DA40NG Systems

Austro E4-A (AE300)

Max: 165.6 HP (123.5 kW) at 2300 prop rpm at sea level and ISA
Max Continuous: 152.8 HP (114.0 kW) at 2100 prop RPM at sea level and ISA

Bore: 83 mm
Stroke: 92 mm
Displacement: 1991 cm^3
Compression Ratio: 17.5:1
Gearbox Ratio: 1.69:1

Liquid-Cooled
In-line four cylinder
Turbocharged and intercooled
Dual overhead camshaft with 4 valves per cylinder
Common Rail Fuel Injection
Digital EECS (electronic engine control system) with integrated propeller governor

2660 mbar (78.5 inHg)

1600 bar (23206 psi)

Three gear reduction gearbox with a ratio of 1.69:1.
Reduces rpm from 3880 engine rpm to 2300 prop rpm
Gearbox housing is cast and gears are forged steel
Propeller governor is attached to the top aft side of the gearbox

A damper which is comprised of a mass and energy dissipating element. It is a damper which reduces torsional vibration between the gearbox and the engine. It protects the crankshaft from propeller vibrations and the gearbox from crankshaft vibrations due to the combustion process.

vacuum remolded forged steel crankshaft with 5 main bearings

single piece, squeeze casted cast iron. coolant passages are incorporated into the casting. provisions for an internal oil pump and water pump are included in the casting. the crankcase also includes a wet oil sump which contains the oil supply of the engine.

high strength aluminum alloy
two camshafts with 4 total valves per cylinder (2 intake and 2 exhaust)
one camshaft is driven directly by the crankshaft and the second camshaft is driven off the first by direct gear
double steel chain drive with automatic tensioning
roller lever valve actuation with hydraulic valve clearance compensation

coolant pump and alternator and is driven by the crankshaft pulley. it is tensioned by a spring loaded pulley

intake air temperature and temperature are measured at the intake manifold and for each value, two sensors are installed.

the EECU uses rpm, measured MAP and barometric pressure to determine a target manifold pressure. the eecu then sends an output signal corresponding to the target map to the boost pressure actuator which in turn actuates the waste gate

it uses air pressure from the compressor (cold) side of the turbo to control a diaphragm box. the diaphragm box is mechanically linked to the turbo charger waste gate and regulates the amount of exhaust gas that bypasses the turbocharger turbine and in turn controls manifold pressure

common rail fuel injection where the rail is a high-pressure reservoir which supplies fuel to solenoid type injectors. fuel enters the rail directly from the high-pressure pump which pressurizes the fuel up to 1600 bar. required fuel amount is regulated by the FMU (fuel metering unit) which is attached directly to the high-pressure pump. actual rail pressure is measured by the rail pressure sensor and the eecu compares that value to the target value and adjusts the rail pressure via the rail pressure control valve

oil is cooled by an integrated oil/coolant heat exchanger

below 80C: small cooling circuit (coolant flows from engine to thermostat, through cabin heat radiator, through the oil/coolant heat exchanger, to the water pump and back into the engine)
80C - 95C: mixed operation (partial flow through small cooling circuit and partial flow through radiator circuit)
above 95C: thermostat is fully open and flows from engine to thermostat to radiator to water pump and back to engine. small cooling circuit is bypasses but cabin heating circuit is always open

It is measured as the coolant is exiting the block and prior to the thermostat which is the hottest part of the system

To allow the coolant to expand as it heats and allows the cooling system to draw coolant as necessary. It also prevents the ccooling system from becoming over pressurized (2,3 bar or 33,36 psi) and also prevents negative pressurization of the cooling system through a low pressure valve.

a 2mm id orifice is installed inline between the coolant expansion tank and the radiator

oil pressure is measured just prior to the oil filter.
oil temperature is measured in the oil sump next to the oil filler neck

two seperate systems (engine and turbo charger, gearbox and propeller governor system)
engine and turbocharger: wet sump with internal chain driven oil pump which pumps oil through oil filter, coolant/oil heat exchanger, and then through lubrication ports on the engine including the turbo. an oil separator is installed to allow the crankcase to relieve pressure and is protected by an overpressure relief valve
gearbox and propeller governor system: gearbox oil lubricates the gears in the gearbox and serves the propeller governor for propeller pitch regulation

28 volt, 70 amp
air-cooled synchronous three-phase alternator with a claw-pole rotor
built-in semiconductor rectifier
delta connection stator winding circuit
external alternator regulator (mounted on the aircraft)
belt-driven by the engine

to enhance the cold starting behavior of the engine on ground. they help to ignite the compressed fuel/air mixture because of their hot surface temperature

power generation
storage
distribution
consumers

28v 70A belt driven alternator
power output is connected to the eecu bus and runs through a current sensor which provides an indication of power being supplied

5 batteries
1 Main Battery
2 ECU Backup Batteries
1 Emergency Battery
1 ELT Battery

24 Volt
13.6 Ah lead-acid

2x 12V 7.2 Ah sealed-lead-acid batteries.
They supply power to ECU B Only

In the event of an alternator failure and a depleted main battery