Europa-List Digest Archive

Tue 03/13/12


Total Messages Posted: 13



Today's Message Index:
----------------------
 
     1. 04:08 AM - Re: Sun and Fun 2012 (Steven Pitt)
     2. 08:10 AM - Re: Sun and Fun 2012 (rampil)
     3. 12:53 PM - First Composite Pedal Kitplane  (Creative Eagles Corp)
     4. 01:07 PM - Rotax 914 starting problems when hot (Frans Veldman)
     5. 02:01 PM - Re: Sun and Fun 2012 (Mike Gamble)
     6. 02:01 PM - Re: Rotax 914 starting problems when hot (PHILLIPS I)
     7. 02:23 PM - Re: Rotax 914 starting problems when hot (Tim Ward)
     8. 02:51 PM - Re: Rotax 912s cold start problems (Karl Heindl)
     9. 05:21 PM - Re: Rotax 914 starting problems when hot (Paul McAllister)
    10. 05:26 PM - Re: Rotax 914 starting problems when hot (Paul McAllister)
    11. 07:12 PM - Re: Rotax 914 starting problems when hot (Dean Seitz)
    12. 09:19 PM - Re: Rotax 914 starting problems when hot (klinefelter.kevin@gmail.com)
    13. 11:38 PM - Transponder aerial (Richard Iddon)
 
 
 


Message 1


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    Time: 04:08:09 AM PST US
    From: "Steven Pitt" <steven.pitt2@ntlworld.com>
    Subject: Re: Sun and Fun 2012
    Ira, et al I have already let Bud know that I shall not be attending Sun'n'Fun this year as daughter is about to make me a grandfather for the first time so I shall be sorry not to make Lakeland for the first time in 8 years. With the recent announcement by Rotax of the 912iS it would have been interesting to see this development and catch up on other news from the US. Hopefully everyone saw Bud's email advising that Europa will be at stand N20 and I hope that any Europa owners/builders etc will be able to meet as usual each day at 11.00 and that anyone who can support Bud can offer their assistance even if for a few hours. Kind regards to all Steve Pitt G-SMDH trigear XS 912S ----- Original Message ----- From: "rampil" <ira.rampil@gmail.com> Sent: Tuesday, March 06, 2012 5:26 PM Subject: Europa-List: Sun and Fun 2012 > > Is it time to start planning this years "Engineering" meeting > > Is there enthusiasm for the usual venue (See Enclosed Picture) > > -------- > Ira N224XS > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=367872#367872 > > > Attachments: > > http://forums.matronics.com//files/snf2011_196.jpg > > >


    Message 2


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    Time: 08:10:30 AM PST US
    Subject: Re: Sun and Fun 2012
    From: "rampil" <ira.rampil@gmail.com>
    Congratulations Grandpa! We will raise a mug for you. Best Wishes, Ira -------- Ira N224XS Read this topic online here: http://forums.matronics.com/viewtopic.php?p=368348#368348


    Message 3


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    Time: 12:53:12 PM PST US
    From: "Creative Eagles Corp" <info@creative-eagles.com>
    Subject: First Composite Pedal Kitplane
    Good day everyone! I thought that I mention here that the First Composite Pedal Kitplane is now available! The first GOTCHA! Gotcha3.jpg Gotcha Composite Pedal Kitplane turns your kids tricycle into something wonderful and exciting rides. The Gotcha composite pedal kitplane is a bolt-in project into your kids existing tricycle. The kit consist of the fuselage, the propeller, seat back, wings, horizontal stabilizer and hardwares. Build your Gotcha now and enjoy watching your young pilots as they fly around the neighborhood. Their smile will touch your heart! Website creative-eagles.com or contact at info@creative-eagles.com Triple w dot Creative-eagles dot com Gotcha Pedal Plane.JPG Unleash your young eagles and let them enjoy the power of flight. Enjoy and thank you for your precious time!


