Today's Message Index:
----------------------
1. 07:02 AM - Rotax Fuel Injected Engine Rotax 912 IS - finally. I wonder how much? (Peter Zutrauen)
2. 07:31 AM - Re: Rough running 912S NO MORE!! (Richard Iddon)
3. 07:33 AM - Re: Rotax Fuel Injected Engine Rotax 912 IS - finally. I wonder how much? (Jeffrey Roberts)
4. 11:59 AM - Re: Rough running 912S (Tower, Frederick)
5. 04:31 PM - AeroLux propellers (Fred Klein)
6. 07:07 PM - Rotax 912is / 912iSc (rampil)
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Subject: | Rotax Fuel Injected Engine Rotax 912 IS - finally. I wonder |
how much?
Scraped from the Pipstrel newsletter.....fwiw
Cheers,
Pete
A239
ROTAX, a name that is synonymous with light aircraft, LSA aircraft and
even military drones and in a co-operation with Pipistrel today marks a
very important milestone in the history for ROTAX with the release of the
new fuel injected 912 IS aircraft engine.
**[image: Pipistrel Virus SW 912 iS]**
** **
This new engine the ROTAX 912 IS produces 100 hp from what is basically the
same engine core as the 912 ULS with the exception that the carburettors
are gone, now replaced with modern fuel injection. This relieves the engine
from carburettor imbalance and provides perfect start-up/shutdown and idle
just like a modern car. The choke has gone and the engine responsiveness
has been increased substantially along with an approximate 10% reduction in
fuel consumption at normal cruising speeds.****
****
**[image: Pipistrel Virus SW 912 iS]**
****
As the world's leading supplier of aircraft engines for Ultralight and LSA
aircraft, ROTAX aircraft engines have truly revolutionized the aircraft
industry. The popularity of these engines continues to soar higher and
higher, from the original two-stroke engines through to the modern four
stroke engines ROTAX produce an engine for just about every aviation
application and many hundreds of non-aviation applications.
**[image: Rotax 912 iS]**
** **
The 4-stroke 4-cylinder boxer engines we are now familiar with and known as
the ROTAX 912 series started development in 1984 having advanced technology
and superior weight/performance ratio and have propelled experimental,
Ultralight, LSA aircraft and motorgliders for many years gaining themselves
an enviable reputation for reliability, low noise, fuel efficiency and most
important actually reaching the TBO times. ROTAX aircraft engines are
available in two configurations including fully certified engines as well
as noncertified engines; both are very similar and enjoy a fantastic
reputation.
**[image: Rotax 912 iS]**
** **
Today is a significant milestone for both Pipistrel and ROTAX with the
release of the 912 IS engine, ROTAX have chosen Pipistrel as the 912 IS
release customer and the engine has been fitted and tested on the
award-winning Pipistrel Virus SW aircraft. Those that have flown the
aircraft report increased smoothness, faster throttle response, lower idle
and most importantly for the environment less fuel consumption for this
exciting new engine.****
** **
*Now a little history lesson.*
*1920* The company was founded in Dresden, Germany as ROTAX-WERK AG.****
*1930 *Taken over by Fichtel & Sachs AG, the company transfers its
operations to Schweinfurt/Germany.****
*1943 *The company=99s operations are relocated to Wels, Austria.*
***
*1947 *The company=99s operations get relocated to Gunskirchen nea
r Wels.**
**
*1959 *This year sees LOHNERWERKE GmbH of Vienna acquiring a majority
shareholding.****
*1962* For the first time, a ROTAX engine is installed in a Ski-Doo
snowmobile developed by bombardier.****
*1970 *This year sees integration of Bombardier and ROTAX. The former
Bombardier Inc. branch BRP, now an independent company, uses ROTAX engines
in its motorcycles, personal water craft, and snowmobiles.****
*1977 *High orders of snowmobile spare engines ROTAX*=C2=AE *185, 248, 2
84,
294 are also used in Ultralight aircraft.****
*1978 *Ultralight engines 501, 505 developed (based on snowmobile engine
503).****
*1982 *The company begins development of ROTAX 4-stroke aircraft
engines, a landmark in ROTAX history.****
*1983 *The company starts producing ROTAX motorcycle engines for APRILIA
.
