RotaxEngines-Archive.digest.vol-bj
September 01, 2017 - November 21, 2018
> I apologize for the long description.
> Henry
>
>
________________________________________________________________________________
| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 08/30/17 |
| From: | Robert Toth <rtoth1(at)verizon.net> |
Please change my e-mail to *rtoth4310(at)gmail.com* Thanks Robert Toth
On 8/31/2017 3:04 AM, RotaxEngines-List Digest Server wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RotaxEngines-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RotaxEngines-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
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>
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>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Wed 08/30/17: 0
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: 912 fuel problems |
| From: | Guy Buchanan <gebuchanan(at)cox.net> |
75 hours over three years means auto fuel sat in the tank unused for
some long periods. From what I've heard auto fuel only has about a two
week shelf life. I worked on a Kitfox that had sat for long periods with
auto fuel in its tanks, and the fuel left deposits in the tanks which,
when re-filled, would soften and migrate to the filters, plugging them.
It took only minutes for the filters to become plugged enough to kill
the engine. The challenge was that you couldn't /see /the deposits, but
you could sure feel it when you tried to drive fuel through them. Your
two symptoms of requiring choke to run and inability to attain full rpm
indicate a fuel flow problem, as you've already guessed and proven. If
your tanks have become "varnished", you'll have to clean them
thoroughly. On the Kitfox we rigged a fuel pump and circulated fuel
through the tanks continuously for two weeks, replacing the cycled fuel
daily, until the varnish was eliminated enough for it to run continuously.
Guy Buchanan
Ramona, CA
Kitfox IV-1200 / 912-S / Warp 3cs / 600 hrs
Glider pilot, too
On 9/1/2017 7:37 AM, Henry Roden wrote:
>
> 1) Is this a normal throw for this cam?
> 2) Why does it need so much choke when it did not do so before all the
> fuel problems.
> 3) Is there something else I am missing that would cause these symptoms?
> Since pulling off the fuel pump off another mechanic remarked that the
> engine seemed very stiff to pull over with the prop, it had always
> been that way since new and I had attributed it to the engine gearbox
> combination. I removed the top plugs and the gearbox and the engine
> and the gearbox are each quite smooth but not when the gearbox is
> mounted back on the engine. It feels like the plugs are still in and
> there is compression pressure causing resistance?
> I apologize for the long description.
> Henry
>
________________________________________________________________________________
| Subject: | Re: New Rotax 912UL/ULS & 912iS Service Class |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
We are about full for the class. If you are thinking about coming you may want
to call CPS.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472596#472596
________________________________________________________________________________
| From: | Henry Roden <krazydoc33(at)gmail.com> |
| Subject: | Re: RotaxEngines-List Digest: 1 Msgs - 09/05/17 |
Thanks for the couple of replies on the fuel tank and fuel pump problem. It
was a fuel flow problem as was evidenced by the need for choke and not able
to get full RPMs. The fuel had not sat in that tank very long as it was a
new tank that I had built. This Rotax engine was one of the ones that came
under the SB-912-063 requiring a fuel pump replacement. They must have had
a batch that had a short service life. The fuel pressure with only the
engine mechanical pump on was about 0.5 psi, it took awhile to find this as
with both pumps on the fuel pressure was ~2.5 psi. With a new mechanical
pump only fuel pressure is ~4.5 psi and with both pumps on it rises to ~5.4
psi. The engine now starts and runs fine.
Thanks again.
Henry
On Wed, Sep 6, 2017 at 1:03 AM, RotaxEngines-List Digest Server <
rotaxengines-list(at)matronics.com> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RotaxEngines-List Digest can also be found in either of
> the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RotaxEngines-List Digest and can be viewed with a generic text
> editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=html&Chapter 17-09-05&Archive=RotaxEngines
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style
> 82701&View=txt&Chapter 17-09-05&Archive=RotaxEngines
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Tue 09/05/17: 1
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 10:43 AM - Re: 912 fuel problems (Guy Buchanan)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: Re: RotaxEngines-List: 912 fuel problems
> From: Guy Buchanan <gebuchanan(at)cox.net>
>
> 75 hours over three years means auto fuel sat in the tank unused for
> some long periods. From what I've heard auto fuel only has about a two
> week shelf life. I worked on a Kitfox that had sat for long periods with
> auto fuel in its tanks, and the fuel left deposits in the tanks which,
> when re-filled, would soften and migrate to the filters, plugging them.
> It took only minutes for the filters to become plugged enough to kill
> the engine. The challenge was that you couldn't /see /the deposits, but
> you could sure feel it when you tried to drive fuel through them. Your
> two symptoms of requiring choke to run and inability to attain full rpm
> indicate a fuel flow problem, as you've already guessed and proven. If
> your tanks have become "varnished", you'll have to clean them
> thoroughly. On the Kitfox we rigged a fuel pump and circulated fuel
> through the tanks continuously for two weeks, replacing the cycled fuel
> daily, until the varnish was eliminated enough for it to run continuously.
>
> Guy Buchanan
> Ramona, CA
> Kitfox IV-1200 / 912-S / Warp 3cs / 600 hrs
> Glider pilot, too
>
> On 9/1/2017 7:37 AM, Henry Roden wrote:
> >
> > 1) Is this a normal throw for this cam?
> > 2) Why does it need so much choke when it did not do so before all the
> > fuel problems.
> > 3) Is there something else I am missing that would cause these symptoms?
> > Since pulling off the fuel pump off another mechanic remarked that the
> > engine seemed very stiff to pull over with the prop, it had always
> > been that way since new and I had attributed it to the engine gearbox
> > combination. I removed the top plugs and the gearbox and the engine
> > and the gearbox are each quite smooth but not when the gearbox is
> > mounted back on the engine. It feels like the plugs are still in and
> > there is compression pressure causing resistance?
> > I apologize for the long description.
> > Henry
> >
>
>
________________________________________________________________________________
| Subject: | Re: 912 80hp violent vibration on cold start |
| From: | "kenw" <worthken67(at)gmail.com> |
mick are you still in the Tulsa, hows the Kolb?
--------
kenw
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473050#473050
________________________________________________________________________________
| Subject: | Major Upgrade to Airport Courtesy Cars Site-Please |
Read.
| From: | "gbrasch" <airportcars101(at)gmail.com> |
If you are a user of the Airport Courtesy Cars site, I would like to inform you
of a major upgrade and improvement. Effective mid December, A.C.C.'s will be
fully web based, and will continue to be a secure site. Many of you over the past
couple of years have asked for these improvements, the biggest user request
being the site does not work on certain devices. By converting A.C.C's to a
web based site, the advantage is clear, the site will now work on any device.
Also, there is no possibility of bugs or crashes like an app. The information
will be the same.
During this transition period, it is important for you to bookmark the web address
on your device so your service remains uninterrupted. For further information,
click on the large red banner on the main page of the site, or here:
https://www.airportcourtesycars.com/app-update.html
--------
Glenn Brasch
RV-9A Flying
Medevac Helicopter Pilot (Ret)
Owner, "Airport Courtesy Cars" Website www.airportcourtesycars.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473234#473234
________________________________________________________________________________
| Subject: | hard Starting Rotax 912ULS |
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
Rotax normally started on first or second blade over. Since last annual where new
plugs were installed starting takes several tries.
Battery is on a tender and strong. Fuel pressure normal. OAT mild.
After starting ( typically on 3rd try) engine runs just fine.
Correct plugs, correct gap, fresh fuel.
Suggestions?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473258#473258
________________________________________________________________________________
| From: | david park <dpark748(at)me.com> |
| Subject: | Re: hard Starting Rotax 912ULS |
Correct leads?
Dave Park
Sent from my iPad
> On 2 Oct 2017, at 04:10, JohnF wrote:
>
>
> Rotax normally started on first or second blade over. Since last annual where
new plugs were installed starting takes several tries.
>
> Battery is on a tender and strong. Fuel pressure normal. OAT mild.
> After starting ( typically on 3rd try) engine runs just fine.
>
> Correct plugs, correct gap, fresh fuel.
>
> Suggestions?
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=473258#473258
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
After a lot of thought about hard starting, I took a hint from another RV-12 pilot
and ran the engine on the ground at 4,000 RPM for about 4 minutes, in the
hope that oil fouling of the plugs might be involved, and that the high RPM run
might help clear things up. This is because I typically have to taxi about 3/4
mile after landing to my hangar which might possibly cause oil fouling.
This morning it was fairly chilly so I put on the engine heater (space heater ducted
into the engine cowl) for about 40 minutes.
Upon starting, the engine fired up on the first blade over, just as in the past.
I am going to make it a practice to run the engine at fairly high RPM for a few
minutes just prior to shut down when back at the hangar and see if I get consistent
results.
Thanks for you input.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473330#473330
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | "DHeal" <dheal(at)sonic.net> |
Be sure that your spark plugs are appropriately gapped (.023 in winter and .027
in summer -- I use 0.025 year-round here in moderate Northern California). Be
sure that your throttle is fully closed for the first cold start of the day
and the "choke" is at least partially "on". The instant the engine fires, ease
in a bit of throttle and then gradually remove the choke.
Alternatively, apply "full choke and fully closed throttle" and crank the engine
over for a few revs with the ignition "off" and then stop. Then turn the choke
off, crack the throttle, turn the ignition "on", and start the engine.
In over 550 hours of my RV-12's operation the aforementioned standard ROTAX operating
procedure has worked well. We have extensive taxiing and ground idle operations
here at our controlled airport and I do not think that this negatively
influences subsequent starting of the engine. IMHO, the "4,000 rpm for 4 minutes"
is likely a waste of your time and results in unnecessary wear on your
engine.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473333#473333
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
Thanks, DHeal..... I will try your starting technique and see how that works. I
like it better than the high speed run I tried.
I always gap plugs to .025 year in and out as you do. New plugs every annual because
they are so inexpensive.
325 hours on the plane and this odd starting thing just came up...again, thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473334#473334
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | John Elling <jelling(at)newmexico.com> |
I had a similar-sounding problem with my Rotax 912ULS. It turned out to
be the sprag clutch. When the problem began, the engine started better
when warm but would not start when cold. When I finally changed it out,
I found metal in it.
________________________________________________________________________________
| Subject: | Re: 914 Carb Drip Trays |
| From: | "spcialeffects" <spcialeffects(at)aol.com> |
Hi Jim. Yes I agree the later design made it a lot easier. After reading your article
I got my drip bowls modified to make things easier in the future. Many
thanks
FRANK
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473427#473427
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
On 01:08 PM 10/7/2017, John Elling wrote:
>I had a similar-sounding problem with my Rotax 912ULS. It turned out to be the
sprag clutch. When the problem began, the engine started better when warm but
would not start when cold. When I finally changed it out, I found metal in
it.
What was the problem? Was the engine not turning over fast enough?
________________________________________________________________________________
| Subject: | Re: RotaxEngines-List Digest: 1 Msgs - 10/09/17 |
| From: | John Elling <jelling(at)newmexico.com> |
Right. A few weak revolutions at best. Often no revolutions at all.
On 10/10/2017 8:03 PM, RotaxEngines-List Digest Server wrote:
>> I had a similar-sounding problem with my Rotax 912ULS. It turned out to be
the
> sprag clutch. When the problem began, the engine started better when warm but
> would not start when cold. When I finally changed it out, I found metal in
> it.
>
> What was the problem? Was the engine not turning over fast enough?
>
________________________________________________________________________________
| From: | "Max Free" <mcointe(at)free.fr> |
| Subject: | Re: RotaxEngines-List Digest: 1 Msgs - 10/09/17 |
> What was the problem? Was the engine not turning over fast enough?
Yes probably. Got the same on same type of engine and before changing
the only way to start it when cold was to put a second battery to boost
at 24V and make it turning faster...
________________________________________________________________________________
| Subject: | Re: Can the 912ULS be hand started? |
| From: | "RitaClark" <honey.s90(at)yahoo.com> |
Disregard hand propping as a move down If you have a RANS Pusher, I would figure
you would be in profound yogurt!
Mothers Back to Black Review (http://automobiledecor.com/mothers-back-to-black-review/)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473440#473440
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
I flew this morning...25-degrees F, and used the hint given me above, and the engine
fired on the first blade over. Perfect. thanks a lot...will continue using
this procedure.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473441#473441
________________________________________________________________________________
| From: | "ami-mcfadyean(at)talktalk.net" <ami-mcfadyean(at)talktalk.net> |
| Subject: | Re: hard Starting Rotax 912ULS |
John,Would you confirm please which of the various offered procedures ("above")
you found successful?
Rgds.,Duncan.
----Original Message----
From: n29cx(at)ridgeviewtel.us
Date: 10/10/2017 17:52
Subj: RotaxEngines-List: Re: hard Starting Rotax 912ULS
I flew this morning...25-degrees F, and used the hint given me above, and the engine
fired on the first blade over. Perfect. thanks a lot...will continue using
this procedure.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473441#473441
________________________________________________________________________________
| Subject: | Re: hard Starting Rotax 912ULS |
| From: | "JohnF" <n29cx(at)ridgeviewtel.us> |
The hint that seemed to work well was in the first paragraph of DHeal's post.
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473477#473477
________________________________________________________________________________
| Subject: | 912 UL Intake Manifold Pressures |
| From: | "italianjon" <jon.catilli(at)gmail.com> |
Hi All,
I've been tracking a vibration for a while, and it has been very difficult. Carburettors
have been sync'd more than I've had hot dinners, plus other areas of
the engine. So far I've eliminated the propeller, gearbox
I noticed a strange effect today, and I'm unsure about it. Today, as a result of
a vibration plot taken last weekend, decided to carefully check the carburettor
sync again. The vibration plot is showing the vibration at half-crank and
twice-crank frequency.
I connected two vacuum gauges, so that I am reading absolute vacuum (i.e. 0" is
ambient and 10", for example, is 10" of vacuum).
>From about 10" up to 0", which corresponds to rpms of about 3400 up to 5400, the
carburettors are in sync. Below that they aren't.
At idle of about 1750/1800 rpm i get 12.5-13" in the port carb, and 15.5" in the
starboard carb.
I found Roger Lee's very good guide and thought that I could take out this idle
difference with the idle mixture screw. But it didn't really change anything,
no matter where set on the port carb. On the starboard carb it did have an effect.
The other strange symptom that I found is that if I take the engine to a fair speed,
say 4000 rpm and then quickly idle the throttle, then both carbs come down
to 15" in sync before the port carb raises to 12.5/13".
Compressions were checked 12 months ago, all ok. Carburettors we overhauled 12
months ago, all ok. Carb mounts renewed 12 months ago.
Any one seen this effect before?
I'm thinking of taking off the manifold and checking the O-rings between the engine
and manifold for leaks. And also stripping back the carbs, cleaning and rebuilding
them.
Anything else I should be thinking?
Best
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473713#473713
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: 912 UL Intake Manifold Pressures |
Check the Viton seals in the enrichers. One could be deteriorating. Cheap and
easy fix, if that's it.
--------------------------------------------
On Fri, 10/20/17, italianjon wrote:
Subject: RotaxEngines-List: 912 UL Intake Manifold Pressures
To: rotaxengines-list(at)matronics.com
Date: Friday, October 20, 2017, 3:28 PM
"italianjon"
Hi All,
I've been tracking a vibration for a
while, and it has been very difficult. Carburettors have
been sync'd more than I've had hot dinners, plus other areas
of the engine. So far I've eliminated the propeller,
gearbox
I noticed a strange effect today, and
I'm unsure about it. Today, as a result of a vibration plot
taken last weekend, decided to carefully check the
carburettor sync again. The vibration plot is showing the
vibration at half-crank and twice-crank frequency.
I connected two vacuum gauges, so that
I am reading absolute vacuum (i.e. 0" is ambient and 10",
for example, is 10" of vacuum).
>From about 10" up to 0", which
corresponds to rpms of about 3400 up to 5400, the
carburettors are in sync. Below that they aren't.
At idle of about 1750/1800 rpm i get
12.5-13" in the port carb, and 15.5" in the starboard carb.
I found Roger Lee's very good guide and
thought that I could take out this idle difference with the
idle mixture screw. But it didn't really change anything, no
matter where set on the port carb. On the starboard carb it
did have an effect.
The other strange symptom that I found
is that if I take the engine to a fair speed, say 4000 rpm
and then quickly idle the throttle, then both carbs come
down to 15" in sync before the port carb raises to
12.5/13".
Compressions were checked 12 months
ago, all ok. Carburettors we overhauled 12 months ago, all
ok. Carb mounts renewed 12 months ago.
Any one seen this effect before?
I'm thinking of taking off the manifold
and checking the O-rings between the engine and manifold for
leaks. And also stripping back the carbs, cleaning and
rebuilding them.
Anything else I should be thinking?
Best
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473713#473713
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________________________________________________________________________________
| Subject: | 912 Running rough all of a sudden |
| From: | Pete Christensen <pchristensen10(at)austin.rr.com> |
Engine has been running great. Flew last weekend and then Wednesday was going to
fly. Started up and it was sounding rough at idle. I warmed up a minute and
advanced the throttle and it continued rough until it got to 3000 rpm. Let it
warm up some more then ran it at 3000 rpm for a couple minutes hoping to clear
up the problem. No joy. I ran it at high idle and turned off the fuel valve.
After a while it smoothed out just before it was starved for fuel. Opened the
fuel valve before it died and it ran smoothly for a few seconds before it began
to run rough again. Sounds like a carb problem where maybe one carb is getting
too much fuel. Mag check at 3k is normal. I dropped the float bowels and the
floats looked to be floating normally. Fuel looked clean. I had run on this
tank for a couple hours Saturday. Gascolator had clean fuel. Suggestions? Why
would a good,running engine start running rough after just a few days?
> On Oct 20, 2017, at 4:06 PM, william sullivan wrote:
>
>
> Check the Viton seals in the enrichers. One could be deteriorating. Cheap
and easy fix, if that's it.
>
>
> --------------------------------------------
> On Fri, 10/20/17, italianjon wrote:
>
> Subject: RotaxEngines-List: 912 UL Intake Manifold Pressures
> To: rotaxengines-list(at)matronics.com
> Date: Friday, October 20, 2017, 3:28 PM
>
> "italianjon"
>
> Hi All,
>
> I've been tracking a vibration for a
> while, and it has been very difficult. Carburettors have
> been sync'd more than I've had hot dinners, plus other areas
> of the engine. So far I've eliminated the propeller,
> gearbox
>
> I noticed a strange effect today, and
> I'm unsure about it. Today, as a result of a vibration plot
> taken last weekend, decided to carefully check the
> carburettor sync again. The vibration plot is showing the
> vibration at half-crank and twice-crank frequency.
>
> I connected two vacuum gauges, so that
> I am reading absolute vacuum (i.e. 0" is ambient and 10",
> for example, is 10" of vacuum).
>
>> From about 10" up to 0", which
> corresponds to rpms of about 3400 up to 5400, the
> carburettors are in sync. Below that they aren't.
>
> At idle of about 1750/1800 rpm i get
> 12.5-13" in the port carb, and 15.5" in the starboard carb.
>
> I found Roger Lee's very good guide and
> thought that I could take out this idle difference with the
> idle mixture screw. But it didn't really change anything, no
> matter where set on the port carb. On the starboard carb it
> did have an effect.
>
> The other strange symptom that I found
> is that if I take the engine to a fair speed, say 4000 rpm
> and then quickly idle the throttle, then both carbs come
> down to 15" in sync before the port carb raises to
> 12.5/13".
>
> Compressions were checked 12 months
> ago, all ok. Carburettors we overhauled 12 months ago, all
> ok. Carb mounts renewed 12 months ago.
>
> Any one seen this effect before?
>
> I'm thinking of taking off the manifold
> and checking the O-rings between the engine and manifold for
> leaks. And also stripping back the carbs, cleaning and
> rebuilding them.
>
> Anything else I should be thinking?
>
> Best
>
> Jon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=473713#473713
>
>
>
>
>
>
> The RotaxEngines-List Email Forum -
> Navigator to browse
> List Un/Subscription,
> 7-Day Browse, Chat, FAQ,
> - MATRONICS WEB FORUMS -
> via the Web Forums!
> - NEW MATRONICS LIST WIKI -
> Email List Wiki!
> - List Contribution Web Site -
> support!
>
> -Matt Dralle, List Admin.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: 912 Running rough all of a sudden |
Like I said, check the enricher seals. The one on my 447 had dissolved, making
it run very rich. I have very little experience with this, but your symptoms
gave me a good reminder. It will only take 5 minutes or so to pull each one
out and check.
--------------------------------------------
On Fri, 10/20/17, Pete Christensen wrote:
Subject: RotaxEngines-List: 912 Running rough all of a sudden
To: rotaxengines-list(at)matronics.com
Date: Friday, October 20, 2017, 5:58 PM
Pete Christensen
Engine has been running great. Flew
last weekend and then Wednesday was going to fly. Started up
and it was sounding rough at idle. I warmed up a minute and
advanced the throttle and it continued rough until it got to
3000 rpm. Let it warm up some more then ran it at 3000 rpm
for a couple minutes hoping to clear up the problem. No joy.
I ran it at high idle and turned off the fuel valve. After a
while it smoothed out just before it was starved for fuel.
Opened the fuel valve before it died and it ran smoothly for
a few seconds before it began to run rough again. Sounds
like a carb problem where maybe one carb is getting too much
fuel. Mag check at 3k is normal. I dropped the float bowels
and the floats looked to be floating normally. Fuel looked
clean. I had run on this tank for a couple hours Saturday.
Gascolator had clean fuel. Suggestions? Why would a
good,running engine start running rough after just a few
days?
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 912 Running rough all of a sudden |
Make sure the idle jets and main jets are completely clean and clear when
you have the float bowls off.
Also, make sure the float bowl gaskets are sealing 100%. Best replace both
float bowl gaskets to be sure.
All the above can give you major headaches, although they are simple to
check and simple to cure.
john h
Kolb MKIII - 3,400.0+ hours
912ULS - About 850.0 hours on this one.
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Pete
Christensen
Sent: Friday, October 20, 2017 4:59 PM
Subject: RotaxEngines-List: 912 Running rough all of a sudden
-->
Engine has been running great. Flew last weekend and then Wednesday was
going to fly. Started up and it was sounding rough at idle. I warmed up a
minute and advanced the throttle and it continued rough until it got to 3000
rpm. Let it warm up some more then ran it at 3000 rpm for a couple minutes
hoping to clear up the problem. No joy. I ran it at high idle and turned off
the fuel valve. After a while it smoothed out just before it was starved for
fuel. Opened the fuel valve before it died and it ran smoothly for a few
seconds before it began to run rough again. Sounds like a carb problem where
maybe one carb is getting too much fuel. Mag check at 3k is normal. I
dropped the float bowels and the floats looked to be floating normally. Fuel
looked clean. I had run on this tank for a couple hours Saturday. Gascolator
had clean fuel. Suggestions? Why would a good,running engine start running
rough after just a few days?
---
This email has been checked for viruses by AVG.
http://www.avg.com
________________________________________________________________________________
| Subject: | Re: 912 Running rough all of a sudden |
| From: | "DHeal" <dheal(at)sonic.net> |
Sticky carb pistons? Remove air filters, reach inside carb throats, see if carb
pistons move up and down smoothly without sticking.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473724#473724
________________________________________________________________________________
| Subject: | Re: 912 UL Intake Manifold Pressures |
| From: | Kevin Klinefelter <klinefelter.kevin(at)gmail.com> |
To check the intake manifolds for leaks you can spray ether around them with the
engine running. If the RPM goes up you have a leak.
Kevin
> On Oct 20, 2017, at 2:06 PM, william sullivan wrote:
>
>
> Check the Viton seals in the enrichers. One could be deteriorating. Cheap
and easy fix, if that's it.
>
>
> --------------------------------------------
> On Fri, 10/20/17, italianjon wrote:
>
> Subject: RotaxEngines-List: 912 UL Intake Manifold Pressures
> To: rotaxengines-list(at)matronics.com
> Date: Friday, October 20, 2017, 3:28 PM
>
> "italianjon"
>
> Hi All,
>
> I've been tracking a vibration for a
> while, and it has been very difficult. Carburettors have
> been sync'd more than I've had hot dinners, plus other areas
> of the engine. So far I've eliminated the propeller,
> gearbox
>
> I noticed a strange effect today, and
> I'm unsure about it. Today, as a result of a vibration plot
> taken last weekend, decided to carefully check the
> carburettor sync again. The vibration plot is showing the
> vibration at half-crank and twice-crank frequency.
>
> I connected two vacuum gauges, so that
> I am reading absolute vacuum (i.e. 0" is ambient and 10",
> for example, is 10" of vacuum).
>
>> From about 10" up to 0", which
> corresponds to rpms of about 3400 up to 5400, the
> carburettors are in sync. Below that they aren't.
>
> At idle of about 1750/1800 rpm i get
> 12.5-13" in the port carb, and 15.5" in the starboard carb.
>
> I found Roger Lee's very good guide and
> thought that I could take out this idle difference with the
> idle mixture screw. But it didn't really change anything, no
> matter where set on the port carb. On the starboard carb it
> did have an effect.
>
> The other strange symptom that I found
> is that if I take the engine to a fair speed, say 4000 rpm
> and then quickly idle the throttle, then both carbs come
> down to 15" in sync before the port carb raises to
> 12.5/13".
>
> Compressions were checked 12 months
> ago, all ok. Carburettors we overhauled 12 months ago, all
> ok. Carb mounts renewed 12 months ago.
>
> Any one seen this effect before?
>
> I'm thinking of taking off the manifold
> and checking the O-rings between the engine and manifold for
> leaks. And also stripping back the carbs, cleaning and
> rebuilding them.
>
> Anything else I should be thinking?
>
> Best
>
> Jon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=473713#473713
>
>
>
>
>
>
> The RotaxEngines-List Email Forum -
> Navigator to browse
> List Un/Subscription,
> 7-Day Browse, Chat, FAQ,
> - MATRONICS WEB FORUMS -
> via the Web Forums!