    Message 4


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    Time: 01:07:33 PM PST US
    From: Frans Veldman <frans@privatepilots.nl>
    Subject: Rotax 914 starting problems when hot
    Hi everyone, I guess I'm not the only one having this problem. The main problem here is that I don't understand why it is happening. If I arrive at an airfield in hot weather, I can restart either right away, or after a considerable time. If I just refuel without having a meal, I get into a time window where the engine has difficulties starting. It is a vapour lock problem of some sort, but I don't know how this can happen. Sure, the inside of the cowling is hot and residual heat from the turbo is, without the large fan upfront turning, cooking the fuel. But I thought that the 914 is supposed to be immune from the problem. Up to the pressure regulator the fuel is recycling when I switch on the electric fuel pump. Any vapour up to the pressure regulator is directed back into the tank and being replaced by fresh and cold fuel. The carb bowls might have been cooked empty, but then the floats will have dropped and fresh fuel will pour in as soon as I switch on the pumps. The fuel line between the pressur regulator is not recycled but if it contains vapour then it will escape via the opened carb needle and not raise the floats, so it will gently escape until being replaced by liquid fuel, being driven there by the electric pumps. So... why won't then darn thing just start? Yesterday I was exactly experiencing this problem. After arriving at an airport to go to the service center for the bi-annual pitot and static systems test, and with the engine switched off for about ten minutes I couldn't restart it. No matter how long I kept the fuel pumps running, applied choke, (just in case the mixture was too lean) or was just cranking with the throtthle wide open to vent the cylinders (in case it was too rich), the engine would just crank without even a faint single hit. So I abandoned the plan to taxi to the refueling station, and had a lunch instead. Of course after that the engine started up right after just a half turn of the prop... So... why is this happening? I'm interested in solving this problem, but primarily I want to know why this is happening because according to my reasoning it shouldn't be happening in the first place. What am I missing here? Oh BTW, on the return home I got caught by non predicted early set in of night fog, with a very rapidly dropping cloud base (never seen it falling that fast). With my home base being the closest and most promising airfield once I got forced down to 500 feet I advanced the throttle to 100% (not 115%) and got over 155 knots IAS worth out of it on my freshly calibrated ASI, which was quite an experience so low over the ground. At my homefield I arrived less than 15 minutes later with the local cloud base still at 1000 feet (as announced/predicted by ATC half an hour earlier), but I was thankful nevertheless to have been able to speed out of that threathening situation that fast. If it weren't for the obligatory static/pitot test to renew my airworthiness review certificate I wouldn't have been flying at all that day, so much for the bureaucrats that want to enforce my safety this way. Anyway, the pitot/static systems worked flawless (I would have had noticed it myself it if they weren't) and I'm good to apply for renewal of the desired certificate. All this while I had unwittingly broke my smallest toe by bumping into my wife unintentionally (honestly!) and was undergoing this flying experience with some discomfort to enhance the flying experience even further. At least the latter problem has been diagnosed correctly today, so now I just want to get diagnosed the vapour lock problem as well. Who can shine some light on this mystery? Frans


    Message 5


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    Time: 02:01:52 PM PST US
    From: "Mike Gamble" <mp.gamble@talktalk.net>
    Subject: Sun and Fun 2012
    Hi Steve, congrats on the forthcoming happy event. I have CF back home now and am catching up on some jobs including an annual check. Stuart appears to have done a good paint job again but I am alarmed at the possible recurrence of the dreaded bubbling. I am thinking of fitting covers to the wings so perhaps you would report on the suitability of yours and source/price details. Thanks. Hope to see you around soon. Mike


