User Manual

GS R/C

DLA ENGINE OPERATING-INSTRUCTION

MANUAL

08/20/2014 Copyrighted Material

Page - 19 DLA 32, 58, 64, 116, 116-I2 & 128cc Rev. A.05.01

a. The cut “squared-off” end of the DLA stand-off attaches to the engine.

b. If additional stand-off length is needed, extra spacers should be placed between the

firewall and the DLA-Stand-off. Extra spacer length such not exceed 10% of the

standoff length. The opposite ends of any spacer must be perfectly parallel, flat and

the diameter should not be less than the DLA Stand-off, flared base.

c. Mount the stand-offs to the firewall and leave the bolts slightly loose for the

moment. Use washers between the bolt-head or nuts and the firewall backside, the

larger in diameter the better…..within reason.

d. Mount the engine to stand-offs using the 4 ea bolts:

i. 5.0 mm x 0.8 mm – 2o mm (DLA 32, 58, 64cc)

ii. 5.0 mm x 0.8 mm – 50mm (DLA 116, 128cc)

7. Check the alignment of the engine, with the cowl mounted, to determine that the

crankshaft is exiting the cowl properly. (See Model Aircraft Assembly Manual for

Details.)

8. Adjust as necessary and secure all bolts.

a. Use lock washers and thread locking compound on all threads.

9. The supplied stand-offs set the minimum distance between engine’s carburetor and the

firewall. If you use non-DLA Stand-offs, do not decrease this distance. If you cannot

maintain this minimum distance, you may want to consider cutting a hole in the

firewall, directly in line with the carburetor with a diameter approximately equal the

diameter of the carburetor’s intake. DO NOT COMPROMISE THE INTEGRITY OR

STRENGTH OF THE FIREWALL. If you have questions about altering the

firewall, check with the model aircraft’s manufacturer or distributor.

10. For the DLA 116cc, where the carburetor generally points downward, there should be

at least 1 to 1-1/2” (~38 mm) between the bottom of the carburetor and the cowl.

11. GENERALLY, THE CARBURETOR INTAKE SHOULD BE SITUATED IN “STILL

AIR”. Swirling or turbulent air in or around the carburetor intake can significantly

disrupt the carburetor operation and the cause poor and/or erratic engine

performance. How the air behaves on the ground and in flight is always different and

you may need to control the airflow in and around the carburetor intake.

12. Take note of the carburetor’s High and Low needle valve locations. To avoid having to

remove the cowl for adjustments, you may want to consider making a hole(s) in the

cowl to access these mixture adjustments. With the cowl on or off, engine performance

often differs. Final adjustments with the cowl in place is often more desirable.

13. COWL Vents and Air Flow: Be sure that the cowl openings are sufficient to provide

adequate airflow across the DLA cylinder head fins. Generally, the “rule-of-thumb” is

to have the air exit holes to be three (3) times the size of the air intake. If the air intake

is too big, sufficient air flow may not be directed over the engine’s cooling fins. In such

cases, some air flow directivity may be required, through the use of “air damns” or

vanes.