> - NEW MATRONICS LIST WIKI -
> Email List Wiki!
> - List Contribution Web Site -
> support!
>
> -Matt Dralle, List Admin.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | davidjoyce(at)doctors.org.uk |
| Subject: | Re: 912 UL Intake Manifold Pressures |
Jon, I believe I had a rather similar thing quite a few years ago when
my throttle cables were run in a not symmetrical pattern with one
following tighter bends. Regards, David Joyce, GXSDJ
On 2017-10-20 20:28, italianjon wrote:
>
> Hi All,
>
> I've been tracking a vibration for a while, and it has been very difficult. Carburettors
have been sync'd more than I've had hot dinners, plus other areas
of the engine. So far I've eliminated the propeller, gearbox
>
> I noticed a strange effect today, and I'm unsure about it. Today, as a result
of a vibration plot taken last weekend, decided to carefully check the carburettor
sync again. The vibration plot is showing the vibration at half-crank and
twice-crank frequency.
>
> I connected two vacuum gauges, so that I am reading absolute vacuum (i.e. 0"
is ambient and 10", for example, is 10" of vacuum).
>
>> From about 10" up to 0", which corresponds to rpms of about 3400 up to 5400,
the carburettors are in sync. Below that they aren't.
>
> At idle of about 1750/1800 rpm i get 12.5-13" in the port carb, and 15.5" in
the starboard carb.
>
> I found Roger Lee's very good guide and thought that I could take out this idle
difference with the idle mixture screw. But it didn't really change anything,
no matter where set on the port carb. On the starboard carb it did have an
effect.
>
> The other strange symptom that I found is that if I take the engine to a fair
speed, say 4000 rpm and then quickly idle the throttle, then both carbs come
down to 15" in sync before the port carb raises to 12.5/13".
>
> Compressions were checked 12 months ago, all ok. Carburettors we overhauled 12
months ago, all ok. Carb mounts renewed 12 months ago.
>
> Any one seen this effect before?
>
> I'm thinking of taking off the manifold and checking the O-rings between the
engine and manifold for leaks. And also stripping back the carbs, cleaning and
rebuilding them.
>
> Anything else I should be thinking?
>
> Best
>
> Jon
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=473713#473713 [1]
>
Links:
------
[1] http://forums.matronics.com/viewtopic.php?p=473713#473713
[2] http://www.matronics.com/Navigator?RotaxEngines-List
[3] http://forums.matronics.com
[4] http://wiki.matronics.com
[5] http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Brian Davies" <brian.davies(at)clara.co.uk> |
| Subject: | 912 UL Intake Manifold Pressures |
Sticking throttle cables?
Brian Davies
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Kevin
Klinefelter
Sent: 21 October 2017 05:21
Subject: Re: RotaxEngines-List: 912 UL Intake Manifold Pressures
-->
To check the intake manifolds for leaks you can spray ether around them with
the engine running. If the RPM goes up you have a leak.
Kevin
> On Oct 20, 2017, at 2:06 PM, william sullivan
wrote:
>
> -->
>
> Check the Viton seals in the enrichers. One could be deteriorating.
Cheap and easy fix, if that's it.
>
>
> --------------------------------------------
> On Fri, 10/20/17, italianjon wrote:
>
> Subject: RotaxEngines-List: 912 UL Intake Manifold Pressures
> To: rotaxengines-list(at)matronics.com
> Date: Friday, October 20, 2017, 3:28 PM
>
> "italianjon"
>
> Hi All,
>
> I've been tracking a vibration for a
> while, and it has been very difficult. Carburettors have been sync'd
> more than I've had hot dinners, plus other areas of the engine. So far
> I've eliminated the propeller, gearbox
>
> I noticed a strange effect today, and
> I'm unsure about it. Today, as a result of a vibration plot taken last
> weekend, decided to carefully check the carburettor sync again. The
> vibration plot is showing the vibration at half-crank and twice-crank
> frequency.
>
> I connected two vacuum gauges, so that I am reading absolute vacuum
> (i.e. 0" is ambient and 10", for example, is 10" of vacuum).
>
>> From about 10" up to 0", which
> corresponds to rpms of about 3400 up to 5400, the carburettors are in
> sync. Below that they aren't.
>
> At idle of about 1750/1800 rpm i get
> 12.5-13" in the port carb, and 15.5" in the starboard carb.
>
> I found Roger Lee's very good guide and thought that I could take out
> this idle difference with the idle mixture screw. But it didn't really
> change anything, no matter where set on the port carb. On the
> starboard carb it did have an effect.
>
> The other strange symptom that I found is that if I take the engine to
> a fair speed, say 4000 rpm and then quickly idle the throttle, then
> both carbs come down to 15" in sync before the port carb raises to
> 12.5/13".
>
> Compressions were checked 12 months
> ago, all ok. Carburettors we overhauled 12 months ago, all ok. Carb
> mounts renewed 12 months ago.
>
> Any one seen this effect before?
>
> I'm thinking of taking off the manifold and checking the O-rings
> between the engine and manifold for leaks. And also stripping back the
> carbs, cleaning and rebuilding them.
>
> Anything else I should be thinking?
>
> Best
>
> Jon
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=473713#473713
>
>
>
>
>
>
> The RotaxEngines-List Email Forum -
> Navigator to browse
> List Un/Subscription,
> 7-Day Browse, Chat, FAQ,
> - MATRONICS WEB FORUMS -
> via the Web Forums!
> - NEW MATRONICS LIST WIKI -
> Email List Wiki!
> - List Contribution Web Site -
> support!
>
> -Matt Dralle, List Admin.
>
>
>
>
>
>
>
>
---
This email has been checked for viruses by AVG.
http://www.avg.com
________________________________________________________________________________
| Subject: | Re: 912 UL Intake Manifold Pressures |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Jon,
Give me a call and let's see if we can work this out and eliminate a few things.
I need to ask some questions.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=473752#473752
________________________________________________________________________________
| From: | crouton <crouton(at)well.com> |
| Subject: | Carburetor syncing Rotax 912 |
Sent from my iPhone
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | PLEASE READ - Matronics Email List 2017 Fund Raiser |
During November!
Dear Listers,
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RV-4/RV-6/RV-8 Builder/Rebuilder/Pilot
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make A Contribution To Support Your Lists |
Dear Listers,
There is no advertising income to support the Matronics Email Lists and Forums.
The operation is supported 100% by your personal Contributions during the November
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Please make your Contribution today to support the continued operation and upgrade
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________________________________________________________________________________
| Subject: | Propeller turned backwards |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
What if someone's been turning my propeller/Rotax 912ULS backwards through several
revolutions? I know in that case oil will be "sucked" out of the hydraulic
tappets and damage would/could be caused to the valve train.
Would I hear clattering on engine start and would the noise continue? Or after
initial clattering, would the tappets fill within a few minutes and the clattering
disappear? The trouble is that someone else did the first start and he didn't
report unusual noises.
The engine has subsequently run for two hours including four flights. Should I
now undertake investigations for damage and if so, what should I be doing to
put this worry behind me? Rocker covers off and look at valve spring caps? Check
magnetic plug? Prime the oil system again to purge air out of the tappets?
Your advice would be very welcome, thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=474341#474341
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Coming Soon - The List of Contributors - Please Make |
A Contribution Today!
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________________________________________________________________________________
| Subject: | Re: Propeller/engine rotated backwards |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
If you keep doing that not only will oil be displaced, but you'll ruin the sprag
clutch on the starter and that usually means pulling the engine. Removing the
back end of the engine and replacing th4 sprag clutch. That will be expensive.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=474461#474461
________________________________________________________________________________
| Subject: | Re: Propeller/engine rotated backwards |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
As I said "someone's" possibly been doing it and it wasn't me. Regarding sprag
clutches, if my propeller gets turned even slightly the wrong way then it can
clearly be heard and felt that the starter motor is being driven backwards through
the sprag clutch. There is an extra resistance to turning the propeller and
a whirring sound.
Having already had the sprag clutch replaced when changing from the old style starter
to the longer-bodied starter motor, I've seen and understand what's involved
in that job. I removed and replaced the engine myself and don't wish to
repeat that anytime soon!
So going back to my main concern, I'm keen to know if running the engine will get
rid of air in the tappets, in which case that's already happened, or is bleeding
the oil system the ONLY way to achieve this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=474462#474462
________________________________________________________________________________
| Subject: | Re: Propeller/engine rotated backwards |
| From: | GTH <gilles.thesee(at)free.fr> |
/Le 06/11/2017 11:34, jonathanmilbank a crit :
/
> /So going back to my main concern, I'm keen to know if running the
> engine will get rid of air in the tappets, in which case that's
> already happened, or is bleeding the oil system the ONLY way to
> achieve this?/
Jonathan,
Let's say it is the only way to achieve peace of mind ;-)
SI-912-018
is
really no big deal, if it were my airplane I'd perform it and clearly
label my prop with a "never rotate backwards" sign.
And why not craft a prop cover with something preventing rotation of the
prop -unless some harm to the engine is deliberately meant ?
FWIW
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
________________________________________________________________________________
| Subject: | Re: Propeller/engine rotated backwards |
| From: | "jonathanmilbank" <jdmilbank(at)yahoo.co.uk> |
Gilles, you've hit the nail on the head with "unless some harm to the engine is
deliberately meant ?", but when a friend went flying in my aircraft after it
had not flown for 4 weeks, he later told me that it started perfectly first time
with no unusual noises. I only spoke to him after I started this topic, when
I had also flown the aircraft and thought the engine was less smooth.
I have done SI-912-018 a couple of times previously, so I'll probably take your
advice and do it again. However it would be useful to know from someone who has
experienced it before, whether the engine makes noises caused by hydraulic
tappets with air trapped inside. I imagine it would sound a bit like an old diesel
engine, only quieter.
Perhaps I'm just being too suspicious of someone who is known to have done underhand
things before, but not as serious as this!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=474469#474469
________________________________________________________________________________
| Subject: | Re: Propeller/engine rotated backwards |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
If you can actually hear the tappets because you have that much air in the system
you are going to damage and bend things. These are hydraulic lifters and need
oil to function properly.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=474470#474470
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make A Contribution To Support Your Lists |
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Thank you in advance for your generous support!
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________________________________________________________________________________
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| Subject: | A List Contribution - It's Your Personal Squelch Button... |
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________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Make Sure You're Listed! List of Contributors Published |
in December!
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________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [PLEASE READ] Why I Have A Fund Raiser... |
Since the beginning, the Matronics List and Forum experience has been free from
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However, a very modest percentage of the members do choose to make a contribution
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it. To my way of thinking, it is a much more pleasant way of maintaining the
Lists and Forums. The other 11 months of the year, you don't see a single advertisement
or request for support. That's refreshing and that is a List and Forum
that I want to belong to. I think other people feel the same way.
Won't you please take a minute to make your Contribution today and support these
Lists?
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
Thank you for your support!
Matt Dralle
Email List Admin.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
Dear Listers,
A quick reminder that November is the annual Matronics List Fund Raiser. The Lists
are 100% member supported and all of the operational costs are covered solely
through your Contributions during this time of the year.
*Your* personal Contribution makes a difference and keeps all of the Matronics
Email Lists and Forums completely ad-free.
Please make your Contribution today to keep these services up and running for another
great year!
Use a credit card or your PayPal account here:
http://www.matronics.com/contribution
Or, by sending a personal check to:
Matronics / Matt Dralle
581 Jeannie Way
Livermore CA 94550
Thank you in advance!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | What's Your Contribution Used For? |
Dear Listers,
You might have wondered at some point, "What's my Contribution used for?" Here
are just a few examples of what your direct List support enables... It provides
for the expensive, commercial-grade Internet connection used on the List.
It pays for the regular system hardware and software upgrades enabling the highest
performance possible for List services such as the Archive Search Engine,
List Browser, and the Web Forums. It pays for the over 23 years of on-line
archive data always available for instant search and access. And, it offsets
the many hours spent writing, developing, and maintaining the custom applications
that power these List Service such as the List Browse, Search Engine, Forums,
and Wiki.
But most importantly, your List Contribution enables a forum where you and your
peers can communicate freely in an environment that is free from moderation,
censorship, advertising, commercialism, SPAM, and computer viruses.
It is YOUR CONTRIBUTION that directly enables all these aspects of Matronics List
services. Please support it today with your List Contribution. Its one of
the best investments you can make in your Sport!
List Contribution Web Site:
http://www.matronics.com/contribution
or, you can send a personal check to the following address:
Matronics / Matt Dralle
581 Jeannie Way
Livermore, CA 94550
Thank you for your support!
Matt Dralle
Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make a Contribution to Support Your Lists... |
Dear Listers,
Just a reminder that November is the Annual List Fund Raiser. Please make a Contribution
today to support the continued operation and upgrade of these great
List services!! Pick up a really nice free gift with your qualifying Contribution
too!
The Contribution Site is fast and easy:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Coming Soon - The List of Contributors - Please Make |
A Contribution Today!
Each year at the end of the List Fund Raiser, I post a message acknowledging everyone
that so generously made a Contribution to support the Lists. Its my way
of publicly thanking everyone that took a minute to show their appreciation
for the Lists.
Please take a moment and assure that your name is on that List of Contributors
(LOC)! As a number of members have pointed out over the years, the List seems
at least as valuable a building / entertainment tool as your typical magazine
subscription!
Assure that your name is on this year's LOC! Show others that you appreciate the
Lists. Making a Contribution to support the Lists is fast and easy using your
Credit card or Paypal on the Secure Web Site:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I would like to thank everyone that has so generously made a Contribution thus
far in this year's List Fund Raiser! Remember that its YOUR support that keeps
these Lists going and improving! Don't forget to include a little comment about
how the Lists have
helped you!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Value of the List... |
If you look forward to checking your List email everyday (and a lot of you have
written to say that you do!), then you're probably getting at least $20 or $30
worth of Entertainment from the Lists each year. You'd pay twice that for a
subscription to some
magazine or even a dinner out. Isn't the List worth at least that much to you?
Wouldn't it be great if you could pay that amount and get a well-managed media
source free of advertising, SPAM, and viruses? Come to think of it, you do...
:-)
Won't you please take a minute to make your Contribution today and support these
Lists?
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
I want to say THANK YOU to everyone that has made a Contribution thus far during
this year's List Fund Raiser!! These Lists are made possible exclusively through
YOUR generosity!!
Thank you for your support!
Matt Dralle
Email List Admin.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just A Few Days Left... |
Dear Listers,
There are just a few days left for this year's List Fund Raiser. If you've been
putting off making a Contribution until the last minute, well, this is it!
The last minute, that is... :-) There are some GREAT new gift selections to choose
from this year. I personally want at least three of them! There's probably
something you can't live without too! And, best of all it supports your
Lists!
Please remember that there isn't any sort of commercial advertising on the Lists
and the *only* means of keeping these Lists running is through your Contributions
during this Fund Raiser. Let's make this a "Black Friday" for the Lists!
Please make a Contribution today!
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just A Few Days Left... |
Dear Listers,
There are just a few days left for this year's List Fund Raiser. If you've been
putting off making a Contribution until the last minute, well, this is it!
The last minute, that is... :-) There are some GREAT new gift selections to choose
from this year. I personally want at least three of them! There's probably
something you can't live without too! And, best of all it supports your
Lists!
Please remember that there isn't any sort of commercial advertising on the Lists
and the *only* means of keeping these Lists running is through your Contributions
during this Fund Raiser. Let's make this a "Black Friday" for the Lists!
Please make a Contribution today!
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Coming Soon - The List of Contributors - Please Make |
A Contribution Today!
Each year at the end of the List Fund Raiser, I post a message acknowledging everyone
that so generously made a Contribution to support the Lists. Its my way
of publicly thanking everyone that took a minute to show their appreciation
for the Lists.
Please take a moment and assure that your name is on that List of Contributors
(LOC)! As a number of members have pointed out over the years, the List seems
at least as valuable a building / entertainment tool as your typical magazine
subscription!
Assure that your name is on this year's LOC! Show others that you appreciate the
Lists. Making a Contribution to support the Lists is fast and easy using your
Credit card or Paypal on the Secure Web Site:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I would like to thank everyone that has so generously made a Contribution thus
far in this year's List Fund Raiser! Remember that its YOUR support that keeps
these Lists going and improving! Don't forget to include a little comment about
how the Lists have
helped you!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] - Last Official Day of List Fund Raiser! |
Dear Listers,
It's November 30th and that always means a couple of things. Its my birthday again
- 54! :-) But it also means that it's that last official day of the Matronics
Email List Fund Raiser! If you been thinking about picking up one of those
really nice incentive gifts now is the time to jump on it!!
If you've been meaning to make a Contribution this month but have been putting
it off for some reason, NOW is the time!
I will be posting the List of Contributors in a few days, so you'll probably want
to be known as a person that supported the Lists!
I want to thank everyone that has so generously made a Contribution this year in
support of our Lists. It is your generosity that keeps this operation running
and I don't ever forget it.
The List Contribution Web Site is fast and easy. Please support our habit by making
your Contribution right now:
http://www.matronics.com/contribution
Or, by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
Thank you in advance!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | 2017 List of Contributors |
Dear Listers,
The 2017 Matronics Email List and Forum Fund Raiser officially ended a couple of
weeks ago and it's time that I published this year's List of Contributors (LOC).
It is the people on this list that directly make these Email Lists and Forums
possible! Their generous
Contributions keep the servers and Internet connection up and running!
You can still show your support this year and pick up a great gift at the same
time. The Contribution Web Site is fast, easy, and secure:
http://www.matronics.com/contribution
Or, by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
And finally, I'm proud to present The 2017 Fund Raiser List of Contributors:
http://www.matronics.com/loc
Thank you again to everyone that made a Contribution this year!!
Matt Dralle
Matronics Email List & Forum Administrator
________________________________________________________________________________
| Subject: | New Rotax oil filter wrench |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi All,
Wrench's took longer than expected due to holidays, but they are ready to go.
They are in and ready to ship. The cost is $24 plus $5 for shipping in the US.
The total is $29.
You can pay on PayPal and make the payment to roger(at)lsamechanic.com or you can
send a personal check to:
Roger Lee 9531 E. Lochnay Lane Tucson, AZ 85747
Then send me your address here to where you want it shipped. It will come US Mail.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477214#477214
Attachments:
http://forums.matronics.com//files/the_solution_2_137.jpg
________________________________________________________________________________
| Subject: | New Rotax Service class |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Note*** When you call California Power Systems to sign up make sure you tell them
it is for the Tucson, AZ class in Feb. so it isn't confused with some other
class..
New Rotax 912UL/ULS & 912iS Service Class
Conducted by Rotax Instructor Roger Lee in Tucson, AZ
In conjunction with California Power Systems
Come join us for a new and exciting Service class.
Lots of hands on so don't miss it!
http://www.cps-parts.com/catalog/rtxpages/912service-inspclass.php
April 14th & 15th
(Saturday & Sunday)
This class is a must for an Owner, LSRM or an A&P mechanic to develop their 912
series inspection skills and knowledge.
This class will focus on a hands on approach to completing a 100 hour / annual
condition inspection. The class will differ from other Service rated classes as
it will spend less classroom time and a lot of hands on time with a live engine
performing a 100 hour / Annual Condition Inspection. You will be able to ask
on the spot questions and solve problems on the live engine while developing
and expanding your 912 inspection skills and knowledge base. We will have classroom
in the morning Saturday and Sunday (Feb. 4 & 5th) and spend both afternoons
doing an annual inspection on an in-service and operational 912 engine.
The afternoons will be spent in the hangar and everyone will be turning wrenches
and performing task. You WILL understand a carb sync at the end of this class.
JWe will have the Maintenance manual out and will follow the inspection procedures.
At the end of this class you should be well grounded in the performance
of a 100 hour / annual condition inspection. You will receive a Rotax Service
certificate for successful completion of this class.
Our classroom is air conditioned and comfortable. The hangar is air conditioned
temperature controlled with a bathroom. Minimum limit is 4 students with a cap
of 12. The class size is limited to make sure everyone gets to participate so
dont procrastinate and sign up now. Class times will be 8 a.m. to 5 p.m.
Fly into Tucson International Airport (TIA) or fly your own plane into Ryan Airfield.
Classes are Saturday and Sunday. All rental cars are on site at Tucson
International Airport or Enterprise will pick you up if you fly into Ryan Airfield.
Several hotels are just hundreds of yards down the street at TIA. Ryan Airport
(KRYN) is only 10-12 minute drive. The entire experience is convenient
and comfortable.
For additional information or to sign up call Brain Toepfer at CPS in CA at 951-549-7786
ext. 302 or email bryantoepfer@cps-parts.com. For additional class details
call Roger Lee in Tucson, AZ at 520-574-1080.
CLASS OVERVIEW:
This is a two day 16 hour class that qualifies graduates to maintain 912 series
engines under ASTM standards as set forth by the Light Sport Aircraft (LSA) regulations.
Passing a written exam is required for Rotax certification and graduates
will be issued an IRMT (Independent Rotax Maintenance Technician) badge
and service number valid for two years.
This course will supply attendees with the following information and skills:
Rotax History and Product Familiarization
Senders and Instrumentation
Gearbox : The internal workings and maintenance
Propeller considerations, adjustment and its effects on your engine
Hose inspection, maintenance and considerations
Oil System workings, maintenance and considerations
Cooling System workings, maintenance and considerations
Fuel System workings, maintenance and considerations
Carburetor workings, maintenance and keeping them in sync
Ignition Theory
Compression and why its important, what it tells us and performance of a real
compression test
Troubleshooting
Scheduled Maintenance
Maintenance Documentation
MATERIALS:
All tools, reading materials, and supplies will be provided, however you should
bring a laptop or tablet to view the manuals or do any research. A free WIFI
connection is available in the classroom.
http://www.cps-parts.com/catalog/rtxpages/912service-inspclass.php
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477216#477216
________________________________________________________________________________
| Subject: | Re: New Rotax oil filter wrench |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
You guys need to try this wrench. Makes oil filter time a snap.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=477498#477498
________________________________________________________________________________
| Subject: | Re: New Rotax oil filter wrench |
| From: | "Remi Guerner" <air.guerner(at)orange.fr> |
Roger,
I purchased a similar expensive wrench a few years ago. It was working very well.
Now I have to trash it just because the idiots from Rotax changed the shape
of the filter. The question is: when are they going to change the shape of that
filter once again?
Regards
Remi
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478266#478266
________________________________________________________________________________
| From: | FLYaDIVE <flyadive(at)gmail.com> |
| Subject: | Re: New Rotax oil filter wrench |
Change is good. Stupidity is not!
Why couldn=99t they get it right the first time? After all, there ar
e only
hundreds of thousands of engines out their couldn=99t they learn?
On Monday, February 26, 2018, Remi Guerner wrote:
> air.guerner(at)orange.fr>
>
> Roger,
> I purchased a similar expensive wrench a few years ago. It was working
> very well. Now I have to trash it just because the idiots from Rotax
> changed the shape of the filter. The question is: when are they going to
> change the shape of that filter once again?
> Regards
> Remi
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=478266#478266
>
>
===========
===========
===========
===========
===========
>
>
--
Barry
"Chop'd Liver"
If you wash your hands before you go to the bathroom you may have the
makings of a Crew Chief.
________________________________________________________________________________
| Subject: | Re: New Rotax oil filter wrench |
| From: | GTH <gilles.thesee(at)free.fr> |
/Le 26/02/2018 14:21, FLYaDIVE a crit://
/
> /
> /
> /
> /
> /Why couldnt they get it right the first time? After all, there are
> only hundreds of thousands of engines out their couldnt they learn?/
Hi all,
Chances are Rotax is not the manufacturer of their oil filters, they
just have their logo painted on off-the-shelf products.
This inexpensive autostore model never let me down in years, be it
bikes, cars, airplanes, boats.
Rsultat de recherche d'images pour "oil filter wrench"
FWIW
--
Best regards,
Gilles
http://contrails.free.fr
http://lapierre.skunkworks.free.fr
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
| Subject: | Re: New Rotax oil filter wrench |
Go to HFT and get their set of oil filter sockets. Less than $20 and you're
good to go. Even less with one of their 20 or 25% discount coupons.
https://www.harborfreight.com/3-Pc-Oil-Filter-Sockets-DomesticEuropeanAsian
-63741.html
Rick
<http://www.avg.com/email-signature?utm_medium=email&utm_source=link&ut
m_campaign=sig-email&utm_content=webmail>
Virus-free.
www.avg.com
<http://www.avg.com/email-signature?utm_medium=email&utm_source=link&ut
m_campaign=sig-email&utm_content=webmail>
<#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
On Mon, Feb 26, 2018 at 11:30 AM, GTH wrote:
> *Le 26/02/2018 =C3- 14:21, FLYaDIVE a =C3=A9crit :*
>
>
> *Why couldn=99t they get it right the first time? After all, there
are only
> hundreds of thousands of engines out their couldn=99t they learn?*
>
>
> Hi all,
>
> Chances are Rotax is not the manufacturer of their oil filters, they just
> have their logo painted on off-the-shelf products.
> This inexpensive autostore model never let me down in years, be it bikes,
> cars, airplanes, boats.
>
> [image: R=C3=A9sultat de recherche d'images pour "oil filter wrench"]
> FWIW
> --
> Best regards,
> Gilles
> http://contrails.free.fr
> http://lapierre.skunkworks.free.fr
>
--
=9CBlessed are the cracked, for they shall let in the light.=9D
Groucho Marx
<http://www.goodreads.com/author/show/43244.Groucho_Marx>
________________________________________________________________________________
| Subject: | Re: New Rotax Service class |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Just a reminder of this up coming class. We limit the seats to 12 because of all
the hands on time so if you are thinking of coming please call CPS and let them
know as soon as possible.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478335#478335
________________________________________________________________________________
| Subject: | Re: New Rotax Service class |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
3 weeks left and just a couple seats left.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=478743#478743
________________________________________________________________________________
| Subject: | AirNav.com Now Linked to Airport Courtesy Cars |
| From: | "gbrasch" <airportcars101(at)gmail.com> |
Airport Courtesy Cars website has been updated to link to AirNav.com. Click on
any of the over 1,850 airport IDs within the site and you will be taken to the
AirNav.com page for that airport. Please note Airport Courtesy Cars is now
fully web based and works on any device. We have also added many locations with
MOGAS. Have a great flying season and please consider a small donation to
keep this site running and get your name added to the donor page. Thanks, Glenn
--------
Glenn Brasch
RV-9A Flying
Medevac Helicopter Pilot (Ret)
Owner, "Airport Courtesy Cars" Website www.airportcourtesycars.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479068#479068
________________________________________________________________________________
| Subject: | Re: AirNav.com Now Linked to Airport Courtesy Cars |
| From: | "AmphibFlyer" <SeaRey(at)AbstractConcreteWorks.com> |
Thanks, Glenn. That's a helpful service--especially because some airports that
brag about courtesy cars don't have them readily available.