    Message 6


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    Time: 02:01:52 PM PST US
    Subject: Re: Rotax 914 starting problems when hot
    From: PHILLIPS I <ivor.phillips@ntlworld.com>
    Hi Frans I have had exactly the same problem as you but found a easy way to start hot, I turn off both pumps with about a 1/4 throttle it will fire up and run but you must leave the pumps off until she starts to falter, I then use the main fuel pump because its using the coolest fuel and she will continue to run, it has worked for me with temps up to 38C, best wishes Ivor On 13 March 2012 20:01, Frans Veldman <frans@privatepilots.nl> wrote: > > Hi everyone, > > I guess I'm not the only one having this problem. The main problem here > is that I don't understand why it is happening. > > If I arrive at an airfield in hot weather, I can restart either right > away, or after a considerable time. If I just refuel without having a > meal, I get into a time window where the engine has difficulties starting. > > It is a vapour lock problem of some sort, but I don't know how this can > happen. Sure, the inside of the cowling is hot and residual heat from > the turbo is, without the large fan upfront turning, cooking the fuel. > But I thought that the 914 is supposed to be immune from the problem. > > Up to the pressure regulator the fuel is recycling when I switch on the > electric fuel pump. Any vapour up to the pressure regulator is directed > back into the tank and being replaced by fresh and cold fuel. > > The carb bowls might have been cooked empty, but then the floats will > have dropped and fresh fuel will pour in as soon as I switch on the > pumps. The fuel line between the pressur regulator is not recycled but > if it contains vapour then it will escape via the opened carb needle and > not raise the floats, so it will gently escape until being replaced by > liquid fuel, being driven there by the electric pumps. > > So... why won't then darn thing just start? > > Yesterday I was exactly experiencing this problem. After arriving at an > airport to go to the service center for the bi-annual pitot and static > systems test, and with the engine switched off for about ten minutes I > couldn't restart it. No matter how long I kept the fuel pumps running, > applied choke, (just in case the mixture was too lean) or was just > cranking with the throtthle wide open to vent the cylinders (in case it > was too rich), the engine would just crank without even a faint single hit. > So I abandoned the plan to taxi to the refueling station, and had a > lunch instead. Of course after that the engine started up right after > just a half turn of the prop... > > So... why is this happening? I'm interested in solving this problem, but > primarily I want to know why this is happening because according to my > reasoning it shouldn't be happening in the first place. What am I > missing here? > > Oh BTW, on the return home I got caught by non predicted early set in of > night fog, with a very rapidly dropping cloud base (never seen it > falling that fast). With my home base being the closest and most > promising airfield once I got forced down to 500 feet I advanced the > throttle to 100% (not 115%) and got over 155 knots IAS worth out of it > on my freshly calibrated ASI, which was quite an experience so low over > the ground. At my homefield I arrived less than 15 minutes later with > the local cloud base still at 1000 feet (as announced/predicted by ATC > half an hour earlier), but I was thankful nevertheless to have been able > to speed out of that threathening situation that fast. If it weren't for > the obligatory static/pitot test to renew my airworthiness review > certificate I wouldn't have been flying at all that day, so much for the > bureaucrats that want to enforce my safety this way. Anyway, the > pitot/static systems worked flawless (I would have had noticed it myself > it if they weren't) and I'm good to apply for renewal of the desired > certificate. > All this while I had unwittingly broke my smallest toe by bumping into > my wife unintentionally (honestly!) and was undergoing this flying > experience with some discomfort to enhance the flying experience even > further. At least the latter problem has been diagnosed correctly today, > so now I just want to get diagnosed the vapour lock problem as well. Who > can shine some light on this mystery? > > Frans > >