****
*1984 *Start of sales of ROTAX* *912 engines.****
*1988 *The company starts producing ROTAX marine engines for Bombardier
Sea-Doo watercraft.****
*1989 *Type certificate for ROTAX* *912A****
*1993 *The company starts producing ROTAX motorcycle engines for BMW,
Germany.****
*1994 *Type certificate for ROTAX* *912F.****
*1996 *Type certificate for ROTAX* *914F.****
*1998 *Type certificate for ROTAX* *912S.****
*1998 *The company starts producing ROTAX engines for Bombardier ATVs.**
*
*
*2000 *The company begins initiation of The ROTAX Quality Production
System (RQPS).****
*2001 *Launching of ROTAX 4-TEC 4-stroke engines for Sea-Doo watercraft.
*
***
*2002 *This year witnesses the launch of the new 2-stroke semi-direct
electronic injection technology: ROTAX 2-TEC engines for Ski-Doo
snowmobiles, plus the launch of the ROTAX Kart RM1 with direct drive
(without chain).****
*2003 *Sale of Recreational Products Group by Bombardier Inc.;
Foundation of Bombardier Recreational Products Inc. (BRP) with BRP-ROTAX as
part of the new company.****
*2003 *Approving BRP-ROTAX as International Design Organization
according to JAR-21, the European Joint Aviation Authorities (JAA).****
*2005 *85th anniversary of ROTAX is celebrated and 35 years with BRP.***
*
*2005* 912 / 914 Series compliant to Light Sport Aircraft ASTM Standards
.
****
*2006 *Production of the 6 millionth ROTAX engine.****
*2006* 582 engine compliant to Light Sport Aircraft ASTM standards.****
*2008 *ROTAX stars manufacturing the 1125 cc Helicon liquid-cooled,
four-stroke, fuel-injected 72=CB=9A V-Twin for the Buell Motorcycle Company
.****
*2009* 912 Series TBO (Time Between Overhauls) increased from 1500 hours
to 2000 hours****
*2010* 914 Series TBO increased from 1200 hours to 2000 hours****
*2012 *Release of the new ROTAX 912 IS engine****
** **
** **
More than 150,000 ROTAX Aircraft Engines have been sold since 1973. Today,
ROTAX manufacture the 582 engine series (2-stroke) and the 912 / 914 engine
family (4-stroke). All these engines are approved for use with Ethanol 10
fuel, MOGAS and AVGAS.****
** **
Considering the approved usage of MOGAS and the low fuel consumption the
fuel costs of a ROTAX 912 series engine are up to 50 % lower than for a
comparable 100 hp air-cooled piston engine. With low operating costs,
leading class power to weight ratio, well known reliability, it is no
surprise that ROTAX Aircraft Engines are the first choice of more than 200
aircraft manufacturers worldwide and today Pipistrel is proud to be
involved as the release aircraft manufacturer for this new exciting
milestone for sport aviation.
Message 2
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Subject: | Re: Rough running 912S NO MORE!! |
Thanks for all your input guys. I am embarrassed to say that I have found the problem.
Same as Pete below, I had left the vent pipes disconnected after removing
the plenum chamber to check some coolant pipes for leakage a while ago. I
guess this also explains the strong fuel smell when the engine was running.
I will save all your answers for next time!!
Now smooth as the proverbial baby's bottom.
Richard Iddon
G-RIXS
On 7 Mar 2012, at 16:50, Pete Lawless wrote:
>
> Richard
>
> Have you got the little plastic pipes from the carbs connected into the air
> box?
>
> I have had exactly the same symptoms on my 912 when I left the pipes
> unconnected after working on the aeroplane. Good in the climb and missing
> and rough when I pulled the power back.
>
> Regards
>
> Pete
>
Message 3
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Subject: | Re: Rotax Fuel Injected Engine Rotax 912 IS - finally. I |
wonder how much?
Competition is a wonderful thing!! It's about fricken time!
Yes... How much and will it have FADEC?
I smell a new engine for Gold Rush in a few years!
Jeff R. N128LJ Gold Rush
On Mar 8, 2012, at 9:01 AM, Peter Zutrauen wrote:
>
>
> Scraped from the Pipstrel newsletter.....fwiw
> Cheers,
> Pete
> A239
>
>
> ROTAX, a name that is synonymous with light aircraft, LSA aircraft and
even military drones and in a co-operation with Pipistrel today marks a
very important milestone in the history for ROTAX with the release of
the new fuel injected 912 IS aircraft engine.
>
>
>
> This new engine the ROTAX 912 IS produces 100 hp from what is
basically the same engine core as the 912 ULS with the exception that
the carburettors are gone, now replaced with modern fuel injection. This
relieves the engine from carburettor imbalance and provides perfect
start-up/shutdown and idle just like a modern car. The choke has gone
and the engine responsiveness has been increased substantially along
with an approximate 10% reduction in fuel consumption at normal cruising
speeds.
