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Over the past few days, some of our users have encountered an error while troubleshooting their Janitrol aircraft. This problem occurs for a number of reasons. Let’s take a look at them below.
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Most heating problems can be found in the troubleshooting guide below, saving you time, money and hassle. These tips apply to all types and models of aircraft equipped with combustion heaters, including the Janitrol Aero I, B-Series, S-Series, CD-Series (C&D Associates Inc. projects), and the Stewart-Warner series. South Wind.
For any heating system to function properly, three key components are needed: combustion air, ignition system, and fuel. If your heater is not working, then one or more of these items are inadequate. By identifying what is missing, you can determine the cause of the problem.
Combustion air: insufficient for accurate measurement. Just move a pair of hands a few inches below the tailpipe. The air output should be constant, but the output should resemble a standard hair dryer. Remember that on this flight, natural dynamic air complements the fan, providing additional combustion air.
Ignition: Type I and Type IgnitorsII, many of which are used in the Janitrol Aero B series, and in addition, the S series heaters should be replaced or shut down every two years. The Type III spark plugs used in Janitrol Aero I-Series, CD-Series and Stewart-Warner South Wind heaters are unregulated and are expected to shorten the recommended heater life. To test, remove the cord from the fire and use rubber pliers to push the end of the cord about 1/4 inch into the ground. 4 inches, it is also thick and blue in color. I would say turn on the candle again and move closer to the harrow looking for a constant strong spark. He should look like an angry hornet trying to get out. Be careful, our heater may suddenly turn on. When you see an ignition gap, be sure to use products with a specific repair / instruction manual. A Type I daily detonator should have a range of approximately 0.050 to 0.060 inches and is adjustable. A typical Type II detonator should be 0.156 to 0.315 inches in size and range. A typical Type III igniter should be 0.080 to 0.120 inches and NOT to be adjusted, replacement is the only acceptable option.
Fuel: Fuel inlet pressure is often overlooked in precision fuel combustion systems. Ensuring the correct fuel supply to the pressure of your heater can extend its life as it will definitely increase overall reliability. Most Janitrol Aero Series I, B and CD heaters require 6.5-8 psi (excluding gas turbine aircraft which have pressures of 100-105 psi). South Original Wind 8240, 8259 require 19-24 PSI in addition to the 8472 series. South Wind 8240, 8259 and Series 8472 radiators, which are no longer repaired by AMOC by C&D, require 22-25 psi. South Wind Series 940 heaters require 1-15 psi for gasoline-powered aircraft and 20-35 psi for fuel-injected aircraft. To test “T”, invert the calibrated fuel pressure sensor, primarily in front of the heater fuel “T” solenoid valve, to take a reading during actual heater operation.
LastOnce you have identified the problem areas, it will be enough to consult your specific product overview for next steps. Or give us a no-obligation call. Our technical support team can help you find personal issues and provide additional troubleshooting information to help resolve the issue with your identified model.
Most heating problems can be detected immediately after reading our troubleshooting guide, which will save you time, money and hassle. These tips apply to all makes and models of aircraft, including combustion heaters including Janitrol Aero I-Series, B-Series, S-Series, CD-Series (designs by C&D Associates Inc.), or Stewart-Warner South Wind.
Each heating system requires 5 components to function properly: air combustion, ignition and fuel. If your heater is not working, one or more of these items are faulty. By finding what is missing from the network that is causing the problem, you can determine the cause.
Bcombustion air: it does not need to be measured exactly. Just stick your hand under the exhaust. The intake air flow must be constant and resemble the flow of a well-known hair dryer. Remember that in flight, dynamic air directly complements the blower, providing additional combustion air.
Ignition. Types I and II spark plugs, which are used in many Janitrol Aero and B-Series S-Series heaters, should be replaced or adjusted every two years. The Type III igniter connectors used in Janitrol Aero I-Series, CD-Series and Stewart-Warner South Wind heaters are rather than adjustable and should last the recommended life. To test this, remove the wire from the spark and hold the wire with the rubber clamp until it is correct, the wire about 1/4 inch from ground. Ask the company to turn on the heater and make sure the spark is at least 1/4 inch, even, strong and magenta in color. Replace the spark plug and close the exhaust looking for a constant strong spark. He should look like an angry hornet trying to escape. Be careful as the heater may work for a long time. When checking the ignition gap, be sure to check the problem with a qualified overhaul / instruction manual. A typical Type I detonator would be anywhere from 0.050 to 0.060. and is regulated. The Type II igniter must be between 0.156 and 0.315 inches in size and can be adjusted. A typical Type III igniter should have a creep of 0.080 to 0.120 inches and is NOT adjustable as refill is the only option.
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Fuel: Fuel inlet pressure is of course often overlooked in internal heating systems. Providing proper fueling to pressurize a new heater can extend heater life by increasing overall reliability. Most Janitrol Aero Series I, B, and CD heaters require 6.5 to 8 psi (excluding gas turbine aircraft which have pressures between 100 and 105 psi). South Original Wind Series 8240, 8259 and 8472 really need 19-24 PSI. South Wind 8240, 8259 and Series 8472 radiators repaired under AMOC by C&D require £ 22-25square inch. Series 940 South Wind heaters require 1-15 psi for gasoline-powered aircraft and 20-35 psi for fuel-injected aircraft. To check, place a “T” on a calibrated tire pressure gauge just before the main heater fuel solenoid valve and let the heater run for a while.
Once you have identified problem areas, refer to the specific product version or user manual for each of our next steps. Or give us a call. Our technical support staff can help you find the problem and provide additional troubleshooting information to correct the condition of your specific model.
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