    Message 7


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    Time: 02:23:25 PM PST US
    From: "Tim Ward" <ward.t@xtra.co.nz>
    Subject: Re: Rotax 914 starting problems when hot
    Frans, Don't have a 914 but I know others who have suffered the same problem with the 912S and , for what it is worth, they always open their oil and coolant doors on top of the top cowling to allow faster cooling of the engine compartment during stopovers. Otherwise don't mention starting problems to me! I have now got to replace my Sprag Clutch due to cold starting problems with my 912S at 300 hours!! Always had it and got worse with time. So watch out when trying to persist in trying to start the motor as it quickly destroys your Sprag Clutch. I have also the old mono "classic" engine frame which doesn't allow enough room for the new Heavy Duty Starter which Rotax suddenly decided was necessary for the 100 HP 912S. So, after replacing the Sprag Clutch, the Rotax man is going to look at how to fix the starting problem in cold weather. Maybe a case of redesigning the engine frame to allow for the HD Starter? Once it is going there is no problems with starting, so I haven't got the vapour lock problem. All a bit frustrating as you have found out and expensive. Might as well throw in the 912iS, but that may unleash a different set of problems. Anyone have some input to my problem? Tried new battery, preheating the engine which has helped, haven't tried the soft start module, and kicking the tyre!! Cheers, Tim Tim Ward, 12 Waiwetu Street, Fendalton, Christchurch 8052 New Zealand Ph; 03 3515166 Mob; 0210640221 email; ward.t@xtra.co.nz -----Original Message----- From: Frans Veldman Sent: Wednesday, March 14, 2012 9:01 AM Subject: Europa-List: Rotax 914 starting problems when hot Hi everyone, I guess I'm not the only one having this problem. The main problem here is that I don't understand why it is happening. If I arrive at an airfield in hot weather, I can restart either right away, or after a considerable time. If I just refuel without having a meal, I get into a time window where the engine has difficulties starting. It is a vapour lock problem of some sort, but I don't know how this can happen. Sure, the inside of the cowling is hot and residual heat from the turbo is, without the large fan upfront turning, cooking the fuel. But I thought that the 914 is supposed to be immune from the problem. Up to the pressure regulator the fuel is recycling when I switch on the electric fuel pump. Any vapour up to the pressure regulator is directed back into the tank and being replaced by fresh and cold fuel. The carb bowls might have been cooked empty, but then the floats will have dropped and fresh fuel will pour in as soon as I switch on the pumps. The fuel line between the pressur regulator is not recycled but if it contains vapour then it will escape via the opened carb needle and not raise the floats, so it will gently escape until being replaced by liquid fuel, being driven there by the electric pumps. So... why won't then darn thing just start? Yesterday I was exactly experiencing this problem. After arriving at an airport to go to the service center for the bi-annual pitot and static systems test, and with the engine switched off for about ten minutes I couldn't restart it. No matter how long I kept the fuel pumps running, applied choke, (just in case the mixture was too lean) or was just cranking with the throtthle wide open to vent the cylinders (in case it was too rich), the engine would just crank without even a faint single hit. So I abandoned the plan to taxi to the refueling station, and had a lunch instead. Of course after that the engine started up right after just a half turn of the prop... So... why is this happening? I'm interested in solving this problem, but primarily I want to know why this is happening because according to my reasoning it shouldn't be happening in the first place. What am I missing here? Oh BTW, on the return home I got caught by non predicted early set in of night fog, with a very rapidly dropping cloud base (never seen it falling that fast). With my home base being the closest and most promising airfield once I got forced down to 500 feet I advanced the throttle to 100% (not 115%) and got over 155 knots IAS worth out of it on my freshly calibrated ASI, which was quite an experience so low over the ground. At my homefield I arrived less than 15 minutes later with the local cloud base still at 1000 feet (as announced/predicted by ATC half an hour earlier), but I was thankful nevertheless to have been able to speed out of that threathening situation that fast. If it weren't for the obligatory static/pitot test to renew my airworthiness review certificate I wouldn't have been flying at all that day, so much for the bureaucrats that want to enforce my safety this way. Anyway, the pitot/static systems worked flawless (I would have had noticed it myself it if they weren't) and I'm good to apply for renewal of the desired certificate. All this while I had unwittingly broke my smallest toe by bumping into my wife unintentionally (honestly!) and was undergoing this flying experience with some discomfort to enhance the flying experience even further. At least the latter problem has been diagnosed correctly today, so now I just want to get diagnosed the vapour lock problem as well. Who can shine some light on this mystery? Frans


