Today's Message Index:
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1. 12:56 PM - Mixture control (Remi Guerner)
2. 03:55 PM - Re: Mixture control (Graham Singleton)
3. 05:33 PM - Re: Mixture control (rparigoris)
4. 06:38 PM - Re: A question on composits (Paul McAllister)
5. 07:33 PM - Re: Seat Belt Restraint Points (JR Gowing)
6. 09:19 PM - Re: Seat Belt Restraint Points (Fred Klein)
Message 1
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Terry,
I am coming back to this subject as I am doing some maintenance on the
engine and had to remove the exhaust system. I took this opportunity to
look at the coloration inside the exhaust elbows. Here is what I found:
Cyl 1: black
Cyl 4: white
Cyl 2 and 3: light brown
So cyl 4 is the leanest on my engine. Cyl 1 is the richest and the other
2 are in between. My engine has 350 hours and no adjustment of the carb
needles were done since new. I could adjust the right carb needle to run
leaner on Cyl 1 and 3, but the two front cylinders (1 and 2) would still
run richer than the rear ones. This is different from what you
experienced with your own engine. Mixture maldistribution is obvious
here and does not seem to be repeatable on all engines of the type (912
ULS).
Regards
Remi Guerner
F-PGKL
>>>>>>>Testing has shown that the standard rotax carb settings are
actually lean-of-peak at sea level on the front two cylinders <<<<<<<<
Terry Seaver
Message 2
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| Subject: | Re: Mixture control |
Remi Guerner wrote:
> Terry,
>
> I am coming back to this subject as I am doing some maintenance on the
> engine and had to remove the exhaust system. I took this opportunity
> to look at the coloration inside the exhaust elbows. Here is what I found:
> Cyl 1: black
> Cyl 4: white
> Cyl 2 and 3: light brown
>
> So cyl 4 is the leanest on my engine. Cyl 1 is the richest and the
> other 2 are in between. My engine has 350 hours and no adjustment of
> the carb needles were done since new. I could adjust the right carb
> needle to run leaner on Cyl 1 and 3, but the two front cylinders (1
> and 2) would still run richer than the rear ones. This is different
> from what you experienced with your own engine. Mixture
> maldistribution is obvious here and does not seem to be repeatable on
> all engines of the type (912 ULS).
>
> Regards
>
> Remi Guerner
> F-PGKL
Remi
the inlet to the carbs can have a marked effect. Some friends were
struggling with a Jab6 installation, single Bing carb, the rear
cylinders were overheating. After many fruitless efforts with cooling
baffles over a frustrating year, the cure was to replace the nice smooth
elbow at the inlet with a square box. Courtesy of Tony Higgins experience.
Graham
Message 3
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| Subject: | Re: Mixture control |
Hi Remi
First and foremost you don't want to be running lean when you are making "a lot"
of BTUs.
Make sure your carb jets and passages are not clogged with "carb snot" and your
diaphragm is not ripped or torn.
If your forward cylinders run a little rich at lower RPMs, so be it, but at take
off power your real interest is you are not running lean at all. Best taint
slight towards richer at full power. Rotax has you check older 914s and newer
ones with intake modifications (intercooler is a intake modification for carbon
monoxide content and list a minimum, in other words they want to make sure you
are rich enough at higher power settings. Pay very careful attension that you
are not lean at high power.
Then lower power settings, I am an advocate to run them to point where engine does
not hesitate. After carbs are verified "OK" and you sync them, you can fool
with airscrew adjustment, turning in richens mixture and out leans them up.
Go a little at a time until engine hesitates then go a bit richer. This is only
going to be in effect at idle and not much over. Black can accumulate from lower
speed operations.
*Thus go over carbs and connections with a fine tooth comb
*Verify at 105% and at 85% you are not too lean on any cylinder, easier said than
done, if you have EGTs you can temporarily turn off fuel and see if you ar
rich of peak, if you don't get a rise, you may be lean or even lean of peak, running
peak and lean of peak at high power settings goes against long engine life
*Cruise is where you spend most of your time, thus remember that running mogas
does not give a very good inducation of mixture on plugs, run some 100LL and cruise
and land as quick as possible and take a plug reading, see what things look
at. You can take a plug reading then at taxi power settings and see what
that looks like. A bit hard on motor but to take a good full power plug reading,
you would need to have full power for a while, then turn off motor after not
too long a cool down and take a reading. Unless a Tri or Mono glider you best
not want to a deadstick on a Mono short wing?
Ron P.
Visit - www.EuropaOwners.org
Message 4
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| Subject: | Re: A question on composits |
Hi Karel,
I was wondering now that you have put a little more time on your
airplane are you still happy with your modification? Also, I am
curious about a few other things.
- Did you do this modification from the beginning, or after you had
been flying for a while. If yes, do you have any before / after
comparisons to share.
- How do you find this modification works on during a long taxi on a
hot summers day.
- Is the size of the inlet the same or smaller than the original
Europa design. If smaller, can you give me your new square area ?
- It looks like your new inlet does not project as far forward as the
original Europa design, can you give me some measurements.
- Did you make your modification using Epoxy or vinyl-ester resin ?
- Is there any particular reason that you did not make large radius's
on the edges of the inlet.
I have two problems to solve, mine over heats if I have a long taxi
(CHT), or if Tower has me standing at the hold short line too long.
The other issue is that the aircraft (914) is capable to climb at more
that 1000 feet per minute all the way to 10,000 ~ 12,000', however the
oil overheats if I do more that 500' per minute.
If you have any more photos other that the 3 you shared on the forum,
I'd appreciate it if you could send them on.
Thanks for indulging my long list of questions.
Regards, Paul
On Thu, Jul 3, 2008 at 3:28 PM, karelvranken <karelvranken@hotmail.com> wrote:
> Jeff,
> In attachment my concept of cowling and inner radiator duct.
> Best regards,
> Karel Vranken
Message 5
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| Subject: | Re: Seat Belt Restraint Points |
Fred
It folding headrest arrangement now looks a hundred times better than I tho
ught when I first saw it!
Especially since you mentioned how it increas the size of the sitting area
when it is folded.
I understood that you are sending more info by some means so will be patien
t.
But if not then please tell me.
Many thanks for the photos and
Best Wishes
JR UK Kit 327 in Oz
---- Original Message -----
From: Fred Klein
To: europa-list@matronics.com
Sent: Monday, January 19, 2009 1:26 PM
Subject: Re: Europa-List: Seat Belt Restraint Points
On Jan 18, 2009, at 3:02 PM, JR Gowing wrote:
Interesting information is coming.
Bob,
Info to be revealed in due time=3F
f you still have the folding seat details handy in your computer, I wou
ld be pleased if could email them to me so I can study it again.
'fraid I don't use my computer for graphics...I'm one of those Neandertha
ls still drawing lines...here are a couple pixs:
Fred
A194
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Message 6
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| Subject: | Re: Seat Belt Restraint Points |
On Jan 19, 2009, at 7:30 PM, JR Gowing wrote:
> It folding headrest arrangement now looks a hundred times better
> than I thought when I first saw it!
> Especially since you mentioned how it increas the size of the
> sitting area when it is folded.
> I understood that you are sending more info by some means so will be
> patient.
> But if not then please tell me.
Bob,
I thought you were joshing me about the increase in size of sitting
area...believe me, that was an unanticipated plus...the critical thing
(at least to me at the time) was to not have to sit on a knife-edge!
Let me see if I can scan a drawing into a form which I can send to
you, along w/ some add'l pixs....say, tomorrow, or the day after!
Cheers,
Fred
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