steady, select AUX ECM. Land at nearest suitable airport if req’d

NonEtcTps 51 Throttle position sensor fault. Select AUX ECM. If fault remains, move throttle slowly, engine may run rough when throttle initially is moved

OilLevelWarn 98 Engine Oil Level below limit. Check/monitor pressure and RED OIL PRES warning lamp. Land as soon as practical to check level using dip stick.

OilPresSensor 100 Pressure is above or below limits. Check/monitor pressure and RED OIL PRES warning lamp. Land as soon as practical if oil pressure drops.

OilTempWarn 175 Oil Temperature high. Monitor engine coolant temperature

With any DTC, If the engine is operating normally, it is recommended to remain on the main

ignition system as most faults are self-correcting. Switching to AUX ignition system is

recommended when the engine is unable to produce sufficient power/RPM or engine has

failed.

Because both ECM’s share non-critical sensors and components, switching to AUX ignition

system will likely re-experience same fault. Failures of non-critical components will be

displayed in yellow and normally require no further action if engine operates normally.

As with any fuel system related fault, initially check voltage, fuel quantity, fuel selector

position, and fuel pressure on SED (minimum pressure is 55 psi). If fuel pressure is below

normal, turn AUX PUMP switch to ON position to increase pressure.



SECTION 8: PLACARDS

These placards are required to be installed during Corsair engine installation.

Located on Fuel selector, at each tank position

Located at each fuel tank fill cap.

If REFI system includes sensor for ethanol levels above 15%, this

placard will indicate max ethanol content.

Adjacent to flap selector.

Inside cargo door.

End of Manual

18 GAL USABLE FUEL

APPROVED FUELS- ONLY

- GASOLINE, MIN 87

OCTANE UP TO 15%

ETHNAOL

-AVGAS

NO OTHER FUEL TYPES

APPROVED

MAX 30° LANDING FLAP ABOVE 2300 Lb GW

MAX FORWARD BAGGAGE

COMPARTMENT WEIGHT 50 Lb

CORSAIR ALPHA 1 ENGINE

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Transcript of CORSAIR ALPHA 1 ENGINE