    Message 8


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    Time: 02:51:53 PM PST US
    From: Karl Heindl <kheindl@msn.com>
    Subject: Rotax 912s cold start problems
    Tim=2C I have been having exactly the same cold start problems as yourself with th e 912s. I have tried a number of things that were suggested=2C and sometime s I see an improvement=2C but it always comes back. No problems on a warm d ay or with pre-heat. So=2C I have given up and will tow it next month to th e local Rotax agent to look at.He thinks he is an expert and gives the cour ses=2C so it should be a nice problem for him=2C and the engine will be col d. No point in flying in.I have had the new starter for a long time=2C and it certainly helped. Looked at the soft start module=2C but I could do the same delayed ignition by pushing my separate starter button=2C and then sw itching on the magneto four seconds later. I understand from others that th e ssm is no guarantee for improvement anyway.If I have a fix I will be post ing it. Cheers=2C Karl > From: ward.t@xtra.co.nz > To: europa-list@matronics.com > Subject: Re: Europa-List: Rotax 914 starting problems when hot > Date: Wed=2C 14 Mar 2012 10:22:30 +1300 > > > Frans=2C > > Don't have a 914 but I know others who have suffered the same problem wit h > the 912S and =2C for what it is worth=2C they always > open their oil and coolant doors on top of the top cowling to allow faste r > cooling of the engine compartment during stopovers. > > Otherwise don't mention starting problems to me! I have now got to replac e > my Sprag Clutch due to cold starting problems with my 912S > at 300 hours!! Always had it and got worse with time. So watch out when > trying to persist in trying to start the motor as it quickly destroys you r > Sprag Clutch. I have also the > old mono "classic" engine frame which doesn't allow enough room for the n ew > Heavy Duty Starter which Rotax suddenly decided was > necessary for the 100 HP 912S. So=2C after replacing the Sprag Clutch=2C the > Rotax man is going to look at how to fix the starting problem > in cold weather. Maybe a case of redesigning the engine frame to allow fo r > the HD Starter? > Once it is going there is no problems with starting=2C so I haven't got t he > vapour lock problem. > All a bit frustrating as you have found out and expensive. Might as well > throw in the 912iS=2C but that may unleash a different set of problems. > > Anyone have some input to my problem? Tried new battery=2C preheating the > engine which has helped=2C haven't tried the soft start module=2C > and kicking the tyre!! > > Cheers=2C > > Tim > > > > Tim Ward=2C > 12 Waiwetu Street=2C > Fendalton=2C > Christchurch 8052 > New Zealand > > Ph=3B 03 3515166 > Mob=3B 0210640221 > > email=3B ward.t@xtra.co.nz > -----Original Message----- > From: Frans Veldman > Sent: Wednesday=2C March 14=2C 2012 9:01 AM > To: europa-list@matronics.com > Subject: Europa-List: Rotax 914 starting problems when hot > > > Hi everyone=2C > > I guess I'm not the only one having this problem. The main problem here > is that I don't understand why it is happening. > > If I arrive at an airfield in hot weather=2C I can restart either right > away=2C or after a considerable time. If I just refuel without having a > meal=2C I get into a time window where the engine has difficulties starti ng. > > It is a vapour lock problem of some sort=2C but I don't know how this can > happen. Sure=2C the inside of the cowling is hot and residual heat from > the turbo is=2C without the large fan upfront turning=2C cooking the fuel . > But I thought that the 914 is supposed to be immune from the problem. > > Up to the pressure regulator the fuel is recycling when I switch on the > electric fuel pump. Any vapour up to the pressure regulator is directed > back into the tank and being replaced by fresh and cold fuel. > > The carb bowls might have been cooked empty=2C but then the floats will > have dropped and fresh fuel will pour in as soon as I switch on the > pumps. The fuel line between the pressur regulator is not recycled but > if it contains vapour then it will escape via the opened carb needle and > not raise the floats=2C so it will gently escape until being replaced by > liquid fuel=2C being driven there by the electric pumps. > > So... why won't then darn thing just start? > > Yesterday I was exactly experiencing this problem. After arriving at an > airport to go to the service center for the bi-annual pitot and static > systems test=2C and with the engine switched off for about ten minutes I > couldn't restart it. No matter how long I kept the fuel pumps running=2C > applied choke=2C (just in case the mixture was too lean) or was just > cranking with the throtthle wide open to vent the cylinders (in case it > was too rich)=2C the engine would just crank without even a faint single hit. > So I abandoned the plan to taxi to the refueling station=2C and had a > lunch instead. Of course after that the engine started up right after > just a half turn of the prop... > > So... why is this happening? I'm interested in solving this problem=2C bu t > primarily I want to know why this is happening because according to my > reasoning it shouldn't be happening in the first place. What am I > missing here? > > Oh BTW=2C on the return home I got caught by non predicted early set in o f > night fog=2C with a very rapidly dropping cloud base (never seen it > falling that fast). With my home base being the closest and most > promising airfield once I got forced down to 500 feet I advanced the > throttle to 100% (not 115%) and got over 155 knots IAS worth out of it > on my freshly calibrated ASI=2C which was quite an experience so low over > the ground. At my homefield I arrived less than 15 minutes later with > the local cloud base still at 1000 feet (as announced/predicted by ATC > half an hour earlier)=2C but I was thankful nevertheless to have been abl e > to speed out of that threathening situation that fast. If it weren't for > the obligatory static/pitot test to renew my airworthiness review > certificate I wouldn't have been flying at all that day=2C so much for th e > bureaucrats that want to enforce my safety this way. Anyway=2C the > pitot/static systems worked flawless (I would have had noticed it myself > it if they weren't) and I'm good to apply for renewal of the desired > certificate. > All this while I had unwittingly broke my smallest toe by bumping into > my wife unintentionally (honestly!) and was undergoing this flying > experience with some discomfort to enhance the flying experience even > further. At least the latter problem has been diagnosed correctly today =2C > so now I just want to get diagnosed the vapour lock problem as well. Who > can shine some light on this mystery? > > Frans > > > > > > > > =========== =========== =========== =========== > > >