For MOGAS, can you identify airports that have hi-test (premium) car gas that is
required for most Rotax four-stroke engines? (Nearly all S-LSAs are powered
by those engines.)
The term MOGAS has historically meant 87 octane regular-grade car gas, which is
not suitable for any Rotax engine more powerful than the little 80 hp 912. So
when I travel with my Rotax 914 Searey, I rarely bother to look for "MOGAS."
Instead, I look for airports located close to conventional gas stations. Or I
just buy 100LL and support the airport.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479121#479121
________________________________________________________________________________
| Subject: | Re: AirNav.com Now Linked to Airport Courtesy Cars |
| From: | "gbrasch" <airportcars101(at)gmail.com> |
Thanks for the info. I am learning more about Rotax engines since I am involved in an RV-12 project with some kids. If you are interested you can view it at www.SoAZTeenAviation.org I will keep an eye out for premium fuels and label them as such. Glenn
--------
Glenn Brasch
RV-9A Flying
Medevac Helicopter Pilot (Ret)
Owner, "Airport Courtesy Cars" Website www.airportcourtesycars.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479123#479123
________________________________________________________________________________
| From: | <hgmckay(at)bellsouth.net> |
| Subject: | 912 Cylinder head coolant temperature Gauge |
I have the new cylinder heads on my 912 UL engine. I am measuring the
coolant temperature using the normal Rotax (VDO) gauge. During engine
operation my gauge needle is quickly fluctuating (swinging) as much as
10 to 30 degrees Celsius between zero and 80 degrees C. After landing
and engine ignition circuits are cut off and the engine stopped, but
with current still on the instruments (i.e. key on the
=9Con=9D position the VDO gauge needle is steady at 80
degrees C. As the engine cools the needle drops. The wiring and
connections from the sensors to the gauge are sound and tight. Could I
have a problem with the coolant pump on the engine varying the coolant
flow and thereby causing the sudden temperature variation indications on
the VDO gauge? Any ideas or suggestions?
Hugh G. McKay III, P.E. Fellow, L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
email hgmckay(at)bellsouth.net
http://www.wwegeo.com
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 912 Cylinder head coolant temperature Gauge |
Make sure all the air has been bled out of the cooling system.
How is your coolant recovery tank behaving? Normal?
john h
mkIII
Titus, Alabama
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of
hgmckay(at)bellsouth.net
Sent: Saturday, April 14, 2018 2:08 PM
Subject: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
I have the new cylinder heads on my 912 UL engine. I am measuring the
coolant temperature using the normal Rotax (VDO) gauge. During engine
operation my gauge needle is quickly fluctuating (swinging) as much as
10 to 30 degrees Celsius between zero and 80 degrees C. After landing
and engine ignition circuits are cut off and the engine stopped, but
with current still on the instruments (i.e. key on the
=9Con=9D position the VDO gauge needle is steady at 80
degrees C. As the engine cools the needle drops. The wiring and
connections from the sensors to the gauge are sound and tight. Could I
have a problem with the coolant pump on the engine varying the coolant
flow and thereby causing the sudden temperature variation indications on
the VDO gauge? Any ideas or suggestions?
Hugh G. McKay III, P.E. Fellow, L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
email hgmckay(at)bellsouth.net
http://www.wwegeo.com
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
I am thinking the same way John is. You have an air bubble, and is has to be
burped. The other option, as always, is a loose wire.
Bill Sullivan
Tarboro, NC (recently escaped
from Connecticut!)
--------------------------------------------
On Sat, 4/14/18, wrote:
Subject: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
To: "Rotax Engines"
Date: Saturday, April 14, 2018, 3:08 PM
I have the new cylinder heads on my 912 UL engine. I am
measuring the
coolant temperature using the normal Rotax (VDO) gauge.
During engine operation
my gauge needle is quickly fluctuating (swinging) as much as
10 to 30 degrees
Ph. 704-661-8271
Fax
704-483-5466
email
hgmckay(at)bellsouth.net
http://www.wwegeo.com
________________________________________________________________________________
| Subject: | 912 Cylinder head coolant temperature Gauge |
| From: | John Elling <jelling(at)newmexico.com> |
I had a problem like this and finally solved it with a resistor, 1kohm I
think, in line with the probe. It is the same fix they recommend for
the tach.
> I have the new cylinder heads on my 912 UL engine. I am measuring the
> coolant temperature using the normal Rotax (VDO) gauge. During engine
> operation my gauge needle is quickly fluctuating (swinging) as much as
> 10 to 30 degrees Celsius between zero and 80 degrees C. After landing
> and engine ignition circuits are cut off and the engine stopped, but
> with current still on the instruments (i.e. key on the
> =9Con=9D position the VDO gauge needle is steady at 80
> degrees C. As the engine cools the needle drops. The wiring and
> connections from the sensors to the gauge are sound and tight. Could I
> have a problem with the coolant pump on the engine varying the coolant
> flow and thereby causing the sudden temperature variation indications on
> the VDO gauge? Any ideas or suggestions?
>
> Hugh G. McKay III, P.E. Fellow, L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> email hgmckay(at)bellsouth.net
> http://www.wwegeo.com
>
>
________________________________________________________________________________
| From: | <hgmckay(at)bellsouth.net> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
Bill,
I know how to "burp" the oil system, but I have never heard of "burping" the
coolant system. How is that done?
Hugh G. McKay III, P.E. Fellow, L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
email hgmckay(at)bellsouth.net
http://www.wwegeo.com
-----Original Message-----
From: william sullivan
Sent: Saturday, April 14, 2018 4:41 PM
Subject: Re: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
I am thinking the same way John is. You have an air bubble, and is has to
be burped. The other option, as always, is a loose wire.
Bill Sullivan
Tarboro, NC (recently
escaped from Connecticut!)
--------------------------------------------
On Sat, 4/14/18, wrote:
Subject: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
Date: Saturday, April 14, 2018, 3:08 PM
I have the new cylinder heads on my 912 UL engine. I am
measuring the
coolant temperature using the normal Rotax (VDO) gauge.
During engine operation
my gauge needle is quickly fluctuating (swinging) as much as
10 to 30 degrees
Ph. 704-661-8271
Fax
704-483-5466
email
hgmckay(at)bellsouth.net
http://www.wwegeo.com
________________________________________________________________________________
| From: | william sullivan <williamtsullivan(at)att.net> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
I have to plead ignorance on Rotax, but a number of automotive engines will hide
an air bubble in the cooling system. The old Jeep 4.0 liter straight 6 was
always doing that. You filled it up after working on it, and had to keep filling
it for a few days until all of the air worked out of it. Maybe John Hauck
knows. It used to drive me nuts, thinking I had a leak and not finding it.
I would just fill it, run it, fill it, and run it over a few days, cooling off
in between runs.
Bill Sullivan
--------------------------------------------
On Tue, 4/17/18, wrote:
Subject: Re: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
To: rotaxengines-list(at)matronics.com
Date: Tuesday, April 17, 2018, 4:27 PM
Bill,
I know how to "burp" the oil system,
but I have never heard of "burping" the
coolant system. How is that done?
Hugh G. McKay III, P.E. Fellow, L.M.
ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
email hgmckay(at)bellsouth.net
http://www.wwegeo.com
-----Original Message-----
From: william sullivan
Sent: Saturday, April 14, 2018 4:41 PM
To: rotaxengines-list(at)matronics.com
Subject: Re: RotaxEngines-List: 912
Cylinder head coolant temperature Gauge
--> RotaxEngines-List message posted
by: william sullivan
I am thinking the same way John
is. You have an air bubble, and is has to
be burped. The other option, as
always, is a loose wire.
Bill Sullivan
Tarboro, NC
(recently
escaped from Connecticut!)
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | 912 Cylinder head coolant temperature Gauge |
Here is how I do it. After draining and refilling, I raise the tail higher than
the nose, MKIII is a tail dragger, and back down. Top it off and rock it up
and back down until I can't put any more coolant into the header tank.
I bleed air the same way you describe Bill S. Until the header tank is completely
full after a flight, shut down, and cool down, I check the header tank. I
keep doing this procedure until all the air is gone. Do the same thing with
all my other water cooled engines to bleed air.
When all air is gone the coolant recovery tank will hit its high mark with the
engine hot and suck coolant out of the coolant recovery tank as it cools. This
keeps air out of the system.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of william sullivan
Sent: Tuesday, April 17, 2018 3:47 PM
Subject: Re: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
I have to plead ignorance on Rotax, but a number of automotive engines will hide
an air bubble in the cooling system. The old Jeep 4.0 liter straight 6 was
always doing that. You filled it up after working on it, and had to keep filling
it for a few days until all of the air worked out of it. Maybe John Hauck
knows. It used to drive me nuts, thinking I had a leak and not finding it.
I would just fill it, run it, fill it, and run it over a few days, cooling off
in between runs.
Bill Sullivan
--------------------------------------------
On Tue, 4/17/18, wrote:
Subject: Re: RotaxEngines-List: 912 Cylinder head coolant temperature Gauge
To: rotaxengines-list(at)matronics.com
Date: Tuesday, April 17, 2018, 4:27 PM
Bill,
I know how to "burp" the oil system,
but I have never heard of "burping" the
coolant system. How is that done?
Hugh G. McKay III, P.E. Fellow, L.M.
ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
email hgmckay(at)bellsouth.net
http://www.wwegeo.com
-----Original Message-----
From: william sullivan
Sent: Saturday, April 14, 2018 4:41 PM
To: rotaxengines-list(at)matronics.com
Subject: Re: RotaxEngines-List: 912
Cylinder head coolant temperature Gauge
--> RotaxEngines-List message posted
by: william sullivan
I am thinking the same way John
is. You have an air bubble, and is has to
be burped. The other option, as
always, is a loose wire.
Bill Sullivan
Tarboro, NC
(recently
escaped from Connecticut!)
________________________________________________________________________________
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
The coolant system in the 912 is an open system. The fluid seeks its own level
and rarely ever needs more after filling. Because it is an open system it is also
very easy to evacuate the entire tire system.
Fill and go. With all the hoses changes I do every year I never have trapped air
that made a difference.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479413#479413
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
I thought I was flying with a closed cooling system all these years. If it
has a pressure cap and coolant recovery system, I call that a closed system.
An open system would be like my old antique tractors, unpressurised and open
to the atmosphere.
I really don't know of an open system on a modern water cooled engine.
Set me straight if I am wrong. Not trying to be argumentative.
I do know the three 912 engines I have owned since 1993, all required
bleeding air and fill/top off through the header tank. There are places in
the engine that do trap air. Maybe the newer engines have different
castings.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Roger Lee
Sent: Tuesday, April 17, 2018 8:22 PM
Subject: RotaxEngines-List: Re: 912 Cylinder head coolant temperature Gauge
The coolant system in the 912 is an open system. The fluid seeks its own
level and rarely ever needs more after filling. Because it is an open system
it is also very easy to evacuate the entire tire system.
Fill and go. With all the hoses changes I do every year I never have trapped
air that made a difference.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479413#479413
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
Roger Lee:
Took a quick look in the Rotax 912 Installation Manual. It describes the
cooling system as closed.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of John
Hauck
Sent: Tuesday, April 17, 2018 9:28 PM
Subject: RE: RotaxEngines-List: Re: 912 Cylinder head coolant temperature
Gauge
I thought I was flying with a closed cooling system all these years. If it
has a pressure cap and coolant recovery system, I call that a closed system.
An open system would be like my old antique tractors, unpressurised and open
to the atmosphere.
I really don't know of an open system on a modern water cooled engine.
Set me straight if I am wrong. Not trying to be argumentative.
I do know the three 912 engines I have owned since 1993, all required
bleeding air and fill/top off through the header tank. There are places in
the engine that do trap air. Maybe the newer engines have different
castings.
john h
mkIII
Titus, Alabama
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Roger Lee
Sent: Tuesday, April 17, 2018 8:22 PM
Subject: RotaxEngines-List: Re: 912 Cylinder head coolant temperature Gauge
The coolant system in the 912 is an open system. The fluid seeks its own
level and rarely ever needs more after filling. Because it is an open system
it is also very easy to evacuate the entire tire system.
Fill and go. With all the hoses changes I do every year I never have trapped
air that made a difference.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479413#479413
________________________________________________________________________________
| From: | Dave <daberti(at)sbcglobal.net> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
Youre right on. And without the overflow tank with a hose submerged in coolant
you will never get rid of the air.
Dave Alberti
> On Apr 17, 2018, at 9:28 PM, John Hauck wrote:
>
>
> I thought I was flying with a closed cooling system all these years. If it
> has a pressure cap and coolant recovery system, I call that a closed system.
>
> An open system would be like my old antique tractors, unpressurised and open
> to the atmosphere.
>
> I really don't know of an open system on a modern water cooled engine.
>
> Set me straight if I am wrong. Not trying to be argumentative.
>
> I do know the three 912 engines I have owned since 1993, all required
> bleeding air and fill/top off through the header tank. There are places in
> the engine that do trap air. Maybe the newer engines have different
> castings.
>
> john h
> mkIII
> Titus, Alabama
>
>
>
>
> -----Original Message-----
> From: owner-rotaxengines-list-server(at)matronics.com
> [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Roger Lee
> Sent: Tuesday, April 17, 2018 8:22 PM
> To: rotaxengines-list(at)matronics.com
> Subject: RotaxEngines-List: Re: 912 Cylinder head coolant temperature Gauge
>
>
> The coolant system in the 912 is an open system. The fluid seeks its own
> level and rarely ever needs more after filling. Because it is an open system
> it is also very easy to evacuate the entire tire system.
>
> Fill and go. With all the hoses changes I do every year I never have trapped
> air that made a difference.
>
> --------
> Roger Lee
> Tucson, Az.
> Rotax Instructor & Rotax IRC
> Light Sport Repairman
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=479413#479413
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | MacDonald Doug <dougsnash(at)yahoo.com> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
Another source of temperature spikes I have found is with the absolute jun
k VDO gauges that tend to develop erratic needle swings as they age.=C2-
I spent one summer changing out well over 1000 dollars worth of electrical
components chasing "voltage spikes" on=C2- my CH-701 only to find out the
problem was a bad VDO gauge.=C2- I had even tried another (albeit used)
VDO voltage gauge and still had the same "spikes".=C2- Turned out it was
the crap VDO volt meters and there was actually nothing wrong with my elect
rical system.=C2- Since then, I have been slowly converting my panel over
to Stewart Warner gauges and have been happy with the results.=C2- I hav
e an erratic oil temperature gauge right now that will be getting replaced
at annual.
While I won't claim to be an expert and know very little of the OP's proble
m, he did mention he has a VDO gauge and I would replace that before gettin
g to carried away chasing a potentially phantom engine problem.
Doug MCH-701/ 912-UL
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
Since the early days, ultralight pilots have freaked out over instrument
indications. They spent hours and lots of money, and probably destroyed
lots of engines and airplanes chasing engine instruments, trying to get
that two stroke engine dialed in perfectly. I think of all the other
two stroke engines in my life back then that had no instrumentation.
Never worried about EGT and other temps. They seemed to run forever
with good fuel and oil, and a new spark plug every once in a while.
Usual the problem was improper prop loading. Rotax did a good job of
setting up the engines at the factory, but if the Westach instrument
told them their EGT was a little high or low, they'd start chasing their
tail, changing jets, needles, spark plugs, and anything else they could
find to change. I was one of them.
I have a situation with my 9121ULS that irritates me. I randomly get
low oil pressure and high engine oil temp indications. I was on a
flight to Oregon many years ago when this first started happening. Was
irritating, but proved to be harmless. It is still happening, but the
temps are always reading the same, even though they are incorrect.
Annoying, but not critical. BTW, they are VDO marine gauges. I can
shut down the battery and the indications return to normal. Must be
wiring, probably poor grounding, or the gauges.
john h
mkIII
Titus, Alabama
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of
MacDonald Doug
Sent: Wednesday, April 18, 2018 6:16 AM
Subject: RotaxEngines-List: Re: 912 Cylinder head coolant temperature
Gauge
Another source of temperature spikes I have found is with the absolute
junk VDO gauges that tend to develop erratic needle swings as they age.
I spent one summer changing out well over 1000 dollars worth of
electrical components chasing "voltage spikes" on my CH-701 only to
find out the problem was a bad VDO gauge. I had even tried another
(albeit used) VDO voltage gauge and still had the same "spikes". Turned
out it was the crap VDO volt meters and there was actually nothing wrong
with my electrical system. Since then, I have been slowly converting my
panel over to Stewart Warner gauges and have been happy with the
results. I have an erratic oil temperature gauge right now that will be
getting replaced at annual.
While I won't claim to be an expert and know very little of the OP's
problem, he did mention he has a VDO gauge and I would replace that
before getting to carried away chasing a potentially phantom engine
problem.
Doug M
CH-701/ 912-UL
________________________________________________________________________________
| Subject: | Re: 912 Cylinder head coolant temperature Gauge |
| From: | "rampil" <ira.rampil(at)gmail.com> |
My 2 cents as an EE:
There are NO rapid temperature changes. Not physically possible.
How much energy do you think is available to heat and COOL the coolant
through wide swings.
VDO are cheap crappy mechanical gauges, emphasis on cheap crap.
Automotive or snowmobile quality, no better. I like Rotax hardware, but the
VDO garbage should be thrown away on delivery and replaced with
airworthy meters.
The temp. swings are most likely vibration induced mechanical resonances
in the needle/coil/spring system in the indicator.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479432#479432
________________________________________________________________________________
| Subject: | Rotax 914 - at which CHT does the coolant boil? |
| From: | "Roland" <schmidtroland(at)web.de> |
Hi,
this year again an extended ground run was necessary at the holding point at the
AERO in Friedrichshafen.
Since I had to taxi in OAT of 25C/77F first on soft ground with high power and
thereafter in a stiff tailwind to the end of the runway to wait in the queue,
my CHT climbed to 122C/251F. After I positioned myself a bit into the wind and
close behind a Mooney to profit from its propwash the CHT settled on 118C/244F
and decreased fast to normal after take off.
Does anyone know, how the CHT correspond with the actual coolant temperatures?
At which CHT is it advisable to shut down the engine?
Regards
Roland
PH-ZTI
Europa XS TG 914
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479564#479564
________________________________________________________________________________
| From: | Jim Thomson <mojaveclimber(at)gmail.com> |
| Subject: | Re: Rotax 914 - at which CHT does the coolant boil? |
Roland:
May I recommend Wayne's Waterless Coolant for your R912 application. There
are a number of advantages over traditional water/ethylene/glycol coolant.
The higher boiling point reduces internal flash boiling within your engine,
your specific concern with over heating on the ramp would be reduced and
likely eliminated. Further advantages, less internal corrosion, improved
heat transfer, lower cooling system pressure. This coolant is popular in
NASCAR, Off Road racing, and has worked well for me in my R582 powered Mk3
and my Ford Ranger Prerunner. You may want to review these two links.
Tailwinds to you
https://www.evanscoolant.com/how-it-works/
https://www.evanscoolant.com/how-it-works/
Jim
On Thu, Apr 26, 2018 at 3:32 AM, Roland wrote:
>
> Hi,
>
> this year again an extended ground run was necessary at the holding point
> at the AERO in Friedrichshafen.
>
> Since I had to taxi in OAT of 25=C2=B0C/77=C2=B0F first on soft ground wi
th high
> power and thereafter in a stiff tailwind to the end of the runway to wait
> in the queue, my CHT climbed to 122=C2=B0C/251=C2=B0F. After I positioned
myself a
> bit into the wind and close behind a Mooney to profit from its propwash t
he
> CHT settled on 118=C2=B0C/244=C2=B0F and decreased fast to normal after t
ake off.
>
> Does anyone know, how the CHT correspond with the actual coolant
> temperatures? At which CHT is it advisable to shut down the engine?
>
> Regards
> Roland
> PH-ZTI
> Europa XS TG 914
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=479564#479564
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| Subject: | Re: Rotax 914 - at which CHT does the coolant boil? |
| From: | "Roland" <schmidtroland(at)web.de> |
Thanks, Jim.
But Evans carries a temperature penalty of up to 30F in a cowled Rotax-installation,
thus bringing my engine to the CHT-limit.
During flight the temperatures are ideal. Problems only on ground and in adverse
conditions.
Regards
Roland
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479587#479587
________________________________________________________________________________
| Subject: | Flickering Alt Light |
| From: | "h&jeuropa" <butcher43(at)att.net> |
The alt light (its a LED, not incandescent) on my Rotax 914 (over 900 hours) has
started to flicker even when at cruise (5000 rpm). It has often flickered when
at low rpm and it always turns full on when the engine is not running. I
have two Hall amp sensors but I can only display one at a time. At cruise, the
amps being delivered by the Rotax system are about 8 to 10 which I what I expect
given the loads turned on. At cruise the amps measured at the battery are
roughly 0, the indication will vary a little from +1 or 2 to 1 or 2 which I
take to be instrument error. The bus voltage is around 13.3 prior to engine
start. After start it slowly climbs to about 14.4 after 20-30 minutes of cruise.
The aircraft is wired in accordance with AeroElectric Z-16. The battery is an
EarthX ETX680 and its monitoring circuit does not show any problem. I switched
from lead acid to EarthX ETX36 in 2014 and in March 2017 changed to ETX 680C.
Ive only had this problem recently. Everything was normal at first after installing
the ETX680C.
In 2014 I added external diodes to supplement the original Ducatti (PN 343620)
regulator/rectifier and a few months later I replaced that Ducatti R/R as the
alt light was illuminating while operation seemed normal. The replacement was
the later model Ducatti (PN 362001) but I left the diodes in place.
I discovered (I think during 2017) that the Rotax system was not delivering a high
enough voltage to keep the EarthX fully charged. I added a diode in series
in the C lead to boost the voltage. While troubleshooting the charging problem
I changed back to the original Ducatti which has operated fine until the recent
flickering issue.
I cant decide if I have a battery problem or a Rotax/Ducatti problem.
Jim Butcher
Europa XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479596#479596
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Flickering Alt Light |
One thing to check would be the regulator-rectifier connector. There have
been reports of bad connections and even connector melt downs associated
with poor installation and/or inadequate strain relief at that point.
On Fri, Apr 27, 2018 at 7:58 AM, h&jeuropa wrote:
> butcher43(at)att.net>
>
> The alt light (it=99s a LED, not incandescent) on my Rotax 914 (ove
r 900
> hours) has started to flicker even when at cruise (5000 rpm). It has oft
en
> flickered when at low rpm and it always turns full on when the engine is
> not running. I have two Hall amp sensors but I can only display one at a
> time. At cruise, the amps being delivered by the Rotax system are about
8
> to 10 which I what I expect given the loads turned on. At cruise the amp
s
> measured at the battery are roughly 0, the indication will vary a little
> from +1 or 2 to =93 1 or 2 which I take to be instrument error. T
he bus
> voltage is around 13.3 prior to engine start. After start it slowly clim
bs
> to about 14.4 after 20-30 minutes of cruise.
>
> The aircraft is wired in accordance with AeroElectric Z-16. The battery
> is an EarthX ETX680 and its monitoring circuit does not show any problem.
> I switched from lead acid to EarthX ETX36 in 2014 and in March 2017
> changed to ETX 680C. I=99ve only had this problem recently. Everyt
hing was
> normal at first after installing the ETX680C.
>
> In 2014 I added external diodes to supplement the original Ducatti (PN
> 343620) regulator/rectifier and a few months later I replaced that Ducatt
i
> R/R as the alt light was illuminating while operation seemed normal. Th
e
> replacement was the later model Ducatti (PN 362001) but I left the diodes
> in place.
>
> I discovered (I think during 2017) that the Rotax system was not
> delivering a high enough voltage to keep the EarthX fully charged. I add
ed
> a diode in series in the C lead to boost the voltage. While
> troubleshooting the charging problem I changed back to the original Ducat
ti
> which has operated fine until the recent flickering issue.
>
> I can=99t decide if I have a battery problem or a Rotax/Ducatti pro
blem.
>
> Jim Butcher
> Europa XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=479596#479596
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| Subject: | Re: Flickering Alt Light |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Most times this is just a poor ground or lose wire especially since you have done
the other things. That said you may want to double check your work connections.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479845#479845
________________________________________________________________________________
| Subject: | Re: Rotax 914 - at which CHT does the coolant boil? |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Rotax does not recommend waterless coolant any more after their poor experiences
with Evans. What they do recommend is Dex Cool 50/50. Waterless coolants carry
that higher 25-30F temperature penalty because water absorbs temp quicker and
releases it. Waterless coolant doesn't release heat fast enough.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479853#479853
________________________________________________________________________________
| Subject: | Re: Rotax 914 - at which CHT does the coolant boil? |
| From: | "Roland" <schmidtroland(at)web.de> |
That's the problem, Roger. There's no advantage for me, if the coolant doesn't
boil but I exceed the CHT-limit.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479854#479854
________________________________________________________________________________
| Subject: | Re: Rotax 914 - at which CHT does the coolant boil? |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Most of the time you can fix the cause of the overheat. Waterless coolant is just
putting a band aid on or fixing the result.