>
>
>
> As the world's leading supplier of aircraft engines for Ultralight and
LSA aircraft, ROTAX aircraft engines have truly revolutionized the
aircraft industry. The popularity of these engines continues to soar
higher and higher, from the original two-stroke engines through to the
modern four stroke engines ROTAX produce an engine for just about every
aviation application and many hundreds of non-aviation applications.
>
>
>
> The 4-stroke 4-cylinder boxer engines we are now familiar with and
known as the ROTAX 912 series started development in 1984 having
advanced technology and superior weight/performance ratio and have
propelled experimental, Ultralight, LSA aircraft and motorgliders for
many years gaining themselves an enviable reputation for reliability,
low noise, fuel efficiency and most important actually reaching the TBO
times. ROTAX aircraft engines are available in two configurations
including fully certified engines as well as noncertified engines; both
are very similar and enjoy a fantastic reputation.
>
>
>
> Today is a significant milestone for both Pipistrel and ROTAX with the
release of the 912 IS engine, ROTAX have chosen Pipistrel as the 912 IS
release customer and the engine has been fitted and tested on the
award-winning Pipistrel Virus SW aircraft. Those that have flown the
aircraft report increased smoothness, faster throttle response, lower
idle and most importantly for the environment less fuel consumption for
this exciting new engine.
>
> Now a little history lesson.
> 1920 The company was founded in Dresden, Germany as ROTAX-WERK AG.
> 1930 Taken over by Fichtel & Sachs AG, the company transfers its
operations to Schweinfurt/Germany.
> 1943 The company=99s operations are relocated to Wels,
Austria.
> 1947 The company=99s operations get relocated to Gunskirchen
near Wels.
> 1959 This year sees LOHNERWERKE GmbH of Vienna acquiring a majority
shareholding.
> 1962 For the first time, a ROTAX engine is installed in a Ski-Doo
snowmobile developed by bombardier.
> 1970 This year sees integration of Bombardier and ROTAX. The former
Bombardier Inc. branch BRP, now an independent company, uses ROTAX
engines in its motorcycles, personal water craft, and snowmobiles.
> 1977 High orders of snowmobile spare engines ROTAX=C2=AE 185, 248,
284, 294 are also used in Ultralight aircraft.
> 1978 Ultralight engines 501, 505 developed (based on snowmobile
engine 503).
> 1982 The company begins development of ROTAX 4-stroke aircraft
engines, a landmark in ROTAX history.
> 1983 The company starts producing ROTAX motorcycle engines for
APRILIA.
> 1984 Start of sales of ROTAX 912 engines.
> 1988 The company starts producing ROTAX marine engines for
Bombardier Sea-Doo watercraft.
> 1989 Type certificate for ROTAX 912A
> 1993 The company starts producing ROTAX motorcycle engines for BMW,
Germany.
> 1994 Type certificate for ROTAX 912F.
> 1996 Type certificate for ROTAX 914F.
> 1998 Type certificate for ROTAX 912S.
> 1998 The company starts producing ROTAX engines for Bombardier
ATVs.
> 2000 The company begins initiation of The ROTAX Quality Production
System (RQPS).
> 2001 Launching of ROTAX 4-TEC 4-stroke engines for Sea-Doo
watercraft.
> 2002 This year witnesses the launch of the new 2-stroke semi-direct
electronic injection technology: ROTAX 2-TEC engines for Ski-Doo
snowmobiles, plus the launch of the ROTAX Kart RM1 with direct drive
(without chain).
> 2003 Sale of Recreational Products Group by Bombardier Inc.;
Foundation of Bombardier Recreational Products Inc. (BRP) with BRP-ROTAX
as part of the new company.
> 2003 Approving BRP-ROTAX as International Design Organization
according to JAR-21, the European Joint Aviation Authorities (JAA).
> 2005 85th anniversary of ROTAX is celebrated and 35 years with BRP.
> 2005 912 / 914 Series compliant to Light Sport Aircraft ASTM
Standards.
> 2006 Production of the 6 millionth ROTAX engine.
> 2006 582 engine compliant to Light Sport Aircraft ASTM standards.
> 2008 ROTAX stars manufacturing the 1125 cc Helicon liquid-cooled,
four-stroke, fuel-injected 72=CB=9A V-Twin for the Buell Motorcycle
Company.