    Message 9


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    Time: 05:21:52 PM PST US
    Subject: Re: Rotax 914 starting problems when hot
    From: Paul McAllister <paul.the.aviator@gmail.com>
    Hello Frans, I have the same problem. I find if I turn the fuel pump off when I crank and the turn them on after the engine starts works well for me. BTW, I have called a couple of times, have you been away? Cheers, Paul On Tuesday, March 13, 2012, Frans Veldman <frans@privatepilots.nl> wrote: > > Hi everyone, > > I guess I'm not the only one having this problem. The main problem here > is that I don't understand why it is happening. > > If I arrive at an airfield in hot weather, I can restart either right > away, or after a considerable time. If I just refuel without having a > meal, I get into a time window where the engine has difficulties starting.


    Message 10


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    Time: 05:26:08 PM PST US
    Subject: Re: Rotax 914 starting problems when hot
    From: Paul McAllister <paul.the.aviator@gmail.com>
    Tim, I have found setting the plug gap to the minimum specified helps with cold starting. Paul > Otherwise don't mention starting problems to me! I have now got to replace my Sprag Clutch due to cold starting problems with my 912S > at 300 hours!! Always had it and got worse with time. So watch out when trying to persist in trying to start the motor as it quickly destroys your Sprag Clutch. I have also the > old mono "classic" engine frame which doesn't allow enough room for the new Heavy Duty Starter which Rotax suddenly decided was > necessary for the 100 HP 912S. So, after replacing the Sprag Clutch, the Rotax man is going to look at how to fix the starting problem > in cold weather. Maybe a case of redesigning the engine frame to allow for the HD Starter? >