Check all hoses to see if one has a reduced radius, move hoses away from exhaust
pipes of mufflers or apply more heat shielding, Wrap the exhaust pipes with
header wrap cloth, change the air flow through the cowl (possible opening the
cooling inlet areas), if you have the smaller radiator see if the larger one will
fit, make sure you have the 1.2 bar pressure cap and not the .9 bar cap.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479863#479863
________________________________________________________________________________
| Subject: | Possible loan of carburettors for 80 hp 912UL |
| From: | "italianjon" <jon.catilli(at)gmail.com> |
All,
I'm based in southern Germany. Does any have have a spare set of carburettors for
the 80HP 912 UL, preferably with the 158 main jet, that they could send me
for a few weeks.
I'm trying to eliminate the carburettors from a problem, and aim to do this by
swapping them and seeing how the effect changes.
Best
Jon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480271#480271
________________________________________________________________________________
| From: | =?UTF-8?B?TmFkw6hnZSBT?= <nadege.pilot(at)gmail.com> |
Hi all,
I'm planning to get the Rotax 915iS for my aircraft but I have some
questions with regards to the exhaust pipe.
It's coming out at 90=C2=B0 from the engine (and what would be the engine
cowling given where it is) for about 10". What can be done to it to make it
more aerodynamic without voiding the warranty?
Now, looking at connecting it to my Vertical power VP-X Pro, given the fact
it has 2 alternators working in a specific manner (controlled by the Rotax
ECU) how do I wire them? Like a single alternator? I'm thinking of putting
a backup alternator (rather than a backup battery), Would it be connected
to the VPX as 2nd alternator then?
And one more question to people who have installed a VP-X with a Rotax
912is, what types/models of switches have you used for the alternators?
Thanks a lot for your answers...I'm struggling a bit here!
Nadege S
________________________________________________________________________________
| Subject: | Re: Flickering Alt Light |
| From: | "h&jeuropa" <butcher43(at)att.net> |
The problem has been solved by replacing the LED with a 1 1/2 watt incandescent
lamp. The install manual calls for 3 watt but thats not available in the size
I need.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480586#480586
________________________________________________________________________________
| Subject: | Rotax Service Class Oct. 6 & 7, 2018 in Tucson, AZ |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Note*** When you call California Power Systems to sign up make sure you tell them
it is for the Tucson, AZ class in October so it isn't confused with some other
class..
New Rotax 912UL/ULS & 912iS Service Class
Conducted by Rotax Instructor Roger Lee in Tucson, AZ
In conjunction with California Power Systems
Come join us for a new and exciting Service class.
Lots of hands on so don't miss it!
http://www.cps-parts.com/catalog/rtxpages/912service-inspclass.php
Oct. 6th & 7th, 2018
(Saturday & Sunday)
This class is a must for an Owner, LSRM or an A&P mechanic to develop their 912
series inspection skills and knowledge.
This class will focus on a hands on approach to completing a 100 hour / annual
condition inspection. The class will differ from other Service rated classes as
it will spend less classroom time and a lot of hands on time with a live engine
performing a 100 hour / Annual Condition Inspection. You will be able to ask
on the spot questions and solve problems on the live engine while developing
and expanding your 912 inspection skills and knowledge base. We will have classroom
in the morning Saturday and Sunday (Oct. 6th & 7th) and spend both afternoons
doing an annual inspection on an in-service and operational 912 engine.
The afternoons will be spent in the hangar and everyone will be turning wrenches
and performing task. You WILL understand a carb sync at the end of this class.
We will have the Maintenance manual out and will follow the inspection procedures.
At the end of this class you should be well grounded in the performance
of a 100 hour / annual condition inspection. You will receive a Rotax Service
certificate for successful completion of this class.
Our classroom is air conditioned and comfortable. Maximum student limit of 10.
The class size is limited to make sure everyone gets to participate so dont procrastinate
and sign up now. Class times will be 8 a.m. to 5 p.m.
Fly into Tucson International Airport (TIA) or fly your own plane into Ryan Airfield.
Classes are Saturday and Sunday. All rental cars are on site at Tucson
International Airport or Enterprise will pick you up if you fly into Ryan Airfield.
Several hotels are just hundreds of yards down the street at TIA. Ryan Airport
(KRYN) is only 10-12 minute drive. The entire experience is convenient
and comfortable.
For additional information or to sign up call Brain Toepfer at CPS in CA at 951-549-7786
ext. 302 or email bryantoepfer@cps-parts.com. For additional class details
call Roger Lee in Tucson, AZ at 520-574-1080.
CLASS OVERVIEW:
This is a two day 16 hour class that qualifies graduates to maintain 912 series
engines under ASTM standards as set forth by the Light Sport Aircraft (LSA) regulations.
Passing a written exam is required for Rotax certification and graduates
will be issued an IRMT (Independent Rotax Maintenance Technician) badge
and service number valid for two years.
This course will supply attendees with the following information and skills:
Rotax History and Product Familiarization
Senders and Instrumentation
Gearbox : The internal workings and maintenance
Propeller considerations, adjustment and its effects on your engine
Hose inspection, maintenance and considerations
Oil System workings, maintenance and considerations
Cooling System workings, maintenance and considerations
Fuel System workings, maintenance and considerations
Carburetor workings, maintenance and keeping them in sync
Ignition Theory
Compression and why its important, what it tells us and performance of a real
compression test
Troubleshooting
Scheduled Maintenance
Maintenance Documentation
MATERIALS:
All tools, reading materials, and supplies will be provided, however you should
bring a laptop or tablet to view the manuals or do any research. A free WIFI
connection is available in the classroom.
http://www.cps-parts.com/catalog/rtxpages/912service-inspclass.php
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480925#480925
________________________________________________________________________________
| From: | Dave <daberti(at)sbcglobal.net> |
| Subject: | 912 ULS sudden rough running on mag check |
My engine ran fine on a local flight to a neighboring airport last week. When
leaving, I had some vibration, rough running that is not characteristic to my
engine. I powered up the boost pump and it seemed a little better so I continued
to taxi. Just prior to the run up area I got a few more shakes so I pulled
off to check under the cowling. I found nothing amiss so I continued to checklist
and mag check. My A side ran fine but B dropped 150 or so then ran fine.
I flew the 30 min flight home without incident and arriving at the hanger
did my usual shutdown mag check. The B side shook like crazy and I could not
power through the rough running. Heres what I found.
Grounds all normal. Checking the trigger coils resistance all was normal. I took
the connectors apart and established continuity to the triggers. Checked the
coil primary side and one had no resistance, meaning two cylinders got no spark.
I used a pin and checked the white wire near the coil and got good readings.
Moved the pin 1 inch past the connector and still good. Now I removed the
pin from the connector and the wire felt limp about 1/8 below the pin at the base
of the connector boot. I dissected the wire with an exacto and sure enough
the wire was completely broken.
I was able to repair the connection as the wire was long enough. Put it all back
together and it purrs like a kitten. It actually may be smoother than it
was on more recent flights so Ill bet it was going for some time and finally gave
up the ghost.
Perhaps this will help someone else if they experience similar issues.
Dave Alberti
________________________________________________________________________________
| Subject: | Re: RotaxEngines-List Digest: 1 Msgs - 07/30/18 |
Dave,
=C2-I was going to guess an internal broken wire before I got to end of y
our post as this has happened to me twice and is a common issue in these en
gines.
Dick Maddux=C2-
=C2-
In a message dated 7/31/2018 1:41:24 AM Central Standard Time, rotaxengines
-list(at)matronics.com writes:
=C2-
*
========================
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in HTML for viewing with a web browser and features Hyperlinked Indexes
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r
such as Notepad or with a web browser.
HTML Version:
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RotaxEngines-List Digest Archive
---
Total Messages Posted Mon 07/30/18: 1
----------------------------------------------------------
Today's Message Index:
----------------------
1. 07:51 PM - 912 ULS sudden rough running on mag check (Dave)
________________________________ Message 1 ________________________________
_____
From: Dave <daberti(at)sbcglobal.net>
Subject: RotaxEngines-List: 912 ULS sudden rough running on mag check
My engine ran fine on a local flight to a neighboring airport last week. Wh
en
leaving, I had some vibration, rough running that is not characteristic to
my
engine. I powered up the boost pump and it seemed a little better so I cont
inued
to taxi. Just prior to the run up area I got a few more shakes so I pulled
off to check under the cowling. I found nothing amiss so I continued to che
cklist
and mag check. My A side ran fine but B dropped 150 or so then ran fine.
I flew the 30 min flight home without incident and arriving at the hanger
did my usual shutdown mag check. The B side shook like crazy and I could no
t
power through the rough running. Heres what I found.
Grounds all normal. Checking the trigger coils resistance all was normal. I
took
the connectors apart and established continuity to the triggers. Checked th
e
coil primary side and one had no resistance, meaning two cylinders got no s
park.
I used a pin and checked the white wire near the coil and got good readings
.
Moved the pin 1 inch past the connector and still good. Now I removed the
pin from the connector and the wire felt limp about 1/8 below the pin at th
e base
of the connector boot. I dissected the wire with an exacto and sure enough
the wire was completely broken.
I was able to repair the connection as the wire was long enough. Put it all
back
together and it purrs like a kitten. It actually may be smoother than it
was on more recent flights so Ill bet it was going for some time and finall
y gave
up the ghost.
Perhaps this will help someone else if they experience similar issues.
Dave Alberti
________________________________________________________________________________
| From: | FoesFlyDennis <dennistubbs7(at)gmail.com> |
| Subject: | Re: 912 ULS sudden rough running on mag check |
Dave, Thanks for sharing your experience and trouble shooting methods.
Dennis
On Mon, Jul 30, 2018, 7:55 PM Dave wrote:
>
> My engine ran fine on a local flight to a neighboring airport last week.
> When leaving, I had some vibration, rough running that is not
> characteristic to my engine. I powered up the boost pump and it seemed a
> little better so I continued to taxi. Just prior to the run up area I go
t
> a few more shakes so I pulled off to check under the cowling. I found
> nothing amiss so I continued to checklist and mag check. My A side ran
> fine but B dropped 150 or so then ran fine. I flew the 30 min flight hom
e
> without incident and arriving at the hanger did my usual shutdown mag
> check. The B side shook like crazy and I could not power through the rou
gh
> running. Here=99s what I found.
> Grounds all normal. Checking the trigger coils resistance all was normal.
> I took the connectors apart and established continuity to the triggers.
> Checked the coil primary side and one had no resistance, meaning two
> cylinders got no spark. I used a pin and checked the white wire near the
> coil and got good readings. Moved the pin 1 inch past the connector and
> still good. Now I removed the pin from the connector and the wire felt li
mp
> about 1/8=9D below the pin at the base of the connector boot. I dis
sected the
> wire with an exacto and sure enough the wire was completely broken.
> I was able to repair the connection as the wire was long enough. Put it
> all back together and it purrs like a kitten. It actually may be smooth
er
> than it was on more recent flights so I=99ll bet it was going for s
ome time
> and finally gave up the ghost.
> Perhaps this will help someone else if they experience similar issues.
>
> Dave Alberti
>
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | "vernon mitchell" <vernon11(at)xsinet.co.za> |
| Subject: | Re: 912 ULS sudden rough running on mag check |
Thanks Dave.
From: FoesFlyDennis
Sent: Tuesday, July 31, 2018 6:58 PM
Subject: Re: RotaxEngines-List: 912 ULS sudden rough running on mag
check
Dave, Thanks for sharing your experience and trouble shooting methods.
Dennis
On Mon, Jul 30, 2018, 7:55 PM Dave wrote:
My engine ran fine on a local flight to a neighboring airport last
week. When leaving, I had some vibration, rough running that is not
characteristic to my engine. I powered up the boost pump and it seemed
a little better so I continued to taxi. Just prior to the run up area I
got a few more shakes so I pulled off to check under the cowling. I
found nothing amiss so I continued to checklist and mag check. My A
side ran fine but B dropped 150 or so then ran fine. I flew the 30 min
flight home without incident and arriving at the hanger did my usual
shutdown mag check. The B side shook like crazy and I could not power
through the rough running. Here=99s what I found.
Grounds all normal. Checking the trigger coils resistance all was
normal. I took the connectors apart and established continuity to the
triggers. Checked the coil primary side and one had no resistance,
meaning two cylinders got no spark. I used a pin and checked the white
wire near the coil and got good readings. Moved the pin 1 inch past the
connector and still good. Now I removed the pin from the connector and
the wire felt limp about 1/8=9D below the pin at the base of the
connector boot. I dissected the wire with an exacto and sure enough the
wire was completely broken.
I was able to repair the connection as the wire was long enough. Put
it all back together and it purrs like a kitten. It actually may be
smoother than it was on more recent flights so I=99ll bet it was
going for some time and finally gave up the ghost.
Perhaps this will help someone else if they experience similar issues.
Dave Alberti
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________________________________________________________________________________
| Subject: | Re: Rotax Service Class Oct. 6 & 7, 2018 in Tucson, |
AZ
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Time is growing short and seats are getting on short supply. Good hands on for
completing and understanding annuals. Make sure you tell CPS this is the Tucson,
AZ class.
http://www.cps-parts.com/catalog/rtxpages/912service-inspclass.php
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=482021#482021
________________________________________________________________________________
| From: | Paul Mansfield <europaul383(at)hotmail.com> |
| Subject: | Battery not charging |
I have just run my 912S (in a Europa) for the first time (with a Rotax engi
ne specialist doing all the work!)
The problem is the battery is not charging.
I have researched the subject and found a good looking guide here: http://p
ointsforpilots.blogspot.com/2012/12/testing-rotax-912914-generator-and.html
These are the results:
Testing Generator
Result
Pull off the 2 yellow wires from G terminals.
With engine off and Master switch off, resistance between the two wires sho
uld be 0.1 - 0.8 Ohm.
0.5 - 0.8
Resistance between either wire and ground should be infinite; that is, ther
e is an open circuit.
-1
(is this infinite?)
With engine running and the two wires still off the regulator, test AC volt
age between the two wires.
It should be:
15 - 20 VAC during idle
14.6
2000 rpm
Almost 15!
30 - 40 VAC during high rpm
24.4
3300 rpm
Almost 30!
Testing Capacitor
Result
If the resistance between the plus and minus poles of the capacitor is not
infinite, that is, it is not an open circuit, then the capacitor has failed
and must be replaced.
-1
(is this infinite?)
Testing Regulator/Rectifier
Result
With Master switch on: Measure the voltage between ground and the wire on t
he R, B+ & C terminals in turn; it should be the battery voltage, about 12.
5 VDC.
R
0.02
B+
0.02
C
0.02
With Master switch off: The above test should show 0 voltage for all three
cases.
R
0
B+
0
C
0
Test that housing of regulator/rectifier is properly grounded:
Resistance between regulator housing and battery ground should be essential
ly 0.
0
If the wiring fails any of the above tests, the wiring problem needs to be
isolated and fixed.
If the wiring passes the above tests, yet output voltage of the regulator/r
ectifier is not in the normal range, then the regulator/rectifier likely is
faulty and should be replaced.
My understanding is that this is a wiring problem, no voltage is getting to
the reg/rect... but I am worse than a novice at this - a little knowledge
is a dangerous thing!
The aircraft is wired basically according to the Europa build manual (below
or attached, depending how you are viewing this).
Any clues as to where I should begin looking?
Many thanks in advance,
Paul M
Europa XS 383
912S
[cid:image001.png(at)01D4301C.6E415560]
________________________________________________________________________________
| From: | Temco <temco(at)telusplanet.net> |
| Subject: | Re: Battery not charging |
Hello Paul
It would appear that the AC part of your system is working ok. What DC voltage
do you get when you put the positive probe on the Reg +B and and the black probe
on system ground? This should be about 13.4 to about 14.2 VDC depending on
the RPM of the engine, From you diagram, I do not see where the regulator is
attached to system ground. Is the case of the regulator intended to be connected
to system ground or was term L or R intended to be system ground?? Your capacitor
is grounded but there is no indication of how the regulator ground circuit
is completed??
Ted
Kitfox IV
________________________________________________________________________________
| From: | Dashwoodlock <dashwoodlock(at)yahoo.ca> |
| Subject: | Re: Battery not charging |
i also have a third item to check.. in doing all of the testing below... t
he battery voltage on r b ,c showed 2volt.after much on and off with the ma
ster switch in testing the voltage gradually climbed on these terminals....
.. finally ended up after several hour with battery voltage...turns out the
master relay was failing or arc corroded . it was not open and had not sei
zed and exciter coil was still working properly.. but was not contacting pr
operly and was only letting 2 volts through... replaced it and everything c
hecks below just fine...
383(at)hotmail.com> wrote:
I have just run my 912S (in a Europa) for the first time (with a Rotax engi
ne specialist doing all the work!)
=C2-
The problem is the battery is not charging.
=C2-
I have researched the subject and found a good looking guide here:http://po
intsforpilots.blogspot.com/2012/12/testing-rotax-912914-generator-and.html
=C2-
These are the results:
=C2-
|
Testing Generator
| | | | |
Result
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
Pull off the 2 yellow wires from G terminals.
| | | | | | | |
=C2-
|
| | | | | | | | |
=C2-
|
|
With engine off and Master switch off, resistance between the two wires sho
uld be 0.1 - 0.8 Ohm.
| |
0.5 - 0.8
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
Resistance between either wire and ground should be infinite; that is, ther
e is an open circuit.
| |
-1
|
(is this infinite?)
|
| | | | | | | | |
=C2-
|
|
With engine running and the two wires still off the regulator, test AC volt
age between the two wires.
| | | |
=C2-
|
|
It should be:
| | | | | | | |
=C2-
|
|
15 - 20 VAC during idle
| | | | |
14.6
|
2000 rpm
|
Almost 15!
|
=C2-
|
|
30 - 40 VAC during high rpm
| | | | |
24.4
|
3300 rpm
|
Almost 30!
|
=C2-
|
| | | | | | | | |
=C2-
|
|
Testing Capacitor
| | | | |
Result
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
If the resistance between the plus and minus poles of the capacitor is not
infinite, that is, it is not an open circuit, then the capacitor has failed
and must be replaced.
| | | | |
-1
|
(is this infinite?)
|
| | | | | | | | |
=C2-
|
|
Testing Regulator/Rectifier
| | | | |
Result
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
With Master switch on: Measure the voltage between ground and the wire on t
he R, B+ & C terminals in turn; it should be the battery voltage, about 12.
5 VDC.
| | | | | | | |
=C2-
|
|
R
| | | | |
0.02
| | |
=C2-
|
|
B+
| | | | |
0.02
| | |
=C2-
|
|
C
| | | | |
0.02
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
With Master switch off: The above test should show 0 voltage for all three
cases.
| | | | | |
=C2-
|
|
R
| | | | |
0
| | |
=C2-
|
|
B+
| | | | |
0
| | |
=C2-
|
|
C
| | | | |
0
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
Test that housing of regulator/rectifier is properly grounded:
| | | | | | | |
=C2-
|
|
Resistance between regulator housing and battery ground should be essential
ly 0.
| | |
0
| | |
=C2-
|
| | | | | | | | |
=C2-
|
|
If the wiring fails any of the above tests, the wiring problem needs to be
isolated and fixed.
| | | | |
=C2-
|
|
If the wiring passes the above tests, yet output voltage of the regulator/r
ectifier is not in the normal range, then the regulator/rectifier likely is
faulty and should be replaced.
| | | | | | | |
=C2-
|
=C2-
My understanding is that this is a wiring problem, no voltage is getting to
the reg/rect... but I am worse than a novice at this =93 a little kn
owledge is a dangerous thing!
=C2-
The aircraft is wired basically according to the Europa build manual (below
or attached, depending how you are viewing this).
=C2-
Any clues as to where I should begin looking?
=C2-
Many thanks in advance,
=C2-
Paul M
Europa XS 383
912S
=C2-
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________________________________________________________________________________
| From: | Paul Mansfield <europaul383(at)hotmail.com> |
| Subject: | Battery not charging |
Thanks for the reply Ted,
I didn't test the VDC with the engine running - I will do that tomorrow and report
back.
Yes, the regulator case is grounded (I shall update the wiring diag).
Thanks again,
Paul
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list-server(at)matronics.com>
On Behalf Of Temco
Sent: 09 August 2018 21:29
Subject: Re: RotaxEngines-List: Battery not charging
Hello Paul
It would appear that the AC part of your system is working ok. What DC voltage
do you get when you put the positive probe on the Reg +B and and the black probe
on system ground? This should be about 13.4 to about 14.2 VDC depending on
the RPM of the engine, From you diagram, I do not see where the regulator is
attached to system ground. Is the case of the regulator intended to be connected
to system ground or was term L or R intended to be system ground?? Your capacitor
is grounded but there is no indication of how the regulator ground circuit
is completed??
Ted
Kitfox IV
________________________________________________________________________________
| From: | Paul Mansfield <europaul383(at)hotmail.com> |
| Subject: | Battery not charging |
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________________________________________________________________________________
| From: | Clive Richards <stephencliverichards(at)gmail.com> |
| Subject: | Re: Battery not charging |
Paul your test results show you are not connecting the battery to C B+ R on
the regulator you need to check why has fuse blown or is master switch con
tact faulty some circuits I have seen use a seperate contact to connect alt
ernator the led connected to L should light with engine stopped if battery
supply is connected to regulator.
Clive
Get Outlook for Android
From: Paul Mansfield
Sent: Friday, 10 August, 17:49
Subject: RE: RotaxEngines-List: Battery not charging
y Ted, I didn't test the VDC with the engine running - I will do that tomor
row and report back. Yes, the regulator case is grounded (I shall update th
e wiring diag). Thanks again, Paul -----Original Message----- From: owner-r
otaxengines-list-server(at)matronics.com On Behalf Of Temco Sent: 09 August 20
18 21:29 To: RotaxEngines-List Digest Server Subject: Re: RotaxEngines-List
Paul It would appear that the AC part of your system is working ok. What D
C voltage do you get when you put the positive probe on the Reg +B and and
the black probe on system ground? This should be about 13.4 to about 14.2 V
DC depending on the RPM of the engine, From you diagram, I do not see where
the regulator is attached to system ground. Is the case of the regulator i
ntended to be connected to system ground or was term L or R intended to be
system ground?? Your capacitor is grounded but there is no indication of ho
===
________________________________________________________________________________
| From: | Yahoo! Mail <jbrown909(at)btinternet.com> |
| Subject: | Official RotaxEngines-List FAQ (Frequently |
Asked Questions)
Thanks for your email, but I'm no longer using this mail account.
My new email address is Johnb3042(at)gmail.com
Thank you,
JB
________________________________________________________________________________
| Subject: | Rotax 912 Flywheel Puller Rental |
| From: | "Guy Buchanan" <gebuchanan(at)cox.net> |
Looking to borrow a 912 flywheel puller in the San Diego area. Or an idea for a
good jury rig. Thanks!
Guy Buchanan
gebuchanan(at)cox.net
760 809-6145
--------
Guy Buchanan
K-IV 1200 / 912Uls / Warp / 500 hours and flying again.
Now a glider pilot too.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=482950#482950
________________________________________________________________________________
| Subject: | Auto Response: RotaxEngines-List Digest: 0 Msgs - 09/08/18 |
Thank you for the email. Please know that Howard has passed away. If you are NOT
a solicitor, please contact his wife Judy at tudulu2(at)aol.com
________________________________________________________________________________
| Subject: | Re: Rotax 912 Flywheel Puller Rental |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
You can borrow one from CPS. They loan tools at a tiny cost. Well worth doing vs
spending big bucks for one time use items for the one time jobs.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=483034#483034
________________________________________________________________________________
| Subject: | Re: Rotax 912 Flywheel Puller Rental |
| From: | Guy Buchanan <gebuchanan(at)cox.net> |
Thanks Roger. I'll call them.
Guy
On 9/9/2018 7:12 AM, Roger Lee wrote:
>
> You can borrow one from CPS. They loan tools at a tiny cost. Well worth doing
vs spending big bucks for one time use items for the one time jobs.
>
> --------
> Roger Lee
> Tucson, Az.
> Rotax Instructor & Rotax IRC
> Light Sport Repairman
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=483034#483034
>
>
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V is
shown in the circuit. If you cannot find one capacitor of the exact Capaci
tance, can one larger capacitor be used? Can two 10,000 aluminum electrolyt
ic capacitors connected in parallel at that point in the circuit accomplish
the same thing?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
________________________________________________________________________________
| From: | "John Hauck" <jhauck(at)elmore.rr.com> |
EBay has all kinds of 22,000 mf capacitors. Here are a few with free
shipping. Super cheap:
https://www.ebay.com/bhp/22000uf-capacitor
John Hauck
Kolb MKIII
Titus, Alabama
From: owner-rotaxengines-list-server(at)matronics.com
[mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
McKay
Sent: Monday, September 24, 2018 3:22 PM
Subject: RotaxEngines-List: Capacitors
On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
is shown in the circuit. If you cannot find one capacitor of the exact
Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
electrolytic capacitors connected in parallel at that point in the
circuit accomplish the same thing?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for
Windows 10
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Hugh,
I have 22K caps if you need one.
The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x 33K caps
in the 912iS engine. The larger caps like 33K, 40K or 50K will work better than
the 22K. The larger the cap capacitance the larger the physical size. The
small cap like the 22K usually needs to have ends soldered on while the bigger
caps have screw on terminals.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=483354#483354
________________________________________________________________________________
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Hi Hugh,
I have 22K caps if you need one.
The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x 33K caps
in the 912iS engine. The larger caps like 33K, 40K or 50K will work better than
the 22K. The larger the cap capacitance the larger the physical size. The
small cap like the 22K usually needs to have ends soldered on while the bigger
caps have screw on terminals. Get the 105c temp rated ones.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=483355#483355
________________________________________________________________________________
| Subject: | Re: Rotax Service Class Oct. 6 & 7, 2018 in Tucson, |
AZ
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
Rotax Oct. 6th & 7th Class Directions
Fly into Tucson International Airport (TIA) or fly your own plane into Ryan Airfield.