> 2009 912 Series TBO (Time Between Overhauls) increased from 1500
hours to 2000 hours
> 2010 914 Series TBO increased from 1200 hours to 2000 hours
> 2012 Release of the new ROTAX 912 IS engine
>
>
> More than 150,000 ROTAX Aircraft Engines have been sold since 1973.
Today, ROTAX manufacture the 582 engine series (2-stroke) and the 912 /
914 engine family (4-stroke). All these engines are approved for use
with Ethanol 10 fuel, MOGAS and AVGAS.
>
> Considering the approved usage of MOGAS and the low fuel consumption
the fuel costs of a ROTAX 912 series engine are up to 50 % lower than
for a comparable 100 hp air-cooled piston engine. With low operating
costs, leading class power to weight ratio, well known reliability, it
is no surprise that ROTAX Aircraft Engines are the first choice of more
than 200 aircraft manufacturers worldwide and today Pipistrel is proud
to be involved as the release aircraft manufacturer for this new
exciting milestone for sport aviation.
>
>
>
>
>
Message 4
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Subject: | Rough running 912S |
Bud- Irony that your great tuning advice comes on the same day as the forwa
rding of the Pipistrel item on their being selected as the launch company f
or the 912 Injection S engine!
Best,
Fred
________________________________
From: owner-europa-list-server@matronics.com on behalf of Bud Yerly
Sent: Wed 3/7/2012 7:38 PM
Subject: Re: Europa-List: Rough running 912S
Richard,
There are many things which can cause this problem and you are on the right
track. Rarely does a new Rotax need any tuning, but we tune them anyway h
ere at Custom Flight, as the factory doesn't quite center speck the engine
to what I call sewing machine smooth... In fact on the last three engines,
my fillings hurt from the factory tune. Not rough, but not right.
Please check your throttle cables are working together. I will not cut the
cables as the slightest of binding causes a draggy cable. Some use solid
cables, I have a bird flying 10 years on the same stock cables and it still
works like a charm. Check the plugs are all basically the same with no he
avy black soot or white hot deposits. A nice grayish brown look is right.
Next is the carb balance. We use dual manometers supplied by Rotax and m
echanically set the idle stops using the maintenance manual procedures, the
n we pneumatically balance the carbs until each carb is exactly the same pr
essure using the Rotax tuning method. Reconnect the crossover tube and all
should be smooth up to 4000 RPM. If you still have a rough spot, move the
needles to the third position.. At full throttle, and all is well, and whe
n at 3500 or below it runs rough on the ground please look at your carb mix
ture. For operations at sea level to 1500 feet field elevations we have fo
und setting the carb needle at the third position for both carbs does best
at clearing this rough area. The factory sets one carb normally at position
2 on the needle and the other on three. This third position is a bit ric
her and at part load we get better running at part throttle. If you have
EGT, note the changes on your EGT from side to side.. You can tell if it i
s too rich at 4000 RPM if you pull the choke out 1/4 inch and the engine ru
ns rough and wants to die as (believe it or not) the enrichening circuit (w
e call the choke) only works at near idle conditions and actually leans at
4000 RPM. If the engine smoothly increases or steady's, then your as rich
as you want. I didn't believe this until Kerry at Lockwood showed me on ou
r 914. Pretty neat.
If your mag drop is 300 or slightly more, you have a mixture problem. I kn
ow, it sounds stupid, but it is true. You may be a bit lean and moving the
needles to a richer setting may be necessary. I'm sure you're happy to no
te I have you taking the carbs apart a lot. But once set, I never have tou
ched mine in three years.
The carb heaters are not the problem, but check for an intake manifold leak
at the rubber gaskets as you said. Of course it will be easy to tell if y
ou have a manifold leak if you are using the dual Rotax carb balancing tool
with the gauges. I do not use the electric models. Close the in line val
ves to get the needles reasonably steady. Good advice has been given to wa
tching your intake plenum coming loose and checking for leaks as it causes
roughness in the lower 4-5000 RPM area.... .
Do clean the jets after the engine has sat for a long while for sure and ru
n the required check of the float bowl plunger so that it shuts off well.
Clean with solvent and low pressure air, not a piece of safety wire which w
ill scratch the jets and change your settings. Cleanliness in your tank an
d fuel lines is a must. I don't even start an engine until flushing the ta
nk at least three times with fuel, changing the filters in between and agai
n before test flying.
If she's still running rough look at ignition. Plugs should be clean, so c
heck your color and compare left side to right.
Hook a timing light to each spark plug lead and idle the engine using a hel
per to keep you safe. Watch the light and look for a miss in a cylinder.