    Message 11


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    Time: 07:12:56 PM PST US
    From: Dean Seitz <daseitz@cfl.rr.com>
    Subject: Re: Rotax 914 starting problems when hot
    OK, I'll put my two cents in on this one. Ever since my 914 was new it has had this problem. Starts right away oe after half hour, but not after ten minutes. When this happens it is flooded. it will start firing with the throtle almost full open and finally start running. This is with both pumps off. After it starts turning the pump on will flood it again. I have to bump the pump on for a moment at high RPM wait till it clears and bump again until it will stay running then all is well. I have asked when down at Lockwood and all they would say is the carbs need to be rebuilt. If this is the case it was sold to me new with bad carbs since it has done it from day one. I have given up trying to figure it out. If anyone can let us know. In the meantime I an making my own fuel injection system for it. So far I have it running from 2000 to 4000 rpm on the ground tests. This will be able to run on the carbs or the injection. I hope to make it available when it is finished for under $4000.00 It will still be a while before all the desiging and testing will be completed though. Be nice if someone could figure the flooding problem out in the meantime Dean Seitz ---- Frans Veldman <frans@privatepilots.nl> wrote: > > Hi everyone, > > I guess I'm not the only one having this problem. The main problem here > is that I don't understand why it is happening. > > If I arrive at an airfield in hot weather, I can restart either right > away, or after a considerable time. If I just refuel without having a > meal, I get into a time window where the engine has difficulties starting. > > It is a vapour lock problem of some sort, but I don't know how this can > happen. Sure, the inside of the cowling is hot and residual heat from > the turbo is, without the large fan upfront turning, cooking the fuel. > But I thought that the 914 is supposed to be immune from the problem. > > Up to the pressure regulator the fuel is recycling when I switch on the > electric fuel pump. Any vapour up to the pressure regulator is directed > back into the tank and being replaced by fresh and cold fuel. > > The carb bowls might have been cooked empty, but then the floats will > have dropped and fresh fuel will pour in as soon as I switch on the > pumps. The fuel line between the pressur regulator is not recycled but > if it contains vapour then it will escape via the opened carb needle and > not raise the floats, so it will gently escape until being replaced by > liquid fuel, being driven there by the electric pumps. > > So... why won't then darn thing just start? > > Yesterday I was exactly experiencing this problem. After arriving at an > airport to go to the service center for the bi-annual pitot and static > systems test, and with the engine switched off for about ten minutes I > couldn't restart it. No matter how long I kept the fuel pumps running, > applied choke, (just in case the mixture was too lean) or was just > cranking with the throtthle wide open to vent the cylinders (in case it > was too rich), the engine would just crank without even a faint single hit. > So I abandoned the plan to taxi to the refueling station, and had a > lunch instead. Of course after that the engine started up right after > just a half turn of the prop... > > So... why is this happening? I'm interested in solving this problem, but > primarily I want to know why this is happening because according to my > reasoning it shouldn't be happening in the first place. What am I > missing here? > > Oh BTW, on the return home I got caught by non predicted early set in of > night fog, with a very rapidly dropping cloud base (never seen it > falling that fast). With my home base being the closest and most > promising airfield once I got forced down to 500 feet I advanced the > throttle to 100% (not 115%) and got over 155 knots IAS worth out of it > on my freshly calibrated ASI, which was quite an experience so low over > the ground. At my homefield I arrived less than 15 minutes later with > the local cloud base still at 1000 feet (as announced/predicted by ATC > half an hour earlier), but I was thankful nevertheless to have been able > to speed out of that threathening situation that fast. If it weren't for > the obligatory static/pitot test to renew my airworthiness review > certificate I wouldn't have been flying at all that day, so much for the > bureaucrats that want to enforce my safety this way. Anyway, the > pitot/static systems worked flawless (I would have had noticed it myself > it if they weren't) and I'm good to apply for renewal of the desired > certificate. > All this while I had unwittingly broke my smallest toe by bumping into > my wife unintentionally (honestly!) and was undergoing this flying > experience with some discomfort to enhance the flying experience even > further. At least the latter problem has been diagnosed correctly today, > so now I just want to get diagnosed the vapour lock problem as well. Who > can shine some light on this mystery? > > Frans > > > > > > > >