Classes are Saturday and Sunday. All rental cars are on site at Tucson
International Airport or Enterprise will pick you up if you fly into Ryan Airfield.
Several hotels are just hundreds of yards down the street at TIA. Ryan Airport
(KRYN) is only 10-12 minute drive. The entire experience is convenient
and comfortable.
The class is Oct. 6th & 7th, Saturday & Sunday. The class will start promptly at
0800 each day and plan on staying until 1700 hours. There will be class in the
conference room each day in the morning and work in the hangar each day after
the class presentation. There will be a lunch break each day at approximately
1130 hours.
Please bring a laptop or tablet device in case you need to find Rotax information
or manuals on line. There is Wi-Fi in the classroom.
The class is being held at Ryan Airfield (KRYN) in Tucson, AZ. (9698 W Ajo Hwy).
This is west of Tucson proper and city limits and approximately 12 minute drive
from the Tucson Airport (TIA). If you fly in your own aircraft parking is
right up at the back door of the conference room. Rental cars are available at
Tucson Airport and Enterprise usually will pick you up at Ryan if you need a
car from there.
Directions to Ryan Airfield are as follows and can be reached by either Ajo Hwy
or Valencia Rd. They both run right in front of Ryan Airport. The conference
room is up front at the airport on Ajo Hwy. It is the only building out on Ajo
Hwy and the only parking out on Ajo Hwy.
General Directions:
If you are staying in Tucson central or out by Interstate 10 then take I-10 to
I-19 south. The turn right to go west bound on Ajo Hwy. Follow this road 12 miles
out to Ryan Airfield.
If you are staying in a hotel out by Tucson Airport off Valencia Rd. Just head
west on Valencia until it dead ends right at Ryan Airfield on Ajo Hwy.
There is a restaurant at Ryan field and you can have breakfast there. They open
at 0600. Lunch is either at Ryan or at two other local restaurants.
Prepare to learn and have fun doing it!
For questions call Roger Lee in Tucson, Az at 520-574-1080 Home or 520-349-7056
cell or Bryan Toepfer at California Power Systems 505-550-8121.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=483362#483362
________________________________________________________________________________
| From: | goodings(at)yorku.ca |
| Subject: | Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18 |
For what it's worth, two 10,000 mF (microfarad) capacitors in parallel = 20,000
mF will be almost as good as one 22,000 mF capacitor. One capacitor > 22,000 mF
will be fine, even better. But be fussy about having the working voltage (for
any electrolytic capacitor) not less than 25 V. All this capacitor is doing is
acting as a "short" to ground for radio frequency noise originating in the
ignition circuit so that the noise does not mess up your radios.
John Goodings, C-FGPJ CH601HD Zodiac
Quoting RotaxEngines-List Digest Server :
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
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> in HTML for viewing with a web browser and features Hyperlinked Indexes
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> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Mon 09/24/18: 2
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 01:22 PM - Capacitors (Hugh McKay)
> 2. 02:11 PM - Re: Capacitors (John Hauck)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: Hugh McKay <hgmckay(at)bellsouth.net>
> Subject: RotaxEngines-List: Capacitors
>
> On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V is
> shown in the circuit. If you cannot find one capacitor of the exact Capaci
> tance, can one larger capacitor be used? Can two 10,000 aluminum electrolyt
> ic capacitors connected in parallel at that point in the circuit accomplish
> the same thing?
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: "John Hauck" <jhauck(at)elmore.rr.com>
> Subject: RE: RotaxEngines-List: Capacitors
>
> EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> shipping. Super cheap:
>
>
> https://www.ebay.com/bhp/22000uf-capacitor
>
>
> John Hauck
>
> Kolb MKIII
>
> Titus, Alabama
>
>
> From: owner-rotaxengines-list-server(at)matronics.com
> [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> McKay
> Sent: Monday, September 24, 2018 3:22 PM
> Subject: RotaxEngines-List: Capacitors
>
>
> On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> is shown in the circuit. If you cannot find one capacitor of the exact
> Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> electrolytic capacitors connected in parallel at that point in the
> circuit accomplish the same thing?
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
>
> Senior Consultant
>
> Worldwide Engineering Inc.
>
> 4090 North NC Hwy. 16
>
> Denver, NC 28037
>
>
> Ph. 704-661-8271
>
> Fax 704-483-5466
>
> Email hgmckay(at)bellsouth.net
>
> http://www.geo.com (click on Power Division)
>
> Sent from Mail for
> Windows 10
>
>
________________________________________________________________________________
| From: | John Elling <jelling(at)newmexico.com> |
Keep in mind that capacitors have a limited lifetime. The electrolites
dry out. It is a real limit at high altitudes and dry climates.
I get mine from digikey and go for the name brands.
Y'all might look over your capacitors at the next annual. Good ones
have dates on them and you can find the recommended lifetimes.
________________________________________________________________________________
| From: | John Elling <jelling(at)newmexico.com> |
Keep in mind that capacitors have a limited lifetime. The electrolites
dry out. It is a real limit at high altitudes and dry climates.
I get mine from digikey and go for the name brands.
Y'all might look over your capacitors at the next annual. Good ones
have dates on them and you can find the recommended lifetimes.
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18 |
John, isn't the ignition isolated from the starting/charging circuits
(which is where the capacitor is located)?
On Tue, Sep 25, 2018 at 1:51 PM wrote:
>
> For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> 20,000
> mF will be almost as good as one 22,000 mF capacitor. One capacitor >
> 22,000 mF
> will be fine, even better. But be fussy about having the working voltage
> (for
> any electrolytic capacitor) not less than 25 V. All this capacitor is
> doing is
> acting as a "short" to ground for radio frequency noise originating in the
> ignition circuit so that the noise does not mess up your radios.
>
> John Goodings, C-FGPJ CH601HD Zodiac
>
>
> Quoting RotaxEngines-List Digest Server :
>
> > *
> >
> > =================================================
> > Online Versions of Today's List Digest Archive
> > =================================================
> >
> > Today's complete RotaxEngines-List Digest can also be found in either of
> the
> > two Web Links listed below. The .html file includes the Digest formatted
> > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > and Message Navigation. The .txt file includes the plain ASCII version
> > of the RotaxEngines-List Digest and can be viewed with a generic text
> editor
> > such as Notepad or with a web browser.
> >
> > HTML Version:
> >
> >
> >
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 18-09-24&Archive=RotaxEngines
> >
> > Text Version:
> >
> >
> >
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 18-09-24&Archive=RotaxEngines
> >
> >
> > ===============================================
> > EMail Version of Today's List Digest Archive
> > ===============================================
> >
> >
> > ----------------------------------------------------------
> > RotaxEngines-List Digest Archive
> > ---
> > Total Messages Posted Mon 09/24/18: 2
> > ----------------------------------------------------------
> >
> >
> > Today's Message Index:
> > ----------------------
> >
> > 1. 01:22 PM - Capacitors (Hugh McKay)
> > 2. 02:11 PM - Re: Capacitors (John Hauck)
> >
> >
> >
> > ________________________________ Message 1
> > _____________________________________
> >
> >
> > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > Subject: RotaxEngines-List: Capacitors
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> is
> > shown in the circuit. If you cannot find one capacitor of the exact
> Capaci
> > tance, can one larger capacitor be used? Can two 10,000 aluminum
> electrolyt
> > ic capacitors connected in parallel at that point in the circuit
> accomplish
> > the same thing?
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > Senior Consultant
> > Worldwide Engineering Inc.
> > 4090 North NC Hwy. 16
> > Denver, NC 28037
> >
> > Ph. 704-661-8271
> > Fax 704-483-5466
> > Email hgmckay(at)bellsouth.net
> > http://www.geo.com (click on Power Division)
> > Sent from Mail for Windows 10
> >
> >
> > ________________________________ Message 2
> > _____________________________________
> >
> >
> > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > Subject: RE: RotaxEngines-List: Capacitors
> >
> > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > shipping. Super cheap:
> >
> >
> > https://www.ebay.com/bhp/22000uf-capacitor
> >
> >
> > John Hauck
> >
> > Kolb MKIII
> >
> > Titus, Alabama
> >
> >
> > From: owner-rotaxengines-list-server(at)matronics.com
> > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> > McKay
> > Sent: Monday, September 24, 2018 3:22 PM
> > Subject: RotaxEngines-List: Capacitors
> >
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> > is shown in the circuit. If you cannot find one capacitor of the exact
> > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > electrolytic capacitors connected in parallel at that point in the
> > circuit accomplish the same thing?
> >
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> >
> > Senior Consultant
> >
> > Worldwide Engineering Inc.
> >
> > 4090 North NC Hwy. 16
> >
> > Denver, NC 28037
> >
> >
> > Ph. 704-661-8271
> >
> > Fax 704-483-5466
> >
> > Email hgmckay(at)bellsouth.net
> >
> > http://www.geo.com (click on Power Division)
> >
> > Sent from Mail for
> > Windows 10
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18 |
John, The working voltage for the Rotax 912 UL electrical system is 12 Volt
s DC; much less than the 22,000 MF capacitor at 25 Volts as called for on t
he Rotax engine diagram. How do you explain your statement that the working
voltage should not be less than 25Volts?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
From: goodings(at)yorku.ca
Sent: Tuesday, September 25, 2018 3:48 PM
Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
For what it's worth, two 10,000 mF (microfarad) capacitors in parallel =
20,000
mF will be almost as good as one 22,000 mF capacitor. One capacitor > 22,00
0 mF
will be fine, even better. But be fussy about having the working voltage (f
or
any electrolytic capacitor) not less than 25 V. All this capacitor is doing
is
acting as a "short" to ground for radio frequency noise originating in the
ignition circuit so that the noise does not mess up your radios.
John Goodings, C-FGPJ CH601HD Zodiac
Quoting RotaxEngines-List Digest Server :
> *
>
> ========================
> Online Versions of Today's List Digest Archive
> ========================
>
> Today's complete RotaxEngines-List Digest can also be found in either of
the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RotaxEngines-List Digest and can be viewed with a generic text edi
tor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Ch
apter 18-09-24&Archive=RotaxEngines
>
> Text Version:
>
>
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Cha
pter 18-09-24&Archive=RotaxEngines
>
>
> ========================
=======================
> EMail Version of Today's List Digest Archive
> ========================
=======================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Mon 09/24/18: 2
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 01:22 PM - Capacitors (Hugh McKay)
> 2. 02:11 PM - Re: Capacitors (John Hauck)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: Hugh McKay <hgmckay(at)bellsouth.net>
> Subject: RotaxEngines-List: Capacitors
>
> On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
is
> shown in the circuit. If you cannot find one capacitor of the exact Capa
ci
> tance, can one larger capacitor be used? Can two 10,000 aluminum electrol
yt
> ic capacitors connected in parallel at that point in the circuit accompli
sh
> the same thing?
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: "John Hauck" <jhauck(at)elmore.rr.com>
> Subject: RE: RotaxEngines-List: Capacitors
>
> EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> shipping. Super cheap:
>
>
> https://www.ebay.com/bhp/22000uf-capacitor
>
>
> John Hauck
>
> Kolb MKIII
>
> Titus, Alabama
>
>
> From: owner-rotaxengines-list-server(at)matronics.com
> [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> McKay
> Sent: Monday, September 24, 2018 3:22 PM
> Subject: RotaxEngines-List: Capacitors
>
>
> On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> is shown in the circuit. If you cannot find one capacitor of the exact
> Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> electrolytic capacitors connected in parallel at that point in the
> circuit accomplish the same thing?
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
>
> Senior Consultant
>
> Worldwide Engineering Inc.
>
> 4090 North NC Hwy. 16
>
> Denver, NC 28037
>
>
> Ph. 704-661-8271
>
> Fax 704-483-5466
>
> Email hgmckay(at)bellsouth.net
>
> http://www.geo.com (click on Power Division)
>
> Sent from Mail for
> Windows 10
>
>
________________________________________________________________________________
| From: | goodings(at)yorku.ca |
| Subject: | Re: RotaxEngines-List Digest: 8 Msgs - 09/25/18 |
In answer to Hugh McKay's question about the working voltage of an electrolytic
capacitor, I always want a safety margin on electolytics. I have had 100 V wkg
electrolytics blow at 100 V, etc., particularly when they have been in use for
a while. I always want a safety factor of 2 at least on electrolytic
capacitors. I would never put a 12 V wkg electrolytic in a 12 V circuit. Can
save you grief!
John Goodings, FGPJ CH601HD Zodiac
Quoting RotaxEngines-List Digest Server :
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RotaxEngines-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RotaxEngines-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 18-09-25&Archive=RotaxEngines
>
> Text Version:
>
>
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 18-09-25&Archive=RotaxEngines
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Tue 09/25/18: 8
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 06:51 AM - Re: Capacitors (Roger Lee)
> 2. 06:52 AM - Re: Capacitors (Roger Lee)
> 3. 12:31 PM - Re: Rotax Service Class Oct. 6 & 7, 2018 in Tucson, AZ
> (Roger Lee)
> 4. 12:46 PM - Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
> (goodings(at)yorku.ca)
> 5. 02:20 PM - Capacitors (John Elling)
> 6. 02:20 PM - Capacitors (John Elling)
> 7. 02:32 PM - Re: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18 (Ken
> Ryan)
> 8. 03:15 PM - Re: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18 (Hugh
> McKay)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: RotaxEngines-List: Re: Capacitors
> From: "Roger Lee" <ssadiver1(at)yahoo.com>
>
>
> Hi Hugh,
>
> I have 22K caps if you need one.
>
> The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x 33K
> caps
> in the 912iS engine. The larger caps like 33K, 40K or 50K will work better
> than
> the 22K. The larger the cap capacitance the larger the physical size. The
> small cap like the 22K usually needs to have ends soldered on while the
> bigger
> caps have screw on terminals.
>
> --------
> Roger Lee
> Tucson, Az.
> Rotax Instructor & Rotax IRC
> Light Sport Repairman
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=483354#483354
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Subject: RotaxEngines-List: Re: Capacitors
> From: "Roger Lee" <ssadiver1(at)yahoo.com>
>
>
> Hi Hugh,
>
> I have 22K caps if you need one.
>
> The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x 33K
> caps
> in the 912iS engine. The larger caps like 33K, 40K or 50K will work better
> than
> the 22K. The larger the cap capacitance the larger the physical size. The
> small cap like the 22K usually needs to have ends soldered on while the
> bigger
> caps have screw on terminals. Get the 105c temp rated ones.
>
> --------
> Roger Lee
> Tucson, Az.
> Rotax Instructor & Rotax IRC
> Light Sport Repairman
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=483355#483355
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Subject: RotaxEngines-List: Re: Rotax Service Class Oct. 6 & 7, 2018 in
> Tucson,
> AZ
> From: "Roger Lee" <ssadiver1(at)yahoo.com>
>
>
> Rotax Oct. 6th & 7th Class Directions
>
> Fly into Tucson International Airport (TIA) or fly your own plane into Ryan
> Airfield.
> Classes are Saturday and Sunday. All rental cars are on site at Tucson
> International Airport or Enterprise will pick you up if you fly into Ryan
> Airfield.
> Several hotels are just hundreds of yards down the street at TIA. Ryan
> Airport
> (KRYN) is only 10-12 minute drive. The entire experience is convenient
> and comfortable.
>
> The class is Oct. 6th & 7th, Saturday & Sunday. The class will start promptly
> at
> 0800 each day and plan on staying until 1700 hours. There will be class in
> the
> conference room each day in the morning and work in the hangar each day after
> the class presentation. There will be a lunch break each day at approximately
> 1130 hours.
> Please bring a laptop or tablet device in case you need to find Rotax
> information
> or manuals on line. There is Wi-Fi in the classroom.
> The class is being held at Ryan Airfield (KRYN) in Tucson, AZ. (9698 W Ajo
> Hwy).
> This is west of Tucson proper and city limits and approximately 12 minute
> drive
> from the Tucson Airport (TIA). If you fly in your own aircraft parking is
> right up at the back door of the conference room. Rental cars are available
> at
> Tucson Airport and Enterprise usually will pick you up at Ryan if you need a
> car from there.
>
> Directions to Ryan Airfield are as follows and can be reached by either Ajo
> Hwy
> or Valencia Rd. They both run right in front of Ryan Airport. The conference
> room is up front at the airport on Ajo Hwy. It is the only building out on
> Ajo
> Hwy and the only parking out on Ajo Hwy.
>
> General Directions:
> If you are staying in Tucson central or out by Interstate 10 then take I-10
> to
> I-19 south. The turn right to go west bound on Ajo Hwy. Follow this road 12
> miles
> out to Ryan Airfield.
> If you are staying in a hotel out by Tucson Airport off Valencia Rd. Just
> head
> west on Valencia until it dead ends right at Ryan Airfield on Ajo Hwy.
>
> There is a restaurant at Ryan field and you can have breakfast there. They
> open
> at 0600. Lunch is either at Ryan or at two other local restaurants.
>
> Prepare to learn and have fun doing it!
>
> For questions call Roger Lee in Tucson, Az at 520-574-1080 Home or
> 520-349-7056
> cell or Bryan Toepfer at California Power Systems 505-550-8121.
>
> --------
> Roger Lee
> Tucson, Az.
> Rotax Instructor & Rotax IRC
> Light Sport Repairman
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=483362#483362
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> From: goodings(at)yorku.ca
> Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
>
>
> For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> 20,000
> mF will be almost as good as one 22,000 mF capacitor. One capacitor > 22,000
> mF
> will be fine, even better. But be fussy about having the working voltage (for
> any electrolytic capacitor) not less than 25 V. All this capacitor is doing
> is
> acting as a "short" to ground for radio frequency noise originating in the
> ignition circuit so that the noise does not mess up your radios.
>
> John Goodings, C-FGPJ CH601HD Zodiac
>
>
> Quoting RotaxEngines-List Digest Server :
>
> > *
> >
> > ================================================
> > Online Versions of Today's List Digest Archive
> > ================================================
> >
> > Today's complete RotaxEngines-List Digest can also be found in either of
> the
> > two Web Links listed below. The .html file includes the Digest formatted
> > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > and Message Navigation. The .txt file includes the plain ASCII version
> > of the RotaxEngines-List Digest and can be viewed with a generic text
> editor
> > such as Notepad or with a web browser.
> >
> > HTML Version:
> >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
> 18-09-24&Archive=RotaxEngines
> >
> > Text Version:
> >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
> 18-09-24&Archive=RotaxEngines
> >
> >
> > ==============================================
> > EMail Version of Today's List Digest Archive
> > ==============================================
> >
> >
> > ----------------------------------------------------------
> > RotaxEngines-List Digest Archive
> > ---
> > Total Messages Posted Mon 09/24/18: 2
> > ----------------------------------------------------------
> >
> >
> > Today's Message Index:
> > ----------------------
> >
> > 1. 01:22 PM - Capacitors (Hugh McKay)
> > 2. 02:11 PM - Re: Capacitors (John Hauck)
> >
> >
> > ________________________________ Message 1
> > _____________________________________
> >
> >
> > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > Subject: RotaxEngines-List: Capacitors
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V is
> > shown in the circuit. If you cannot find one capacitor of the exact Capaci
> > tance, can one larger capacitor be used? Can two 10,000 aluminum electrolyt
> > ic capacitors connected in parallel at that point in the circuit accomplish
> > the same thing?
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > Senior Consultant
> > Worldwide Engineering Inc.
> > 4090 North NC Hwy. 16
> > Denver, NC 28037
> >
> > Ph. 704-661-8271
> > Fax 704-483-5466
> > Email hgmckay(at)bellsouth.net
> > http://www.geo.com (click on Power Division)
> > Sent from Mail for Windows 10
> >
> >
> > ________________________________ Message 2
> > _____________________________________
> >
> >
> > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > Subject: RE: RotaxEngines-List: Capacitors
> >
> > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > shipping. Super cheap:
> >
> >
> > https://www.ebay.com/bhp/22000uf-capacitor
> >
> >
> > John Hauck
> >
> > Kolb MKIII
> >
> > Titus, Alabama
> >
> >
> > From: owner-rotaxengines-list-server(at)matronics.com
> > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> > McKay
> > Sent: Monday, September 24, 2018 3:22 PM
> > Subject: RotaxEngines-List: Capacitors
> >
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> > is shown in the circuit. If you cannot find one capacitor of the exact
> > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > electrolytic capacitors connected in parallel at that point in the
> > circuit accomplish the same thing?
> >
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> >
> > Senior Consultant
> >
> > Worldwide Engineering Inc.
> >
> > 4090 North NC Hwy. 16
> >
> > Denver, NC 28037
> >
> >
> > Ph. 704-661-8271
> >
> > Fax 704-483-5466
> >
> > Email hgmckay(at)bellsouth.net
> >
> > http://www.geo.com (click on Power Division)
> >
> > Sent from Mail for
> > Windows 10
> >
> >
>
>
> ________________________________ Message 5
> _____________________________________
>
>
> Subject: RotaxEngines-List: Capacitors
> From: John Elling <jelling(at)newmexico.com>
>
>
> Keep in mind that capacitors have a limited lifetime. The electrolites
> dry out. It is a real limit at high altitudes and dry climates.
>
> I get mine from digikey and go for the name brands.
>
> Y'all might look over your capacitors at the next annual. Good ones
> have dates on them and you can find the recommended lifetimes.
>
>
> ________________________________ Message 6
> _____________________________________
>
>
> Subject: RotaxEngines-List: Capacitors
> From: John Elling <jelling(at)newmexico.com>
>
>
> Keep in mind that capacitors have a limited lifetime. The electrolites
> dry out. It is a real limit at high altitudes and dry climates.
>
> I get mine from digikey and go for the name brands.
>
> Y'all might look over your capacitors at the next annual. Good ones
> have dates on them and you can find the recommended lifetimes.
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> From: Ken Ryan <keninalaska(at)gmail.com>
> Subject: Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> 09/24/18
>
> John, isn't the ignition isolated from the starting/charging circuits
> (which is where the capacitor is located)?
>
>
> On Tue, Sep 25, 2018 at 1:51 PM wrote:
>
> >
> > For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> > 20,000
> > mF will be almost as good as one 22,000 mF capacitor. One capacitor >
> > 22,000 mF
> > will be fine, even better. But be fussy about having the working voltage
> > (for
> > any electrolytic capacitor) not less than 25 V. All this capacitor is
> > doing is
> > acting as a "short" to ground for radio frequency noise originating in the
> > ignition circuit so that the noise does not mess up your radios.
> >
> > John Goodings, C-FGPJ CH601HD Zodiac
> >
> >
> > Quoting RotaxEngines-List Digest Server :
> >
> > > *
> > >
> > > ================================================
> > > Online Versions of Today's List Digest Archive
> > > ================================================
> > >
> > > Today's complete RotaxEngines-List Digest can also be found in either of
> > the
> > > two Web Links listed below. The .html file includes the Digest formatted
> > > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > > and Message Navigation. The .txt file includes the plain ASCII version
> > > of the RotaxEngines-List Digest and can be viewed with a generic text
> > editor
> > > such as Notepad or with a web browser.
> > >
> > > HTML Version:
> > >
> > >
> > >
> >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
> 18-09-24&Archive=RotaxEngines
> > >
> > > Text Version:
> > >
> > >
> > >
> >
> > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
> 18-09-24&Archive=RotaxEngines
> > >
> > >
> > > ==============================================
> > > EMail Version of Today's List Digest Archive
> > > ==============================================
> > >
> > >
> > > ----------------------------------------------------------
> > > RotaxEngines-List Digest Archive
> > > ---
> > > Total Messages Posted Mon 09/24/18: 2
> > > ----------------------------------------------------------
> > >
> > >
> > > Today's Message Index:
> > > ----------------------
> > >
> > > 1. 01:22 PM - Capacitors (Hugh McKay)
> > > 2. 02:11 PM - Re: Capacitors (John Hauck)
> > >
> > >
> > >
> > > ________________________________ Message 1
> > > _____________________________________
> > >
> > >
> > > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> > is
> > > shown in the circuit. If you cannot find one capacitor of the exact
> > Capaci
> > > tance, can one larger capacitor be used? Can two 10,000 aluminum
> > electrolyt
> > > ic capacitors connected in parallel at that point in the circuit
> > accomplish
> > > the same thing?
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > > Senior Consultant
> > > Worldwide Engineering Inc.
> > > 4090 North NC Hwy. 16
> > > Denver, NC 28037
> > >
> > > Ph. 704-661-8271
> > > Fax 704-483-5466
> > > Email hgmckay(at)bellsouth.net
> > > http://www.geo.com (click on Power Division)
> > > Sent from Mail for Windows 10
> > >
> > >
> > > ________________________________ Message 2
> > > _____________________________________
> > >
> > >
> > > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > > Subject: RE: RotaxEngines-List: Capacitors
> > >
> > > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > > shipping. Super cheap:
> > >
> > >
> > > https://www.ebay.com/bhp/22000uf-capacitor
> > >
> > >
> > > John Hauck
> > >
> > > Kolb MKIII
> > >
> > > Titus, Alabama
> > >
> > >
> > > From: owner-rotaxengines-list-server(at)matronics.com
> > > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> > > McKay
> > > Sent: Monday, September 24, 2018 3:22 PM
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> > > is shown in the circuit. If you cannot find one capacitor of the exact
> > > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > > electrolytic capacitors connected in parallel at that point in the
> > > circuit accomplish the same thing?
> > >
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > >
> > > Senior Consultant
> > >
> > > Worldwide Engineering Inc.
> > >
> > > 4090 North NC Hwy. 16
> > >
> > > Denver, NC 28037
> > >
> > >
> > > Ph. 704-661-8271
> > >
> > > Fax 704-483-5466
> > >
> > > Email hgmckay(at)bellsouth.net
> > >
> > > http://www.geo.com (click on Power Division)
> > >
> > > Sent from Mail for
> > > Windows 10
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
>
> ________________________________ Message 8
> _____________________________________
>
>
> From: Hugh McKay <hgmckay(at)bellsouth.net>
> Subject: RE: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> 09/24/18
>
> John, The working voltage for the Rotax 912 UL electrical system is 12 Volt
> s DC; much less than the 22,000 MF capacitor at 25 Volts as called for on t
> he Rotax engine diagram. How do you explain your statement that the working
> voltage should not be less than 25Volts?