You may have a bad coil, unlikely in a new engine, but it has happened.
Finally, if you have a fixed pitch prop (especially a Warp Drive) and you t
hrottle back in flight above 80 KIAS, the prop, when windmilling (being dri
ven by the wind) from high speed sets up a nasty noise and bit of vibration
. It is just like compression braking, and the 912S and gearbox combo with
this prop will tend to vibrate. This is the gear box lash and turbulence
off the prop making the nasty noise and bit of vibration. This is quite st
artling to the new Europa passenger. The Airmaster AP332 will also set u
p a vibration when compression braking in a rapid descent by moving the pro
p from cruise to climb at low power, as the blade change to a flatter setti
ng sets up a bit of turbulence... When doing a speed run at cruise of about
140 KIAS, I rarely move the prop to climb with the power set below 31 inch
es because it scares the customers with the sound change and vibration. Th
e comment is usually "is it supposed to do that!".
Keep us posted. You're on the right track.
Regards,
Bud Yerly
Custom Flight Creations, Inc.
www.customflightcreations.com <http://www.customflightcreations.com/>
(813) 653-4989
----- Original Message -----
From: Richard Iddon <mailto:riddon@sent.com>
To: europa-list@matronics.com
Sent: Wednesday, March 07, 2012 2:46 PM
Subject: Re: Europa-List: Rough running 912S
Hi Guys.
Fuel was drained before layup, bowls dropped and cleaned out. Engine was l
eft with carbs at full throttle, i.e. minimum tension on springs. Carbs hav
e been re-balanced before test flight. Ran perfectly on the ground.
I have rotax permanent carb heaters fitted so that should eliminate possib
ility of ice, (I hope!) although humidity was very high for this particular
flight. I had to wait for fog to clear before flight and temperature and d
ew point were both 7deg.
I guess I will pull the carbs off, check the sockets and diaphragms, ensur
e float bowl vent pipes are OK. Incidentally, I replaced all the fuel pipes
, including the vent pipes, at layup.
Will report back if progress is made.
Richard Iddon.
On 7 Mar 2012, at 08:31, PHILLIPS I wrote:
> Hi Richard
> I would check the free movement of the throttle cables especially if they
> have been under tension from the return springs for a year, Have you don
e a carb sinc? also fuel left in float chambers will evaporate and leave a
gum like deposit
> in the bowl, its worth dropping the bowls for a check,
> good luck
> Ivor
>
> On 7 March 2012 08:10, david park <dpark748@hotmail.co.uk> wrote:
>
> Weather conditions. - carb ice?
>
> Sent from my iPhone
>
>
> On 7 Mar 2012, at 05:07, klinefelter.kevin@gmail.com wrote:
>
> >
> > Where do I look next?
> > Carbs.
> > Kevin
> >
> > On Mar 6, 2012, at 1:23 PM, Richard Iddon <riddon@sent.com> wrote:
> >
> >>
> >> My 912S hasn't run for almost 12 months. It started and ran well on g
round runs. Test flight was OK although there was some 'plucking'. Since th
en I have flown three more times and am finding that the engine runs fine a
t full revs or climb settings but when I back off at the top of the climb,
it splutters and coughs a bit and runs quite roughly as if it is missing a
bit. Doesn't fill me with confidence. I have pulled the plugs and they seem
fine, nice even grey colour, no oily plugs. Where do I look next?
> >>
> >> Richard Iddon
> >>
> >> G-RIXS
> >>
> >>
> >>
> >>
> >
> >
> >
> >
> >
>
>
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Subject: | AeroLux propellers |
Does anyone have any experience w/ AeroLux ground adjustable propellers?
They are marketed by an outfit in "North Central Florida" named
"Green Sky Adventures".
Fred
Message 6
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Subject: | Rotax 912is / 912iSc |
Better than the press release, the Install, Operators, and Light Maint Manuals
are up on the ROAN site.
>From a quick perusal:
Looks like it will fit under the Europa hood with the new steel air box
sitting on top of the engine.
No description of the new engine/panel instrumentation based on the CANbus interface
to the ECU.
ECU requires a dongle for service - Is this a dealer only device?
Two alternators built-in to the engine now with automatic rollover for failure
on one to keep the dual fuel pumps turning.
Manuals have altitude power performance chart now, but not fuel
consumption with altitude. From claim about 10% improvement in consumption, I'll
bet the EFI reduces richness at altitude better than the
Bing 64s
No word yet on update kit to existing 912s
Looks like something to check out at SnF later this month
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=368042#368042
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