    Message 12


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    Time: 09:19:49 PM PST US
    Subject: Re: Rotax 914 starting problems when hot
    From: klinefelter.kevin@gmail.com
    Hot start on my 914 is no choke, closed throttle, start cranking and slowly advancing the throttle untill it fires up. Kevin 914 mono 400hrs. On Mar 13, 2012, at 1:01 PM, Frans Veldman <frans@privatepilots.nl> wrote: > > Hi everyone, > > I guess I'm not the only one having this problem. The main problem here > is that I don't understand why it is happening. > > If I arrive at an airfield in hot weather, I can restart either right > away, or after a considerable time. If I just refuel without having a > meal, I get into a time window where the engine has difficulties starting. > > It is a vapour lock problem of some sort, but I don't know how this can > happen. Sure, the inside of the cowling is hot and residual heat from > the turbo is, without the large fan upfront turning, cooking the fuel. > But I thought that the 914 is supposed to be immune from the problem. > > Up to the pressure regulator the fuel is recycling when I switch on the > electric fuel pump. Any vapour up to the pressure regulator is directed > back into the tank and being replaced by fresh and cold fuel. > > The carb bowls might have been cooked empty, but then the floats will > have dropped and fresh fuel will pour in as soon as I switch on the > pumps. The fuel line between the pressur regulator is not recycled but > if it contains vapour then it will escape via the opened carb needle and > not raise the floats, so it will gently escape until being replaced by > liquid fuel, being driven there by the electric pumps. > > So... why won't then darn thing just start? > > Yesterday I was exactly experiencing this problem. After arriving at an > airport to go to the service center for the bi-annual pitot and static > systems test, and with the engine switched off for about ten minutes I > couldn't restart it. No matter how long I kept the fuel pumps running, > applied choke, (just in case the mixture was too lean) or was just > cranking with the throtthle wide open to vent the cylinders (in case it > was too rich), the engine would just crank without even a faint single hit. > So I abandoned the plan to taxi to the refueling station, and had a > lunch instead. Of course after that the engine started up right after > just a half turn of the prop... > > So... why is this happening? I'm interested in solving this problem, but > primarily I want to know why this is happening because according to my > reasoning it shouldn't be happening in the first place. What am I > missing here? > > Oh BTW, on the return home I got caught by non predicted early set in of > night fog, with a very rapidly dropping cloud base (never seen it > falling that fast). With my home base being the closest and most > promising airfield once I got forced down to 500 feet I advanced the > throttle to 100% (not 115%) and got over 155 knots IAS worth out of it > on my freshly calibrated ASI, which was quite an experience so low over > the ground. At my homefield I arrived less than 15 minutes later with > the local cloud base still at 1000 feet (as announced/predicted by ATC > half an hour earlier), but I was thankful nevertheless to have been able > to speed out of that threathening situation that fast. If it weren't for > the obligatory static/pitot test to renew my airworthiness review > certificate I wouldn't have been flying at all that day, so much for the > bureaucrats that want to enforce my safety this way. Anyway, the > pitot/static systems worked flawless (I would have had noticed it myself > it if they weren't) and I'm good to apply for renewal of the desired > certificate. > All this while I had unwittingly broke my smallest toe by bumping into > my wife unintentionally (honestly!) and was undergoing this flying > experience with some discomfort to enhance the flying experience even > further. At least the latter problem has been diagnosed correctly today, > so now I just want to get diagnosed the vapour lock problem as well. Who > can shine some light on this mystery? > > Frans > > > > > > > >


    Message 13


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    Time: 11:38:53 PM PST US
    From: Richard Iddon <riddon@sent.com>
    Subject: Transponder aerial
    >> I am planning to fit a Mode S transponder. My current setup is a Microair T2000 which has worked OK but occasionally ground stations report no signal so I would like to look at improving my aerial setup at the same time. I plan to upgrade the coax from RG58 to RG400. My current ground plane is an aluminium plate about 8in diameter, half moon shape with a lip which is fixed behind the baggage bay bulkhead. >> >> Suggestions for improvement from those with more knowledge on the black art of radio waves? >> >> Richard Iddon >> >> G-RIXS




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