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
> From: goodings(at)yorku.ca
> Sent: Tuesday, September 25, 2018 3:48 PM
> Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
>
>
> For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> 20,000
> mF will be almost as good as one 22,000 mF capacitor. One capacitor > 22,00
> 0 mF
> will be fine, even better. But be fussy about having the working voltage (f
> or
> any electrolytic capacitor) not less than 25 V. All this capacitor is doing
> is
> acting as a "short" to ground for radio frequency noise originating in the
> ignition circuit so that the noise does not mess up your radios.
>
> John Goodings, C-FGPJ CH601HD Zodiac
>
>
> Quoting RotaxEngines-List Digest Server :
>
> > *
> >
> > =======================
>
> > Online Versions of Today's List Digest Archive
> > =======================
>
> >
> > Today's complete RotaxEngines-List Digest can also be found in either of
> the
> > two Web Links listed below. The .html file includes the Digest formatted
> > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > and Message Navigation. The .txt file includes the plain ASCII version
> > of the RotaxEngines-List Digest and can be viewed with a generic text edi
> tor
> > such as Notepad or with a web browser.
> >
> > HTML Version:
> >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Ch
> apter 18-09-24&Archive=RotaxEngines
> >
> > Text Version:
> >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Cha
> pter 18-09-24&Archive=RotaxEngines
> >
> >
> > =======================
> ======================
> > EMail Version of Today's List Digest Archive
> > =======================
> ======================
> >
> >
> > ----------------------------------------------------------
> > RotaxEngines-List Digest Archive
> > ---
> > Total Messages Posted Mon 09/24/18: 2
> > ----------------------------------------------------------
> >
> >
> > Today's Message Index:
> > ----------------------
> >
> > 1. 01:22 PM - Capacitors (Hugh McKay)
> > 2. 02:11 PM - Re: Capacitors (John Hauck)
> >
> >
> > ________________________________ Message 1
> > _____________________________________
> >
> >
> > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > Subject: RotaxEngines-List: Capacitors
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> is
> > shown in the circuit. If you cannot find one capacitor of the exact Capa
> ci
> > tance, can one larger capacitor be used? Can two 10,000 aluminum electrol
> yt
> > ic capacitors connected in parallel at that point in the circuit accompli
> sh
> > the same thing?
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > Senior Consultant
> > Worldwide Engineering Inc.
> > 4090 North NC Hwy. 16
> > Denver, NC 28037
> >
> > Ph. 704-661-8271
> > Fax 704-483-5466
> > Email hgmckay(at)bellsouth.net
> > http://www.geo.com (click on Power Division)
> > Sent from Mail for Windows 10
> >
> >
> > ________________________________ Message 2
> > _____________________________________
> >
> >
> > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > Subject: RE: RotaxEngines-List: Capacitors
> >
> > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > shipping. Super cheap:
> >
> >
> > https://www.ebay.com/bhp/22000uf-capacitor
> >
> >
> > John Hauck
> >
> > Kolb MKIII
> >
> > Titus, Alabama
> >
> >
> > From: owner-rotaxengines-list-server(at)matronics.com
> > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of Hugh
> > McKay
> > Sent: Monday, September 24, 2018 3:22 PM
> > Subject: RotaxEngines-List: Capacitors
> >
> >
> > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at 25V
> > is shown in the circuit. If you cannot find one capacitor of the exact
> > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > electrolytic capacitors connected in parallel at that point in the
> > circuit accomplish the same thing?
> >
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> >
> > Senior Consultant
> >
> > Worldwide Engineering Inc.
> >
> > 4090 North NC Hwy. 16
> >
> > Denver, NC 28037
> >
> >
> > Ph. 704-661-8271
> >
> > Fax 704-483-5466
> >
> > Email hgmckay(at)bellsouth.net
> >
> > http://www.geo.com (click on Power Division)
> >
> > Sent from Mail for
> > Windows 10
> >
> >
>
>
________________________________________________________________________________
| From: | blumax008 <blumax008(at)aol.com> |
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________________________________________________________________________________
| From: | FoesFlyDennis <dennistubbs7(at)gmail.com> |
| Subject: | Re: RotaxEngines-List Digest: 8 Msgs - 09/25/18 |
Thanks for sharing your insight, Sir.
On Wed, Sep 26, 2018 at 7:05 AM wrote:
>
> In answer to Hugh McKay's question about the working voltage of an
> electrolytic
> capacitor, I always want a safety margin on electolytics. I have had 100 V
> wkg
> electrolytics blow at 100 V, etc., particularly when they have been in use
> for
> a while. I always want a safety factor of 2 at least on electrolytic
> capacitors. I would never put a 12 V wkg electrolytic in a 12 V circuit.
> Can
> save you grief!
>
> John Goodings, FGPJ CH601HD Zodiac
>
>
> Quoting RotaxEngines-List Digest Server :
>
> > *
> >
> > =================================================
> > Online Versions of Today's List Digest Archive
> > =================================================
> >
> > Today's complete RotaxEngines-List Digest can also be found in either of
> the
> > two Web Links listed below. The .html file includes the Digest formatted
> > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > and Message Navigation. The .txt file includes the plain ASCII version
> > of the RotaxEngines-List Digest and can be viewed with a generic text
> editor
> > such as Notepad or with a web browser.
> >
> > HTML Version:
> >
> >
> >
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 18-09-25&Archive=RotaxEngines
> >
> > Text Version:
> >
> >
> >
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 18-09-25&Archive=RotaxEngines
> >
> >
> > ===============================================
> > EMail Version of Today's List Digest Archive
> > ===============================================
> >
> >
> > ----------------------------------------------------------
> > RotaxEngines-List Digest Archive
> > ---
> > Total Messages Posted Tue 09/25/18: 8
> > ----------------------------------------------------------
> >
> >
> > Today's Message Index:
> > ----------------------
> >
> > 1. 06:51 AM - Re: Capacitors (Roger Lee)
> > 2. 06:52 AM - Re: Capacitors (Roger Lee)
> > 3. 12:31 PM - Re: Rotax Service Class Oct. 6 & 7, 2018 in Tucson, AZ
> > (Roger Lee)
> > 4. 12:46 PM - Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
> > (goodings(at)yorku.ca)
> > 5. 02:20 PM - Capacitors (John Elling)
> > 6. 02:20 PM - Capacitors (John Elling)
> > 7. 02:32 PM - Re: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
> (Ken
> > Ryan)
> > 8. 03:15 PM - Re: Re: RotaxEngines-List Digest: 2 Msgs - 09/24/18
> (Hugh
> > McKay)
> >
> >
> >
> > ________________________________ Message 1
> > _____________________________________
> >
> >
> > Subject: RotaxEngines-List: Re: Capacitors
> > From: "Roger Lee" <ssadiver1(at)yahoo.com>
> >
> >
> > Hi Hugh,
> >
> > I have 22K caps if you need one.
> >
> > The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x
> 33K
> > caps
> > in the 912iS engine. The larger caps like 33K, 40K or 50K will work
> better
> > than
> > the 22K. The larger the cap capacitance the larger the physical size. The
> > small cap like the 22K usually needs to have ends soldered on while the
> > bigger
> > caps have screw on terminals.
> >
> > --------
> > Roger Lee
> > Tucson, Az.
> > Rotax Instructor & Rotax IRC
> > Light Sport Repairman
> > Home 520-574-1080 TRY HOME FIRST
> > Cell 520-349-7056
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=483354#483354
> >
> >
> > ________________________________ Message 2
> > _____________________________________
> >
> >
> > Subject: RotaxEngines-List: Re: Capacitors
> > From: "Roger Lee" <ssadiver1(at)yahoo.com>
> >
> >
> > Hi Hugh,
> >
> > I have 22K caps if you need one.
> >
> > The 22K is just a Rotax minimum. You can use larger. Rotax now uses 2 x
> 33K
> > caps
> > in the 912iS engine. The larger caps like 33K, 40K or 50K will work
> better
> > than
> > the 22K. The larger the cap capacitance the larger the physical size. The
> > small cap like the 22K usually needs to have ends soldered on while the
> > bigger
> > caps have screw on terminals. Get the 105c temp rated ones.
> >
> > --------
> > Roger Lee
> > Tucson, Az.
> > Rotax Instructor & Rotax IRC
> > Light Sport Repairman
> > Home 520-574-1080 TRY HOME FIRST
> > Cell 520-349-7056
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=483355#483355
> >
> >
> > ________________________________ Message 3
> > _____________________________________
> >
> >
> > Subject: RotaxEngines-List: Re: Rotax Service Class Oct. 6 & 7, 2018 in
> > Tucson,
> > AZ
> > From: "Roger Lee" <ssadiver1(at)yahoo.com>
> >
> >
> > Rotax Oct. 6th & 7th Class Directions
> >
> > Fly into Tucson International Airport (TIA) or fly your own plane into
> Ryan
> > Airfield.
> > Classes are Saturday and Sunday. All rental cars are on site at Tucson
> > International Airport or Enterprise will pick you up if you fly into Ryan
> > Airfield.
> > Several hotels are just hundreds of yards down the street at TIA. Ryan
> > Airport
> > (KRYN) is only 10-12 minute drive. The entire experience is convenient
> > and comfortable.
> >
> > The class is Oct. 6th & 7th, Saturday & Sunday. The class will start
> promptly
> > at
> > 0800 each day and plan on staying until 1700 hours. There will be class
> in
> > the
> > conference room each day in the morning and work in the hangar each day
> after
> > the class presentation. There will be a lunch break each day at
> approximately
> > 1130 hours.
> > Please bring a laptop or tablet device in case you need to find Rotax
> > information
> > or manuals on line. There is Wi-Fi in the classroom.
> > The class is being held at Ryan Airfield (KRYN) in Tucson, AZ. (9698 W
> Ajo
> > Hwy).
> > This is west of Tucson proper and city limits and approximately 12 minute
> > drive
> > from the Tucson Airport (TIA). If you fly in your own aircraft parking is
> > right up at the back door of the conference room. Rental cars are
> available
> > at
> > Tucson Airport and Enterprise usually will pick you up at Ryan if you
> need a
> > car from there.
> >
> > Directions to Ryan Airfield are as follows and can be reached by either
> Ajo
> > Hwy
> > or Valencia Rd. They both run right in front of Ryan Airport. The
> conference
> > room is up front at the airport on Ajo Hwy. It is the only building out
> on
> > Ajo
> > Hwy and the only parking out on Ajo Hwy.
> >
> > General Directions:
> > If you are staying in Tucson central or out by Interstate 10 then take
> I-10
> > to
> > I-19 south. The turn right to go west bound on Ajo Hwy. Follow this road
> 12
> > miles
> > out to Ryan Airfield.
> > If you are staying in a hotel out by Tucson Airport off Valencia Rd. Just
> > head
> > west on Valencia until it dead ends right at Ryan Airfield on Ajo Hwy.
> >
> > There is a restaurant at Ryan field and you can have breakfast there.
> They
> > open
> > at 0600. Lunch is either at Ryan or at two other local restaurants.
> >
> > Prepare to learn and have fun doing it!
> >
> > For questions call Roger Lee in Tucson, Az at 520-574-1080 Home or
> > 520-349-7056
> > cell or Bryan Toepfer at California Power Systems 505-550-8121.
> >
> > --------
> > Roger Lee
> > Tucson, Az.
> > Rotax Instructor & Rotax IRC
> > Light Sport Repairman
> > Home 520-574-1080 TRY HOME FIRST
> > Cell 520-349-7056
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=483362#483362
> >
> >
> > ________________________________ Message 4
> > _____________________________________
> >
> >
> > From: goodings(at)yorku.ca
> > Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> 09/24/18
> >
> >
> > For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> > 20,000
> > mF will be almost as good as one 22,000 mF capacitor. One capacitor >
> 22,000
> > mF
> > will be fine, even better. But be fussy about having the working voltage
> (for
> > any electrolytic capacitor) not less than 25 V. All this capacitor is
> doing
> > is
> > acting as a "short" to ground for radio frequency noise originating in
> the
> > ignition circuit so that the noise does not mess up your radios.
> >
> > John Goodings, C-FGPJ CH601HD Zodiac
> >
> >
> > Quoting RotaxEngines-List Digest Server >:
> >
> > > *
> > >
> > > ================================================
> > > Online Versions of Today's List Digest Archive
> > > ================================================
> > >
> > > Today's complete RotaxEngines-List Digest can also be found in either
> of
> > the
> > > two Web Links listed below. The .html file includes the Digest
> formatted
> > > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > > and Message Navigation. The .txt file includes the plain ASCII version
> > > of the RotaxEngines-List Digest and can be viewed with a generic text
> > editor
> > > such as Notepad or with a web browser.
> > >
> > > HTML Version:
> > >
> > >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
> > 18-09-24&Archive=RotaxEngines
> > >
> > > Text Version:
> > >
> > >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
> > 18-09-24&Archive=RotaxEngines
> > >
> > >
> > > ==============================================
> > > EMail Version of Today's List Digest Archive
> > > ==============================================
> > >
> > >
> > > ----------------------------------------------------------
> > > RotaxEngines-List Digest Archive
> > > ---
> > > Total Messages Posted Mon 09/24/18: 2
> > > ----------------------------------------------------------
> > >
> > >
> > > Today's Message Index:
> > > ----------------------
> > >
> > > 1. 01:22 PM - Capacitors (Hugh McKay)
> > > 2. 02:11 PM - Re: Capacitors (John Hauck)
> > >
> > >
> > > ________________________________ Message 1
> > > _____________________________________
> > >
> > >
> > > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V is
> > > shown in the circuit. If you cannot find one capacitor of the exact
> Capaci
> > > tance, can one larger capacitor be used? Can two 10,000 aluminum
> electrolyt
> > > ic capacitors connected in parallel at that point in the circuit
> accomplish
> > > the same thing?
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > > Senior Consultant
> > > Worldwide Engineering Inc.
> > > 4090 North NC Hwy. 16
> > > Denver, NC 28037
> > >
> > > Ph. 704-661-8271
> > > Fax 704-483-5466
> > > Email hgmckay(at)bellsouth.net
> > > http://www.geo.com (click on Power Division)
> > > Sent from Mail for Windows 10
> > >
> > >
> > > ________________________________ Message 2
> > > _____________________________________
> > >
> > >
> > > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > > Subject: RE: RotaxEngines-List: Capacitors
> > >
> > > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > > shipping. Super cheap:
> > >
> > >
> > > https://www.ebay.com/bhp/22000uf-capacitor
> > >
> > >
> > > John Hauck
> > >
> > > Kolb MKIII
> > >
> > > Titus, Alabama
> > >
> > >
> > > From: owner-rotaxengines-list-server(at)matronics.com
> > > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of
> Hugh
> > > McKay
> > > Sent: Monday, September 24, 2018 3:22 PM
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V
> > > is shown in the circuit. If you cannot find one capacitor of the exact
> > > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > > electrolytic capacitors connected in parallel at that point in the
> > > circuit accomplish the same thing?
> > >
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > >
> > > Senior Consultant
> > >
> > > Worldwide Engineering Inc.
> > >
> > > 4090 North NC Hwy. 16
> > >
> > > Denver, NC 28037
> > >
> > >
> > > Ph. 704-661-8271
> > >
> > > Fax 704-483-5466
> > >
> > > Email hgmckay(at)bellsouth.net
> > >
> > > http://www.geo.com (click on Power Division)
> > >
> > > Sent from Mail for
> > > Windows 10
> > >
> > >
> >
> >
> > ________________________________ Message 5
> > _____________________________________
> >
> >
> > Subject: RotaxEngines-List: Capacitors
> > From: John Elling <jelling(at)newmexico.com>
> >
> >
> >
> > Keep in mind that capacitors have a limited lifetime. The electrolites
> > dry out. It is a real limit at high altitudes and dry climates.
> >
> > I get mine from digikey and go for the name brands.
> >
> > Y'all might look over your capacitors at the next annual. Good ones
> > have dates on them and you can find the recommended lifetimes.
> >
> >
> > ________________________________ Message 6
> > _____________________________________
> >
> >
> > Subject: RotaxEngines-List: Capacitors
> > From: John Elling <jelling(at)newmexico.com>
> >
> >
> >
> > Keep in mind that capacitors have a limited lifetime. The electrolites
> > dry out. It is a real limit at high altitudes and dry climates.
> >
> > I get mine from digikey and go for the name brands.
> >
> > Y'all might look over your capacitors at the next annual. Good ones
> > have dates on them and you can find the recommended lifetimes.
> >
> >
> > ________________________________ Message 7
> > _____________________________________
> >
> >
> > From: Ken Ryan <keninalaska(at)gmail.com>
> > Subject: Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> > 09/24/18
> >
> > John, isn't the ignition isolated from the starting/charging circuits
> > (which is where the capacitor is located)?
> >
> >
> > On Tue, Sep 25, 2018 at 1:51 PM wrote:
> >
> > >
> > > For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> > > 20,000
> > > mF will be almost as good as one 22,000 mF capacitor. One capacitor >
> > > 22,000 mF
> > > will be fine, even better. But be fussy about having the working
> voltage
> > > (for
> > > any electrolytic capacitor) not less than 25 V. All this capacitor is
> > > doing is
> > > acting as a "short" to ground for radio frequency noise originating in
> the
> > > ignition circuit so that the noise does not mess up your radios.
> > >
> > > John Goodings, C-FGPJ CH601HD Zodiac
> > >
> > >
> > > Quoting RotaxEngines-List Digest Server <
> rotaxengines-list(at)matronics.com>:
> > >
> > > > *
> > > >
> > > > ================================================
> > > > Online Versions of Today's List Digest Archive
> > > > ================================================
> > > >
> > > > Today's complete RotaxEngines-List Digest can also be found in
> either of
> > > the
> > > > two Web Links listed below. The .html file includes the Digest
> formatted
> > > > in HTML for viewing with a web browser and features Hyperlinked
> Indexes
> > > > and Message Navigation. The .txt file includes the plain ASCII
> version
> > > > of the RotaxEngines-List Digest and can be viewed with a generic text
> > > editor
> > > > such as Notepad or with a web browser.
> > > >
> > > > HTML Version:
> > > >
> > > >
> > > >
> > >
> > >
> >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
> > 18-09-24&Archive=RotaxEngines
> > > >
> > > > Text Version:
> > > >
> > > >
> > > >
> > >
> > >
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
> > 18-09-24&Archive=RotaxEngines
> > > >
> > > >
> > > > ==============================================
> > > > EMail Version of Today's List Digest Archive
> > > > ==============================================
> > > >
> > > >
> > > > ----------------------------------------------------------
> > > > RotaxEngines-List Digest Archive
> > > > ---
> > > > Total Messages Posted Mon 09/24/18: 2
> > > > ----------------------------------------------------------
> > > >
> > > >
> > > > Today's Message Index:
> > > > ----------------------
> > > >
> > > > 1. 01:22 PM - Capacitors (Hugh McKay)
> > > > 2. 02:11 PM - Re: Capacitors (John Hauck)
> > > >
> > > >
> > > >
> > > > ________________________________ Message 1
> > > > _____________________________________
> > > >
> > > >
> > > > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > > > Subject: RotaxEngines-List: Capacitors
> > > >
> > > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V
> > > is
> > > > shown in the circuit. If you cannot find one capacitor of the exact
> > > Capaci
> > > > tance, can one larger capacitor be used? Can two 10,000 aluminum
> > > electrolyt
> > > > ic capacitors connected in parallel at that point in the circuit
> > > accomplish
> > > > the same thing?
> > > >
> > > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > > > Senior Consultant
> > > > Worldwide Engineering Inc.
> > > > 4090 North NC Hwy. 16
> > > > Denver, NC 28037
> > > >
> > > > Ph. 704-661-8271
> > > > Fax 704-483-5466
> > > > Email hgmckay(at)bellsouth.net
> > > > http://www.geo.com (click on Power Division)
> > > > Sent from Mail for Windows 10
> > > >
> > > >
> > > > ________________________________ Message 2
> > > > _____________________________________
> > > >
> > > >
> > > > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > > > Subject: RE: RotaxEngines-List: Capacitors
> > > >
> > > > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > > > shipping. Super cheap:
> > > >
> > > >
> > > > https://www.ebay.com/bhp/22000uf-capacitor
> > > >
> > > >
> > > > John Hauck
> > > >
> > > > Kolb MKIII
> > > >
> > > > Titus, Alabama
> > > >
> > > >
> > > > From: owner-rotaxengines-list-server(at)matronics.com
> > > > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of
> Hugh
> > > > McKay
> > > > Sent: Monday, September 24, 2018 3:22 PM
> > > > Subject: RotaxEngines-List: Capacitors
> > > >
> > > >
> > > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V
> > > > is shown in the circuit. If you cannot find one capacitor of the
> exact
> > > > Capacitance, can one larger capacitor be used? Can two 10,000
> aluminum
> > > > electrolytic capacitors connected in parallel at that point in the
> > > > circuit accomplish the same thing?
> > > >
> > > >
> > > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > > >
> > > > Senior Consultant
> > > >
> > > > Worldwide Engineering Inc.
> > > >
> > > > 4090 North NC Hwy. 16
> > > >
> > > > Denver, NC 28037
> > > >
> > > >
> > > > Ph. 704-661-8271
> > > >
> > > > Fax 704-483-5466
> > > >
> > > > Email hgmckay(at)bellsouth.net
> > > >
> > > > http://www.geo.com (click on Power Division)
> > > >
> > > > Sent from Mail for
> > > > Windows 10
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> >
> > ________________________________ Message 8
> > _____________________________________
> >
> >
> > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > Subject: RE: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> > 09/24/18
> >
> > John, The working voltage for the Rotax 912 UL electrical system is 12
> Volt
> > s DC; much less than the 22,000 MF capacitor at 25 Volts as called for
> on t
> > he Rotax engine diagram. How do you explain your statement that the
> working
> > voltage should not be less than 25Volts?
> >
> > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > Senior Consultant
> > Worldwide Engineering Inc.
> > 4090 North NC Hwy. 16
> > Denver, NC 28037
> >
> > Ph. 704-661-8271
> > Fax 704-483-5466
> > Email hgmckay(at)bellsouth.net
> > http://www.geo.com (click on Power Division)
> > Sent from Mail for Windows 10
> >
> > From: goodings(at)yorku.ca
> > Sent: Tuesday, September 25, 2018 3:48 PM
> > Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 2 Msgs -
> 09/24/18
> >
> >
> > For what it's worth, two 10,000 mF (microfarad) capacitors in parallel
> > 20,000
> > mF will be almost as good as one 22,000 mF capacitor. One capacitor >
> 22,00
> > 0 mF
> > will be fine, even better. But be fussy about having the working voltage
> (f
> > or
> > any electrolytic capacitor) not less than 25 V. All this capacitor is
> doing
> > is
> > acting as a "short" to ground for radio frequency noise originating in
> the
> > ignition circuit so that the noise does not mess up your radios.
> >
> > John Goodings, C-FGPJ CH601HD Zodiac
> >
> >
> > Quoting RotaxEngines-List Digest Server >:
> >
> > > *
> > >
> > > =======================
> >
> > > Online Versions of Today's List Digest Archive
> > > =======================
> >
> > >
> > > Today's complete RotaxEngines-List Digest can also be found in either
> of
> > the
> > > two Web Links listed below. The .html file includes the Digest
> formatted
> > > in HTML for viewing with a web browser and features Hyperlinked Indexes
> > > and Message Navigation. The .txt file includes the plain ASCII version
> > > of the RotaxEngines-List Digest and can be viewed with a generic text
> edi
> > tor
> > > such as Notepad or with a web browser.
> > >
> > > HTML Version:
> > >
> > >
> > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Ch
> > apter 18-09-24&Archive=RotaxEngines
> > >
> > > Text Version:
> > >
> > >
> > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Cha
> > pter 18-09-24&Archive=RotaxEngines
> > >
> > >
> > > =======================
> > ======================
> > > EMail Version of Today's List Digest Archive
> > > =======================
> > ======================
> > >
> > >
> > > ----------------------------------------------------------
> > > RotaxEngines-List Digest Archive
> > > ---
> > > Total Messages Posted Mon 09/24/18: 2
> > > ----------------------------------------------------------
> > >
> > >
> > > Today's Message Index:
> > > ----------------------
> > >
> > > 1. 01:22 PM - Capacitors (Hugh McKay)
> > > 2. 02:11 PM - Re: Capacitors (John Hauck)
> > >
> > >
> > > ________________________________ Message 1
> > > _____________________________________
> > >
> > >
> > > From: Hugh McKay <hgmckay(at)bellsouth.net>
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V
> > is
> > > shown in the circuit. If you cannot find one capacitor of the exact
> Capa
> > ci
> > > tance, can one larger capacitor be used? Can two 10,000 aluminum
> electrol
> > yt
> > > ic capacitors connected in parallel at that point in the circuit
> accompli
> > sh
> > > the same thing?
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > > Senior Consultant
> > > Worldwide Engineering Inc.
> > > 4090 North NC Hwy. 16
> > > Denver, NC 28037
> > >
> > > Ph. 704-661-8271
> > > Fax 704-483-5466
> > > Email hgmckay(at)bellsouth.net
> > > http://www.geo.com (click on Power Division)
> > > Sent from Mail for Windows 10
> > >
> > >
> > > ________________________________ Message 2
> > > _____________________________________
> > >
> > >
> > > From: "John Hauck" <jhauck(at)elmore.rr.com>
> > > Subject: RE: RotaxEngines-List: Capacitors
> > >
> > > EBay has all kinds of 22,000 mf capacitors. Here are a few with free
> > > shipping. Super cheap:
> > >
> > >
> > > https://www.ebay.com/bhp/22000uf-capacitor
> > >
> > >
> > > John Hauck
> > >
> > > Kolb MKIII
> > >
> > > Titus, Alabama
> > >
> > >
> > > From: owner-rotaxengines-list-server(at)matronics.com
> > > [mailto:owner-rotaxengines-list-server(at)matronics.com] On Behalf Of
> Hugh
> > > McKay
> > > Sent: Monday, September 24, 2018 3:22 PM
> > > Subject: RotaxEngines-List: Capacitors
> > >
> > >
> > > On the Rotax 912 UL engine wiring diagram one 22,000 UF capacitor at
> 25V
> > > is shown in the circuit. If you cannot find one capacitor of the exact
> > > Capacitance, can one larger capacitor be used? Can two 10,000 aluminum
> > > electrolytic capacitors connected in parallel at that point in the
> > > circuit accomplish the same thing?
> > >
> > >
> > > Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> > >
> > > Senior Consultant
> > >
> > > Worldwide Engineering Inc.
> > >
> > > 4090 North NC Hwy. 16
> > >
> > > Denver, NC 28037
> > >
> > >
> > > Ph. 704-661-8271
> > >
> > > Fax 704-483-5466
> > >
> > > Email hgmckay(at)bellsouth.net
> > >
> > > http://www.geo.com (click on Power Division)
> > >
> > > Sent from Mail for
> > > Windows 10
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Stan Tew <stan2tew(at)gmail.com> |
| Subject: | Any problem with smoke oil? |
I have 912 ULS and I'm about to add a smoke system to it. I have airshow
quality smoke oil. I plan to inject it into 2 exhaust pipes.
Have any of you had any problems doing that? Has it affected the muffler at
all?
Stan
N29TD
________________________________________________________________________________
| Subject: | Re: Any problem with smoke oil? |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
There are some who have done this. It will make a mess under the plane and from
time to time you may need to clean the exhaust.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=483561#483561
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rectifier/Regulator Charging Current (Amps) Measurement |
How can I measure the amount of battery charging current being put out by t
he Rotax Rectifier/Regulator using a digital multimeter?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
________________________________________________________________________________
| From: | Clive Richards <stephencliverichards(at)gmail.com> |
| Subject: | Re: Rectifier/Regulator Charging Current (Amps) Measurement |
Hi hugh as a ammeter has to be connected in series with the output of the r
egulator I think the output is probably 30 amp which will be greater than t
he digital meter usually 10 amp.
You can get a cheap analog DC 30 amp ammeter with a seperate shunt from eba
y and connect that.
Alternatively you can get a relatively cheap DC 30-0-30 amp clipon ammeter
again from ebay and clip over regulator output cable or battery cable will
no be very accurate but probably ok for your needs
Clive
Get Outlook for Android
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Wednesday, October 24, 2018 4:24:20 PM
Subject: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps) Mea
surement
How can I measure the amount of battery charging current being put out by t
he Rotax Rectifier/Regulator using a digital multimeter?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Window
s 10
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rectifier/Regulator Charging Current (Amps) Measurement |
Clive,
Thanks for your reply and advice. Attached is a photograph of the manual an
d measuring device I have. It is an Extech single phase/three phase 1000 am
p true RMS Power Clamp on Model 380976 digital meter. The manual is not ver
y clear on the range of measurement for DC Amps. Attached also are two scan
ned sections in the manual concerning measuring Amps. One is for =9CA
C Current measurement=9D, and the other is for =9CAC and DC mic
ro Amp measurement=9D. I notice that there is no direct reference to
=9CDC Amp measurement=9D, only micro Amp measurement. Can I sim
ply use the =9CAC Current Measurement=9D clamp on procedure ove
r one wire to measure DC current in that wire? I am a novice concerning ele
ctricity, so I need to know if I can use this device to measure the amp out
put of the +B wire coming out of the Rotax rectifier/voltage regulator to d
etermine if I have adequate charging current for the battery?
Hugh G. McKay III
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
From: Clive Richards
Sent: Wednesday, October 24, 2018 2:18 PM
Subject: Re: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps)
Measurement
Hi hugh as a ammeter has to be connected in series with the output of the r
egulator I think the output is probably 30 amp which will be greater than t
he digital meter usually 10 amp.
You can get a cheap analog DC 30 amp ammeter with a seperate shunt from eba
y and connect that.
Alternatively you can get a relatively cheap DC 30-0-30 amp clipon ammeter
again from ebay and clip over regulator output cable or battery cable will
no be very accurate but probably ok for your needs
Clive
Get Outlook for Android
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Wednesday, October 24, 2018 4:24:20 PM
Subject: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps) Mea
surement
=C2-
How can I measure the amount of battery charging current being put out by t
he Rotax Rectifier/Regulator using a digital multimeter?
=C2-
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
=C2-
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
=C2-
________________________________________________________________________________
| From: | Clive Richards <stephencliverichards(at)gmail.com> |
| Subject: | Re: Rectifier/Regulator Charging Current (Amps) |
Measurement
The clamp part of the meter only measures AC current you can measure dc mil
liamps using the test leads If you know a car repairer they may have a clip
on dc ammeter but you will have to read it in position . I expect digital d
c clamp meters similar to yours are available but will be expensive.
Get Outlook for Android
________________________________
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Thursday, October 25, 2018 4:39:35 PM
Subject: RE: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps)
Measurement
Clive,
Thanks for your reply and advice. Attached is a photograph of the manual an
d measuring device I have. It is an Extech single phase/three phase 1000 am
p true RMS Power Clamp on Model 380976 digital meter. The manual is not ver
y clear on the range of measurement for DC Amps. Attached also are two scan
ned sections in the manual concerning measuring Amps. One is for =93AC Curr
ent measurement=94, and the other is for =93AC and DC micro Amp measurement
=94. I notice that there is no direct reference to =93DC Amp measurement=94
, only micro Amp measurement. Can I simply use the =93AC Current Measuremen
t=94 clamp on procedure over one wire to measure DC current in that wire? I
am a novice concerning electricity, so I need to know if I can use this de
vice to measure the amp output of the +B wire coming out of the Rotax recti
fier/voltage regulator to determine if I have adequate charging current for
the battery?
[cid:image003.jpg(at)01D46C57.6682CDF0]
Hugh G. McKay III
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Window
s 10
From: Clive Richards<mailto:stephencliverichards(at)gmail.com>
Sent: Wednesday, October 24, 2018 2:18 PM
Subject: Re: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps)
Measurement
Hi hugh as a ammeter has to be connected in series with the output of the r
egulator I think the output is probably 30 amp which will be greater than t
he digital meter usually 10 amp.
You can get a cheap analog DC 30 amp ammeter with a seperate shunt from eba
y and connect that.
Alternatively you can get a relatively cheap DC 30-0-30 amp clipon ammeter
again from ebay and clip over regulator output cable or battery cable will
no be very accurate but probably ok for your needs
Clive
Get Outlook for Android
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Wednesday, October 24, 2018 4:24:20 PM
Subject: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps) Mea
surement
How can I measure the amount of battery charging current being put out by t
he Rotax Rectifier/Regulator using a digital multimeter?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Window
s 10
________________________________________________________________________________
| From: | Clive Richards <stephencliverichards(at)gmail.com> |
| Subject: | Re: Rectifier/Regulator Charging Current (Amps) |
Measurement
Hi hugh I have just checked meter speck to check I was correct but I see th
ey do AC/DC model clamp meters these days .
The cheapest option is buy a ammeter with seperate shunt connect shunt in s
eries with alternator regulator output and connect shunt to meter where you
can read it. (About $ 20) you will need to connect correct polarity on a a
nalog meter or it will try to read backwards
Clive
Get Outlook for Android
________________________________
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Thursday, October 25, 2018 4:39:35 PM
Subject: RE: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps)
Measurement
Clive,
Thanks for your reply and advice. Attached is a photograph of the manual an
d measuring device I have. It is an Extech single phase/three phase 1000 am
p true RMS Power Clamp on Model 380976 digital meter. The manual is not ver
y clear on the range of measurement for DC Amps. Attached also are two scan
ned sections in the manual concerning measuring Amps. One is for =93AC Curr
ent measurement=94, and the other is for =93AC and DC micro Amp measurement
=94. I notice that there is no direct reference to =93DC Amp measurement=94
, only micro Amp measurement. Can I simply use the =93AC Current Measuremen
t=94 clamp on procedure over one wire to measure DC current in that wire? I
am a novice concerning electricity, so I need to know if I can use this de
vice to measure the amp output of the +B wire coming out of the Rotax recti
fier/voltage regulator to determine if I have adequate charging current for
the battery?
[cid:image003.jpg(at)01D46C57.6682CDF0]
Hugh G. McKay III
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Window
s 10
From: Clive Richards<mailto:stephencliverichards(at)gmail.com>
Sent: Wednesday, October 24, 2018 2:18 PM
Subject: Re: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps)
Measurement
Hi hugh as a ammeter has to be connected in series with the output of the r
egulator I think the output is probably 30 amp which will be greater than t
he digital meter usually 10 amp.
You can get a cheap analog DC 30 amp ammeter with a seperate shunt from eba
y and connect that.
Alternatively you can get a relatively cheap DC 30-0-30 amp clipon ammeter
again from ebay and clip over regulator output cable or battery cable will
no be very accurate but probably ok for your needs
Clive
Get Outlook for Android
From: owner-rotaxengines-list-server(at)matronics.com <owner-rotaxengines-list
-server(at)matronics.com> on behalf of Hugh McKay
Sent: Wednesday, October 24, 2018 4:24:20 PM
Subject: RotaxEngines-List: Rectifier/Regulator Charging Current (Amps) Mea
surement
How can I measure the amount of battery charging current being put out by t
he Rotax Rectifier/Regulator using a digital multimeter?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Window
s 10
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | PLEASE READ - Matronics Email List 2018 Fund Raiser |
During November!
Dear Listers,
Each November I hold a PBS-like fund raiser to support the continued operation
and upgrade of the Email List and Fourm Services at Matronics. It's solely through
the Contributions of List members (you) that these Matronics Lists are possible.
You have probably noticed that there are no banner ads or pop-up windows on any of the Matronics Lists or related web sites such as the Forums site http://forums.matronics.com , Wiki site http://wiki.matronics.com , or other related pages such as the List Search Engine http://www.matronics.com/search , List Browse http://www.matronics.com/listbrowse , etc. This is because I believe in a List experience that is completely about the sport we all enjoy - namely Airplanes and not about annoying advertisements.
During the month of November I will be sending out List messages every couple of
days reminding everyone that the Fund Raiser is underway. I ask for your patience
and understanding during the Fund Raiser and throughout these regular messages.
The Fund Raiser is only financial support mechanism I have to pay all
of the bills associated with running these lists. YOUR personal Contribution
counts!
This year we have a really HUGE and TERRIFIC line up of free gifts to go along
with the various Contribution levels. In fact, there are 9 great gifts to choose
from! There's something for everyone, to be sure.
Please make your List Contribution using any one of three secure methods including
using a Credit Card, PayPal, or by Personal Check. All three methods afford
you the opportunity to select one of this year's free gifts with a qualifying
Contribution amount!!
To make your Contribution, please visit the secure web site:
http://www.matronics.com/contribution
I would like to thank everyone in advance for their generous financial AND moral
support over the years!
Thank you!
Matt Dralle
Matronics Email List Administrator
RV-4/RV-6/RV-8 Builder/Rebuilder/Pilot
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make A Contribution To Support Your Lists |
Dear Listers,
There is no advertising income to support the Matronics Email Lists and Forums.
The operation is supported 100% by your personal Contributions during the November
Fund Raiser.
Please make your Contribution today to support the continued operation and upgrade
of these services. You can pick up a really nice gift for making your Contribution
too!
You may use a Credit Card or Paypal at the Matronics Contribution Site here:
http://www.matronics.com/contribution
or, you can send a personal check to the following address:
Matronics / Matt Dralle
581 Jeannie Way
Livermore, CA 94550
Thank you in advance for your generous support!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Coming Soon - The List of Contributors - Please Make |
A Contribution Today!
Each year at the end of the List Fund Raiser, I post a message acknowledging everyone
that so generously made a Contribution to support the Lists. Its my way
of publicly thanking everyone that took a minute to show their appreciation
for the Lists.
Please take a moment and assure that your name is on that List of Contributors
(LOC)! As a number of members have pointed out over the years, the List seems
at least as valuable a building / entertainment tool as your typical magazine
subscription!
Assure that your name is on this year's LOC! Show others that you appreciate the
Lists. Making a Contribution to support the Lists is fast and easy using your
Credit card or Paypal on the Secure Web Site:
http://www.matronics.com/contribution
or by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I would like to thank everyone that has so generously made a Contribution thus
far in this year's List Fund Raiser! Remember that its YOUR support that keeps
these Lists going and improving! Don't forget to include a little comment about
how the Lists have helped you!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Oil temp and pressure sensors. |
| From: | "MikeP" <mpotts(at)clara.net> |
I am trying to find out if the VDO 360 004 sensor is compatible with that used
on flydat 886855. Also will the oil temp sensor work with most / all EIS.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=484487#484487
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [PLEASE READ] Why I Have A Fund Raiser... |
Since the beginning, the Matronics List and Forum experience has been free from
advertising. I have been approached by fair number of vendors wanting to tap
into the large volume of activity across the various lists hosted here, but have
always flatly refused. Everywhere you go on the Internet these days, a user
is pummeled with flashing banners and videos and ads for crap that they don't
want. Yahoo, Google and that ilk are not "free". The user must constantly
endure their barrage of commercialism thrust into their face at an ever increasing
rate. Enough is enough, and the Lists at Matronics choose not to succumb
to that.
That being said, running a service of this size is not "free". It costs a lot
of money to maintain the hardware, pay for the electricity, Commercial-greade
Internet Connection, air conditioning, maintenance contracts, etc, etc. etc.
I choose to hold a PBS-like fund raiser each year during the month of November
where I simply send out a short email every other day asking the members to make
a small contribution to support the operation. That being said, that contribution
is completely voluntary and non-compulsory. Many members choose not
to contribute and that's fine.
However, a very modest percentage of the members do choose to make a contribution
and it is that financial support that keeps the Lists running. And that's
it. To my way of thinking, it is a much more pleasant way of maintaining the
Lists and Forums. The other 11 months of the year, you don't see a single advertisement
or request for support. That's refreshing and that is a List and Forum
that I want to belong to. I think other people feel the same way.
Won't you please take a minute to make your Contribution today and support these
Lists?
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
Thank you for your support!
Matt Dralle
Email List Admin.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | List Contribution - Value of the List... |
If you look forward to checking your List email everyday (and a lot of you have
written to say that you do!), then you're probably getting at least $20 or $30
worth of Entertainment from the Lists each year. You'd pay twice that for a
subscription to some magazine or even a dinner out. Isn't the List worth at least
that much to you? Wouldn't it be great if you could pay that amount and get
a well-managed media source free of advertising, SPAM, and viruses? Come to
think of it, you do... :-)
Won't you please take a minute to make your Contribution today and support these
Lists?
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
USA
I want to say THANK YOU to everyone that has made a Contribution thus far during
this year's List Fund Raiser!! These Lists are made possible exclusively through
YOUR generosity!!
Thank you for your support!
Matt Dralle
Email List Admin.
________________________________________________________________________________
| Subject: | Re: Airport Courtesy Cars Update-Not Topic Related |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
I know Glenn. This is not junk mail and an up front and honest post. He lives in
Tucson, AZ and I talk to him all the time. he's a retired Police officer trying
to help the aviation community.
Roger Lee
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=484739#484739
________________________________________________________________________________
| Subject: | Re: Airport Courtesy Cars Update-Not Topic Related |
| From: | "gbrasch" <airportcars101(at)gmail.com> |
Thanks Roger.
--------
Glenn Brasch
RV-9A Flying
Medevac Helicopter Pilot (Ret)
Owner, "Airport Courtesy Cars" Website www.airportcourtesycars.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=484744#484744
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | A List Contribution - It's Your Personal Squelch Button... |
There is an automatic "squelch button" of sorts for the Fund Raiser messages.
Here's how it works... As soon as a List member makes a Contribution through
the Matronics Fund Raiser web site, their email address is automatically added
to this year's Contributor List and they instantly cease to receive further Fund
Raiser messages for the rest of the month! Its just that simple! :-)
I really do appreciate each and every one of your individual Contributions to support
the Lists. It is your support that enables me to upgrade the hardware
and software that are required to run a List Site such as this one. It also goes
to pay for the commercial-grade Internet connection and to pay the huge electric
bill to keep the computer gear running and the air conditioner powered
on. I run all of the Matronics Email List and Forums sites here locally which
allows me to control and monitor every aspect of the system for the utmost in
reliably and performance. Your personal Contribution matters because, when combined
with other Listers such as yourself, it pays the bills to keep this site
up and running. I accept exactly ZERO advertising dollars for the Matronics
Lists sites. I can't stand the pop-up ads and all other commercials that are
so prevalent on the Internet these days and I particularly don't want to have
it on my Email List sites.
If you appreciate the ad-free, grass-roots, down-home feel of the Matronics Email
Lists, please make a Contribution to keep it that way!!
http://www.matronics.com/contribution
or, you can send a personal check to the following address:
Matronics / Matt Dralle
581 Jeannie Way
Livermore, CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
[Note that there are certain circumstances where you might still see a Contribution
related message. For example, if someone replies to one of the messages,
when using the List Browse feature, or when accessing List message via the Forum.
The system keys on the given email address and since most of these are anonymous
public access methods, there is no simple way to filter them.]
________________________________________________________________________________
| Subject: | 912 Fuel Manifold |
| From: | John Elling <jelling(at)newmexico.com> |
The original builder of my titan tornado did not include a fuel manifold
with fuel return line. Rotax does not like this so I've been planning
to add one along the lines of the figure in section 1.4.1 of the
installation manual Fuel Systems. I figure I can also add a fuel
pressure gauge while I'm at it.
I'm concerned that the fuel pressure gauge handle the old pump (which I
have, max 5.8 psi) and the new pump if I ever need it. It looks like
the UMA fuel sensor and gauges are calibrated for the 5.8 psi max. How
have you dealt with this?
What is the fuel pressure sensor for?
________________________________________________________________________________
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
| Subject: | Re: 912 Fuel Manifold |
John, I think the fuel pressure gauge is there to make sure you don't over
power the needle valve.
When I added the feedback line to a Just Aircraft Escapade I had no way to
run the line back to one of the wing tanks so I ran it to the line before
the header tank. This turned out to be a big mistake as the feedback line
would allow the fuel to flow backward, bypass the fuel shut off valve and
keep the needle valves always under pressure. I wasn't able to solve it
until the owner added a different header tank and I was able to plumb it so
that there was an airspace in the top of the tank to act as a suction break
.
Since you're doing an ELSA (of EAB) airplane I'd suggest you look at the
function of the Rotax parts. They charge a ton for them (almost $200 for
all the parts necessary) and you can get the same function with a Tee and
three barbed fittings. Modify one barbed fitting so the through hole is
reduced to about .050" and you've done the same thing the Rotax parts do
for one tenth the price.
If you have to add a second fuel pump consider using a Facet 40104 that has
a maximum pressure of 4 1/2 psi. It has no check valve so if it should fail
fuel continues to flow right through it. I've tested it with the Rotax fuel
pump on the Escapade and when I added a Mikuni pulse pump to my trike. In
both I shut off the Facet to test its effect at maximum climb angle and the
engine in both cases just kept on humming along.
Rick Girard
On Sun, Nov 11, 2018 at 10:48 AM John Elling wrote:
> jelling(at)newmexico.com>
>
> The original builder of my titan tornado did not include a fuel manifold
> with fuel return line. Rotax does not like this so I've been planning
> to add one along the lines of the figure in section 1.4.1 of the
> installation manual Fuel Systems. I figure I can also add a fuel
> pressure gauge while I'm at it.
>
> I'm concerned that the fuel pressure gauge handle the old pump (which I
> have, max 5.8 psi) and the new pump if I ever need it. It looks like
> the UMA fuel sensor and gauges are calibrated for the 5.8 psi max. How
> have you dealt with this?
>
> What is the fuel pressure sensor for?
===========
===========
===========
===========
===========
===========
>
>
--
=9CBlessed are the cracked, for they shall let in the light.=9D
Groucho Marx
<http://www.goodreads.com/author/show/43244.Groucho_Marx>
________________________________________________________________________________
| Subject: | Re: 912 Fuel Manifold |
| From: | "Roger Lee" <ssadiver1(at)yahoo.com> |
The new max pressure is 7.2 psi. If you have an analog gauge for 10-15 psi your
good. If you have something like a Dynon digital just go into the menu and set
the max higher. 5.8 psi doesn't work at times with the new pumps.
--------
Roger Lee
Tucson, Az.
Rotax Instructor & Rotax IRC
Light Sport Repairman
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=484902#484902
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Just A Few Days Left... |
Dear Listers,
There are just a few days left for this year's List Fund Raiser. If you've been
putting off making a Contribution until the last minute, well, this is it!
The last minute, that is... :-) There are some GREAT new gift selections to choose
from this year. I personally want at least three of them! There's probably
something you can't live without too! And, best of all it supports your
Lists!
Please remember that there isn't any sort of commercial advertising on the Lists
and the *only* means of keeping these Lists running is through your Contributions
during this Fund Raiser.
Please make a Contribution today!
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Make Sure You're Listed! List of Contributors Coming |
Soon!
Dear Listers,
There's just two more days left in this year's List Fund Raiser and that means
the List of Contributors (LOC) is just around the corner! In December I post
a list of everyone that so generously made a Contribution to support the Lists.
Its my way of publicly thanking everyone that took a minute to show their appreciation
for the Lists.
Won't you take minute and assure that your name is on the upcoming LOC? Tell others
that you appreciate the Lists. Making a Contribution to support the Lists
is fast and easy using your Visa, MasterCard, or Paypal account:
http://www.matronics.com/contribution
Or, drop a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
I would like to thank everyone that has so generously made a Contribution thus
far during this year's List Fund Raiser! Remember that its YOUR support that
keeps these Lists running and improving! Don't forget to include a little comment
about how the Lists have helped you!
Thank you!
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
Dear Listers,
A quick reminder that November is the annual Matronics List Fund Raiser. The Lists
are 100% member supported and all of the operational costs are covered solely
through your Contributions during this time of the year.
*Your* personal Contribution makes a difference and keeps all of the Matronics
Email Lists and Forums completely ad-free.
Please make your Contribution today to keep these services up and running for another
great year!
Use a credit card or your PayPal account here:
http://www.matronics.com/contribution
Or, by sending a personal check to:
Matronics / Matt Dralle
581 Jeannie Way
Livermore CA 94550
Thank you in advance!
Matt Dralle
Matronics Email List and Forum Administrator
________________________________________________________________________________
| From: | <kenfrichardson(at)gmail.com> |
I have only used your sights for a few weeks please un-scribe me from the
Rotax and RV please
Ken Richardson
-----Original Message-----
From: owner-rotaxengines-list-server(at)matronics.com
On Behalf Of Matt Dralle
Sent: 17 November 2018 12:38
Subject: RotaxEngines-List: Reminder
-->
Dear Listers,
A quick reminder that November is the annual Matronics List Fund Raiser.
The Lists are 100% member supported and all of the operational costs are
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| From: | Matt Dralle <dralle(at)matronics.com> |
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________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rotax 912 UL Rectifier wiring |
I need some advice by anyone out there who may be able to clear up a questi
on I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my Allegro
2000 ELSA (912 UL engine). For additional information I am attaching my air
plane wiring one line diagram that shows how my rectifier is wired. Also I
want to make reference to a Blog article authored by Klaus Truemper titled
=9C18 December 2012 Testing Rotax 912/914 Generator and Rectifier
=9D. You can Google the title and read the article.
In the section of Mr. Truemper=99s article (Testing Regulator/Rectifi
er) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three case
s. I do not know what Mr. Truemper=99s wiring diagram looked like bec
ause he did not offer one in his article.
After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled
(Testing Regulator/Rectifier). All the tests he listed (the same ones I di
d) fell within the values stated in his article except those tested with th
e Master switch =9Coff=9D. In my case, with the Master switch
=9Coff=9D the voltage to ground on R, B+, and C each measured 1
2.7 VDC in stead of 0 VDC.
Again I don=99t have Mr. Truemper=99s wiring diagram, but in th
e wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage
on R, B+, and C when the master switch is =9Coff=9D.
My question is this: Assuming there is a disconnect switch between terminal
C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D
position should I be measuring 12+VDC to ground on R, B+, and C rather tha
n 0 VDC??
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
________________________________________________________________________________
| From: | Dave Alberti <daberti(at)sbcglobal.net> |
| Subject: | Re: Rotax 912 UL Rectifier wiring |
You don=99t show a battery relay to that isolates the battery when all
switches are off (as in shutdown) which is in the rotax install wiring diag
ram. I believe that is the master that Truemper=99s speaking about.
Dave Alberti
414-699-9312
> On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
>
> I need some advice by anyone out there who may be able to clear up a quest
ion I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my Allegro 2
000 ELSA (912 UL engine). For additional information I am attaching my airpl
ane wiring one line diagram that shows how my rectifier is wired. Also I wan
t to make reference to a Blog article authored by Klaus Truemper titled
=9C18 December 2012 Testing Rotax 912/914 Generator and Rectifier=9D. Y
ou can Google the title and read the article.
>
> In the section of Mr. Truemper=99s article (Testing Regulator/Rectif
ier) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three cases
. I do not know what Mr. Truemper=99s wiring diagram looked like becau
se he did not offer one in his article.
>
> After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled (
Testing Regulator/Rectifier). All the tests he listed (the same ones I did) f
ell within the values stated in his article except those tested with the Mas
ter switch =9Coff=9D. In my case, with the Master switch =9C
off=9D the voltage to ground on R, B+, and C each measured 12.7 VDC in
stead of 0 VDC.
>
> Again I don=99t have Mr. Truemper=99s wiring diagram, but in t
he wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage o
n R, B+, and C when the master switch is =9Coff=9D.
>
> My question is this: Assuming there is a disconnect switch between termina
l C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D p
osition should I be measuring 12+VDC to ground on R, B+, and C rather than 0
VDC??
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
>
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rotax 912 UL Rectifier wiring |
Dave,
My battery is manually isolated by Breaker 13 shown within the =9Cclo
ud=9D noted as Rev.#1 on the attached one line (better drawing than w
hat I sent previous). All the Breakers mounted on the panel including Break
er 13 are Potter & Brumfield W23 Push Button Thermal circuit breakers that
can also be used as manual isolation switches. I assumed the term =9C
Master Switch=9D as used by Mr. Truemper meant the =9CIgnition
Switch=9D as seen on my one line. With that switch in the =9Cof
f=9D position and Breaker 13 open the voltage to ground on R, B+, and
C each measured 12.7 VDC in stead of 0 VDC. This is the same wiring arrang
ement as shown in the Rotax 912 Installation Manual, page 46 of 66 Dated 19
97 03 26. Unless I am =9Csomewhere lost in translation=9D, If M
r. Truemper has his engine wired according to the Rotax manual (which is th
e same as mine, he should also be reading the voltage to ground on R, B+, a
nd C each as 12+ VDC in stead of 0 VDC
Having said all this, have I lost my mind?? According to the attached one l
ine is my electrical system wired correctly????
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
From: Dave Alberti
Sent: Tuesday, November 20, 2018 7:23 PM
Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
You don=99t show a battery relay to that isolates the battery when al
l switches are off (as in shutdown) which is in the rotax install wiring di
agram. =C2-I believe that is the master that =C2-Truemper=99s spe
aking about.
Dave Alberti
414-699-9312
On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
I need some advice by anyone out there who may be able to clear up a questi
on I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my =C2-All
egro 2000 ELSA (912 UL engine). For additional information I am attaching m
y airplane wiring one line diagram that shows how my rectifier is wired. Al
so I want to make reference to a Blog article authored by Klaus Truemper ti
tled =9C18 December 2012 Testing Rotax 912/914 Generator and Rectifie
r=9D. You can Google the title and read the article.
=C2-
In the section of Mr. Truemper=99s article (Testing Regulator/Rectifi
er) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three case
s. I do not know what Mr. Truemper=99s wiring diagram looked like bec
ause he did not offer one in his article.
=C2-
After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled
(Testing Regulator/Rectifier). All the tests he listed (the same ones I di
d) fell within the values stated in his article except those tested with th
e Master switch =9Coff=9D. In my case, with the Master switch
=9Coff=9D the voltage to ground on R, B+, and C each measured 1
2.7 VDC in stead of 0 VDC.
=C2-
Again I don=99t have Mr. Truemper=99s wiring diagram, but in th
e wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage
on R, B+, and C when the master switch is =9Coff=9D.
=C2-
My question is this: Assuming there is a disconnect switch between terminal
C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D
position should I be measuring 12+VDC to ground on R, B+, and C rather tha
n 0 VDC??
=C2-
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
=C2-
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
=C2-
________________________________________________________________________________
| From: | Dave Alberti <daberti(at)sbcglobal.net> |
| Subject: | Re: Rotax 912 UL Rectifier wiring |
Hugh, that does not isolate the battery, the rotax drawing drops at relay 19
and takes all voltage off the regulator at B+ and R.
Dave Alberti
414-699-9312
> On Nov 20, 2018, at 7:59 PM, Hugh McKay wrote:
>
> Dave,
>
> My battery is manually isolated by Breaker 13 shown within the =9Ccl
oud=9D noted as Rev.#1 on the attached one line (better drawing than w
hat I sent previous). All the Breakers mounted on the panel including Breake
r 13 are Potter & Brumfield W23 Push Button Thermal circuit breakers that ca
n also be used as manual isolation switches. I assumed the term =9CMas
ter Switch=9D as used by Mr. Truemper meant the =9CIgnition Swit
ch=9D as seen on my one line. With that switch in the =9Coff
=9D position and Breaker 13 open the voltage to ground on R, B+, and C each m
easured 12.7 VDC in stead of 0 VDC. This is the same wiring arrangement as s
hown in the Rotax 912 Installation Manual, page 46 of 66 Dated 1997 03 26. U
nless I am =9Csomewhere lost in translation=9D, If Mr. Truemper h
as his engine wired according to the Rotax manual (which is the same as mine
, he should also be reading the voltage to ground on R, B+, and C each as 12
+ VDC in stead of 0 VDC
>
> Having said all this, have I lost my mind?? According to the attached one l
ine is my electrical system wired correctly????
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
> From: Dave Alberti
> Sent: Tuesday, November 20, 2018 7:23 PM
> To: rotaxengines-list(at)matronics.com
> Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
>
> You don=99t show a battery relay to that isolates the battery when a
ll switches are off (as in shutdown) which is in the rotax install wiring di
agram. I believe that is the master that Truemper=99s speaking about
.
>
> Dave Alberti
> 414-699-9312
>
> On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
>
> I need some advice by anyone out there who may be able to clear up a quest
ion I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my Allegro 2
000 ELSA (912 UL engine). For additional information I am attaching my airpl
ane wiring one line diagram that shows how my rectifier is wired. Also I wan
t to make reference to a Blog article authored by Klaus Truemper titled
=9C18 December 2012 Testing Rotax 912/914 Generator and Rectifier=9D. Y
ou can Google the title and read the article.
>
> In the section of Mr. Truemper=99s article (Testing Regulator/Rectif
ier) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three cases
. I do not know what Mr. Truemper=99s wiring diagram looked like becau
se he did not offer one in his article.
>
> After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled (
Testing Regulator/Rectifier). All the tests he listed (the same ones I did) f
ell within the values stated in his article except those tested with the Mas
ter switch =9Coff=9D. In my case, with the Master switch =9C
off=9D the voltage to ground on R, B+, and C each measured 12.7 VDC in
stead of 0 VDC.
>
> Again I don=99t have Mr. Truemper=99s wiring diagram, but in t
he wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage o
n R, B+, and C when the master switch is =9Coff=9D.
>
> My question is this: Assuming there is a disconnect switch between termina
l C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D p
osition should I be measuring 12+VDC to ground on R, B+, and C rather than 0
VDC??
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
>
>
>
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rotax 912 UL Rectifier wiring |
Dave,
Thanks for your clarification of the Rotax instruction concerning disconnec
ting the battery. I went back and read a similar article by Phil Lockwood c
alled =9CTips and Tricks for the Ideal Rotax 912 Installation
=9D published in 2005. In that article he clearly states that the + battery
wire that is connected to R, B+, and C must be disconnected from the batte
ry. Based on my wiring one line drawing where would you recommend I move Br
eaker 13 to isolate the battery, and should I change the breaker to a large
r amp rating?
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
From: Dave Alberti
Sent: Tuesday, November 20, 2018 9:41 PM
Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
Hugh, that does not isolate the battery, the rotax drawing drops at relay 1
9 and takes all voltage off the regulator at B+ and R. =C2-
Dave Alberti
414-699-9312
On Nov 20, 2018, at 7:59 PM, Hugh McKay wrote:
Dave,
=C2-
My battery is manually isolated by Breaker 13 shown within the =9Cclo
ud=9D noted as Rev.#1 on the attached one line (better drawing than w
hat I sent previous). All the Breakers mounted on the panel including Break
er 13 are Potter & Brumfield W23 Push Button Thermal circuit breakers that
can also be used as manual isolation switches. I assumed the term =9C
Master Switch=9D as used by Mr. Truemper meant the =9CIgnition
Switch=9D as seen on my one line. With that switch in the =9Cof
f=9D position and Breaker 13 open the voltage to ground on R, B+, and
C each measured 12.7 VDC in stead of 0 VDC. This is the same wiring arrang
ement as shown in the Rotax 912 Installation Manual, page 46 of 66 Dated 19
97 03 26. Unless I am =9Csomewhere lost in translation=9D, If M
r. Truemper has his engine wired according to the Rotax manual (which is th
e same as mine, he should also be reading the voltage to ground on R, B+, a
nd C each as 12+ VDC in stead of 0 VDC
=C2-
Having said all this, have I lost my mind?? According to the attached one l
ine is my electrical system wired correctly????
=C2-
=C2-
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
=C2-
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
=C2-
From: Dave Alberti
Sent: Tuesday, November 20, 2018 7:23 PM
Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
=C2-
You don=99t show a battery relay to that isolates the battery when al
l switches are off (as in shutdown) which is in the rotax install wiring di
agram. =C2-I believe that is the master that =C2-Truemper=99s spe
aking about.
Dave Alberti
414-699-9312
On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
I need some advice by anyone out there who may be able to clear up a questi
on I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my =C2-All
egro 2000 ELSA (912 UL engine). For additional information I am attaching m
y airplane wiring one line diagram that shows how my rectifier is wired. Al
so I want to make reference to a Blog article authored by Klaus Truemper ti
tled =9C18 December 2012 Testing Rotax 912/914 Generator and Rectifie
r=9D. You can Google the title and read the article.
=C2-
In the section of Mr. Truemper=99s article (Testing Regulator/Rectifi
er) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three case
s. I do not know what Mr. Truemper=99s wiring diagram looked like bec
ause he did not offer one in his article.
=C2-
After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled
(Testing Regulator/Rectifier). All the tests he listed (the same ones I di
d) fell within the values stated in his article except those tested with th
e Master switch =9Coff=9D. In my case, with the Master switch
=9Coff=9D the voltage to ground on R, B+, and C each measured 1
2.7 VDC in stead of 0 VDC.
=C2-
Again I don=99t have Mr. Truemper=99s wiring diagram, but in th
e wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage
on R, B+, and C when the master switch is =9Coff=9D.
=C2-
My question is this: Assuming there is a disconnect switch between terminal
C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D
position should I be measuring 12+VDC to ground on R, B+, and C rather tha
n 0 VDC??
=C2-
Hugh G. McKay III, P.E. Fellow. L.M. ASCE
Senior Consultant
Worldwide Engineering Inc.
4090 North NC Hwy. 16
Denver, NC 28037
=C2-
Ph. 704-661-8271
Fax 704-483-5466
Email hgmckay(at)bellsouth.net
http://www.geo.com (click on Power Division)
Sent from Mail for Windows 10
=C2-
=C2-
________________________________________________________________________________
| From: | Clive Richards <stephencliverichards(at)gmail.com> |
| Subject: | Re: Rotax 912 UL Rectifier wiring |
Hugh Rotax Warn Terminal C should not be disconnected from Term B with a
switch or fuse while the engine is running or regulator will be damaged.
You need to remove CB13 and connect R B & C together.
Myself I have installed a battery contactor ((19) on rotax drawing)switched
from a master switch, and normal & alternative feed (small fuse direct
from battery) switches to feed avionics bus.
IF you look in archives of aerolectric list you will find allsorts of
information on rotax regulator and dawings. good place to ask electrical
questions.
Clive
On Wed, 21 Nov 2018 at 04:38, Hugh McKay wrote:
> Dave,
>
>
> Thanks for your clarification of the Rotax instruction concerning
> disconnecting the battery. I went back and read a similar article by Phil
> Lockwood called =9CTips and Tricks for the Ideal Rotax 912 Installa
tion=9D
> published in 2005. In that article he clearly states that the + battery
> wire that is connected to R, B+, and C must be disconnected from the batt
ery*.
> Based on my wiring one line drawing* where would you recommend I move
> Breaker 13 to isolate the battery, and should I change the breaker to a
> larger amp rating?
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
>
> Senior Consultant
>
> Worldwide Engineering Inc.
>
> 4090 North NC Hwy. 16
>
> Denver, NC 28037
>
>
> Ph. 704-661-8271
>
> Fax 704-483-5466
>
> Email hgmckay(at)bellsouth.net
>
> http://www.geo.com (click on Power Division)
>
> Sent from Mail for
> Windows 10
>
>
> *From: *Dave Alberti <daberti(at)sbcglobal.net>
> *Sent: *Tuesday, November 20, 2018 9:41 PM
> *To: *rotaxengines-list(at)matronics.com
> *Subject: *Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
>
>
> Hugh, that does not isolate the battery, the rotax drawing drops at relay
> 19 and takes all voltage off the regulator at B+ and R. [image:
> image1.png]
>
> Dave Alberti
>
> 414-699-9312
>
>
> On Nov 20, 2018, at 7:59 PM, Hugh McKay wrote:
>
> Dave,
>
>
> My battery is manually isolated by Breaker 13 shown within the =9Cc
loud=9D
> noted as Rev.#1 on the *attached one line (better drawing than what I
> sent previous).* All the Breakers mounted on the panel including Breaker
> 13 are Potter & Brumfield W23 Push Button Thermal circuit breakers that c
an
> also be used as manual isolation switches. I assumed the term =9CMa
ster
> Switch=9D as used by Mr. Truemper meant the =9CIgnition Switc
h=9D as seen on my
> one line. With that switch in the =9Coff=9D position and Brea
ker 13 open the
> voltage to ground on R, B+, and C each measured 12.7 VDC in stead of 0 VD
C.
> This is the same wiring arrangement as shown in the Rotax 912 Installatio
n
> Manual, page 46 of 66 Dated 1997 03 26. Unless I am =9Csomewhere lo
st in
> translation=9D, If Mr. Truemper has his engine wired according to t
he Rotax
> manual (which is the same as mine, he should also be reading the voltage
to
> ground on R, B+, and C each as 12+ VDC in stead of 0 VDC
>
>
> Having said all this, have I lost my mind?? According to the attached one
> line is my electrical system wired
> correctly????
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
>
> Senior Consultant
>
> Worldwide Engineering Inc.
>
> 4090 North NC Hwy. 16
>
> Denver, NC 28037
>
>
> Ph. 704-661-8271
>
> Fax 704-483-5466
>
> Email hgmckay(at)bellsouth.net
>
> http://www.geo.com (click on Power Division)
>
> Sent from Mail for
> Windows 10
>
>
> *From: *Dave Alberti <daberti(at)sbcglobal.net>
> *Sent: *Tuesday, November 20, 2018 7:23 PM
> *To: *rotaxengines-list(at)matronics.com
> *Subject: *Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
>
>
> You don=99t show a battery relay to that isolates the battery when
all
> switches are off (as in shutdown) which is in the rotax install wiring
> diagram. I believe that is the master that Truemper=99s speaking
about.
>
> Dave Alberti
>
> 414-699-9312
>
>
> On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
>
> I need some advice by anyone out there who may be able to clear up a
> question I have concerning checking the output wiring of the standard Rot
ax
> 912 rectifier used with the 912 UL engine. I have this rectifier on my
> Allegro 2000 ELSA (912 UL engine). For additional information I am
> attaching my airplane wiring one line diagram that shows how my rectifier
> is wired. Also I want to make reference to a Blog article authored by Kla
us
> Truemper titled *=9C18 December 2012 Testing Rotax 912/914 Generato
r and
> Rectifier=9D. *You can Google the title and read the article.
>
>
> In the section of Mr. Truemper=99s article (Testing Regulator/Recti
fier)
> where he states =9CWith the Master switch off: The above test (refe
rring to
> the previous paragraph) should show 0 voltage for all three cases. I do n
ot
> know what Mr. Truemper=99s wiring diagram looked like because he di
d not
> offer one in his article.
>
>
> After reading Mr. Truemper=99s article and because of some perceive
d battery
> charging issues I was having with my airplane I thought I would check my
> rectifier according to his instructions in the article section titled
> (Testing Regulator/Rectifier). All the tests he listed (the same ones I
> did) fell within the values stated in his article except those tested wit
h
> the Master switch =9Coff=9D. In my case, with the Master swit
ch =9Coff=9D the
> voltage to ground on R, B+, and C each measured 12.7 VDC in stead of 0 VD
C.
>
>
> Again I don=99t have Mr. Truemper=99s wiring diagram, but in
the wiring
> diagram shown in the Rotax 912 UL engine installation manual their wiring
> diagram indicates that there will be regular 12 VDC battery voltage on R,
> B+, and C when the master switch is =9Coff=9D.
>
>
> My question is this: Assuming there is a disconnect switch between
> terminal C and B+ in the open position (per instruction from Rotax to
> protect the battery from discharge), with the Master switch in the
=9Coff=9D
> position should I be measuring 12+VDC to ground on R, B+, and C rather th
an
> 0 VDC??
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
>
> Senior Consultant
>
> Worldwide Engineering Inc.
>
> 4090 North NC Hwy. 16
>
> Denver, NC 28037
>
>
> Ph. 704-661-8271
>
> Fax 704-483-5466
>
> Email hgmckay(at)bellsouth.net
>
> http://www.geo.com (click on Power Division)
>
> Sent from Mail for
> Windows 10
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Please Make a Contribution to Support Your Lists... |
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Matronics Email List Administrator
________________________________________________________________________________
| Subject: | Re: Rotax 912 UL Rectifier wiring |
| From: | "h&jeuropa" <butcher43(at)att.net> |
Hugh,
In your diagram switch/breaker CB13 only disconnects the C terminal of the Ducatti
from R & B+.
In your diagram there is no way to disconnect the battery from R & B+ except by
Fuse labeled Battery Booster (30A) or the 100A fuse (not advised).
Ducatti Terminal C has two functions. It provides voltage for the electronics
inside the Ducatti for to operate. It also is used to sense bus voltage which
in turn "tells" the Ducatti what the system requires, ie is the battery charged
so no output is required, is the system working normally so just top up charging
(output) is required or is the battery discharged so lots of output is required.
Since C provides power to the Ducatti, it must be disconnected from
the battery when the engine isn't running and providing voltage to the airplane
bus or it will cause the battery to slowly discharge, just like leaving a light
on.
>From your diagram the ignition switch has four positions.
Pos 1, ACC will provide power to the bottom left side of the diagram, looks like
flap position, front landing light, strobe lights, position lights, wing tip
landing and tail lights and cabin lights. It also powers the left side of the
diagram, sockets, GPS, Radio, ICM, Transponder and dual V/A meter.
Pos 2, OFF doesn't supply power to anything. However, C on the Ducatti will still
be connected to the battery and slowly draining the battery because it powers
the electronics inside the Ducatti.
Pos 3 probably labeled RUN supplies power exactly as Pos 1, ACC and also controls
the Rotax ignition modules (the last implied, not shown).
Pos 4 probably labeled START provides power to the start contactor (relay) as well
as the Rotax ignition modules (again implied, not shown).
So to answer your original question, with Master in Pos 2, OFF and the switch/breaker
CB13 open (off) you should read 12 VDC on B+ and R and 0 on C. Turn switch/breaker
CB13 closed (on) and you should read 12 VDC on R, B+ and C.
It appears that in Pos 4, START none of the ACC circuits will be powered but they
will be when the switch returns to Pos 3, RUN. This means none of your lights
radios or the dual V/A meter will function during START.
If you refer to Lockwoods article, note that you should not interrupt the connection
between C and R/B+ during engine run and that connection should have low
resistance, less than .2 VDC difference. It is OK to disconnect C from R and
B+ when the engine is not running.
Your diagram should work just fine. Just be sure to turn ON switch/breaker CB13
prior to or right after start (at which time light 16 should go off indicating
the Ducatti is on line and working) and always turn OFF switch/breaker CB13
after engine shut down.
Hope this helps.
Jim Butcher
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=485475#485475
________________________________________________________________________________
| From: | Dave Alberti <daberti(at)sbcglobal.net> |
| Subject: | Re: Rotax 912 UL Rectifier wiring |
Hugh, I have an actual contractor (looks like a solenoid) from Spruce design
ed to use for this application. Mine is on the firewall near my battery. My
comparison position is prior to your ammeter shunt. You would have to wire y
our breaker so that when closed it would energize the solenoid to close the c
ircuit supplying 12 volts to B+, R and C. I use a switch like Cessna, red s
plit battery alternator .
Dave Alberti
> On Nov 20, 2018, at 10:31 PM, Hugh McKay wrote:
>
> Dave,
>
> Thanks for your clarification of the Rotax instruction concerning disconne
cting the battery. I went back and read a similar article by Phil Lockwood c
alled =9CTips and Tricks for the Ideal Rotax 912 Installation=9D
published in 2005. In that article he clearly states that the + battery wir
e that is connected to R, B+, and C must be disconnected from the battery. B
ased on my wiring one line drawing where would you recommend I move Breaker 1
3 to isolate the battery, and should I change the breaker to a larger amp ra
ting?
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
> From: Dave Alberti
> Sent: Tuesday, November 20, 2018 9:41 PM
> To: rotaxengines-list(at)matronics.com
> Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
>
> Hugh, that does not isolate the battery, the rotax drawing drops at relay 1
9 and takes all voltage off the regulator at B+ and R.
>
> Dave Alberti
> 414-699-9312
>
> On Nov 20, 2018, at 7:59 PM, Hugh McKay wrote:
>
> Dave,
>
> My battery is manually isolated by Breaker 13 shown within the =9Ccl
oud=9D noted as Rev.#1 on the attached one line (better drawing than w
hat I sent previous). All the Breakers mounted on the panel including Breake
r 13 are Potter & Brumfield W23 Push Button Thermal circuit breakers that ca
n also be used as manual isolation switches. I assumed the term =9CMas
ter Switch=9D as used by Mr. Truemper meant the =9CIgnition Swit
ch=9D as seen on my one line. With that switch in the =9Coff
=9D position and Breaker 13 open the voltage to ground on R, B+, and C each m
easured 12.7 VDC in stead of 0 VDC. This is the same wiring arrangement as s
hown in the Rotax 912 Installation Manual, page 46 of 66 Dated 1997 03 26. U
nless I am =9Csomewhere lost in translation=9D, If Mr. Truemper h
as his engine wired according to the Rotax manual (which is the same as mine
, he should also be reading the voltage to ground on R, B+, and C each as 12
+ VDC in stead of 0 VDC
>
> Having said all this, have I lost my mind?? According to the attached one l
ine is my electrical system wired correctly????
>
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
> From: Dave Alberti
> Sent: Tuesday, November 20, 2018 7:23 PM
> To: rotaxengines-list(at)matronics.com
> Subject: Re: RotaxEngines-List: Rotax 912 UL Rectifier wiring
>
> You don=99t show a battery relay to that isolates the battery when a
ll switches are off (as in shutdown) which is in the rotax install wiring di
agram. I believe that is the master that Truemper=99s speaking about
.
>
> Dave Alberti
> 414-699-9312
>
> On Nov 20, 2018, at 3:46 PM, Hugh McKay wrote:
>
> I need some advice by anyone out there who may be able to clear up a quest
ion I have concerning checking the output wiring of the standard Rotax 912 r
ectifier used with the 912 UL engine. I have this rectifier on my Allegro 2
000 ELSA (912 UL engine). For additional information I am attaching my airpl
ane wiring one line diagram that shows how my rectifier is wired. Also I wan
t to make reference to a Blog article authored by Klaus Truemper titled
=9C18 December 2012 Testing Rotax 912/914 Generator and Rectifier=9D. Y
ou can Google the title and read the article.
>
> In the section of Mr. Truemper=99s article (Testing Regulator/Rectif
ier) where he states =9CWith the Master switch off: The above test (re
ferring to the previous paragraph) should show 0 voltage for all three cases
. I do not know what Mr. Truemper=99s wiring diagram looked like becau
se he did not offer one in his article.
>
> After reading Mr. Truemper=99s article and because of some perceived
battery charging issues I was having with my airplane I thought I would che
ck my rectifier according to his instructions in the article section titled (
Testing Regulator/Rectifier). All the tests he listed (the same ones I did) f
ell within the values stated in his article except those tested with the Mas
ter switch =9Coff=9D. In my case, with the Master switch =9C
off=9D the voltage to ground on R, B+, and C each measured 12.7 VDC in
stead of 0 VDC.
>
> Again I don=99t have Mr. Truemper=99s wiring diagram, but in t
he wiring diagram shown in the Rotax 912 UL engine installation manual their
wiring diagram indicates that there will be regular 12 VDC battery voltage o
n R, B+, and C when the master switch is =9Coff=9D.
>
> My question is this: Assuming there is a disconnect switch between termina
l C and B+ in the open position (per instruction from Rotax to protect the b
attery from discharge), with the Master switch in the =9Coff=9D p
osition should I be measuring 12+VDC to ground on R, B+, and C rather than 0
VDC??
>
> Hugh G. McKay III, P.E. Fellow. L.M. ASCE
> Senior Consultant
> Worldwide Engineering Inc.
> 4090 North NC Hwy. 16
> Denver, NC 28037
>
> Ph. 704-661-8271
> Fax 704-483-5466
> Email hgmckay(at)bellsouth.net
> http://www.geo.com (click on Power Division)
> Sent from Mail for Windows 10
>
>
>
>
>
>
________________________________________________________________________________
| From: | Hugh McKay <hgmckay(at)bellsouth.net> |
| Subject: | Rotax 912 UL Rectifier wiring |
Dave,
I am not an electrical guru so my understanding of electrical terms and fun
ctions in an electrical circuit is very limited. I do need to limit the amo
unt of changes to my panel simply due to space. Therefore, I am attaching a
scanned sketch of what I propose doing, hoping that it will be safe and me
et the electrical requirements for safe operation of the rectifier and give
the isolation requirements described by Rotax. Please refer to the attache
d sketch and the original one line to compare the proposed changes to the o
riginal.
You will note on the sketch that I have a common point where I connect 5 wi
res to a common connection (R, B+, C, the wire from the Capacitor, and the
wire from the 30 Amp fuse). Between the 30 Amp fuse and the shunt I propose
using my existing Breaker 13 (Potter & Brumfield Series W23 Push Button Th
ermal circuit breaker W23-X1A1G5 (which is certified to be used as a manual
push to close/pull to open disconnect) rated for 5 Amps having a Trip time
at 200% rating of 6-22 seconds. If necessary I can replace this same ident
ical Potter & Brumfield breaker with Amp ratings up to 50 Amps. By the way
all the breakers shown on the one line are panel mounted Potter & Brumfield
Series W23 Push Button Thermal circuit breakers. I use these breakers rout
September 01, 2017 - November 21, 2018
RotaxEngines-Archive.digest.vol-bj