Today's Message Index:
----------------------
1. 05:02 AM - Thunder Aviation Engines (rawheels)
2. 05:53 AM - Re: Thunder Aviation Engines (Av8r3400)
3. 01:36 PM - Jammed engine (rosane)
4. 01:36 PM - Re: AK Trip (akflyer)
5. 01:51 PM - Oil lock (keith anderson)
6. 01:58 PM - Re: Jammed engine (b d)
7. 03:09 PM - Re: Jammed engine (Lowell Fitt)
8. 06:08 PM - Re: Jammed engine (Roger Lee)
9. 06:34 PM - Re: Re: Jammed engine (b d)
10. 06:44 PM - Re: Re: Jammed engine (b d)
11. 07:14 PM - Re: Re: Jammed engine (Lowell Fitt)
12. 10:31 PM - Re: Jammed engine (Roger Lee)
13. 10:52 PM - Re: Re: Jammed engine (b d)
14. 11:09 PM - Re: Re: Jammed engine (b d)
Message 1
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| Subject: | Thunder Aviation Engines |
Has anyone heard about these engines?
http://www.thunderaviationengines.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351526#351526
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| Subject: | Re: Thunder Aviation Engines |
Looks like a snowmobile motor with a Rotax gearbox attached.
I see they are also marketing an Avid Flyer clone, too...
--------
Thanks,
Av8r3400
Kitfox Model IV-1200 W/912UL & IVO
Kitfox Model IV-1050 W/912UL & Warp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351529#351529
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Hi listers,
I have a problem with my 912 engine. I did not use the plane for the last
month. I tried to start it this morning but couln't get the prop to turn at
all. Tried by hand but it is completely jammed.
I was able to turn it backward so I did for one stroke and tried again
forward but nothing could turn any forward than before.
Anyone had that problem before? My engine has 18 years but only 300 hours
Jack
Model 4
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I won't be home from work till the 20th, but if you check in on the list shoot
me an email and I will see if I can hook you up with some good places to go!
The XM is going to stop working around whitehorse would be my best guess.
--------
DO NOT ARCHIVE
Leonard Perry aka SNAKE
Soldotna AK
Avid "C" / Mk IV
582 (147 hrs and counting on the rebuild)
IVO IFA
Full Lotus 1450
#1 snake oil salesman since 1-22-2009
I would rather die trying to live, than to live trying not to die....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351572#351572
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Remove bottom spark plugs and let excess oil drian
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| Subject: | Re: Jammed engine |
You may have a hydraulic lock or a stuck valve meaning you may have gotten
water or oil in a cylinder but how could that happen? Has it been exposed t
o
rain or flooding unprotected? I'm only guessing at one of many
possibilities. I would pull all the plugs and see if the engine can be
turned through very carefully. That would eliminate this possibility. There
are other possibilities but none of them good. Like a broken valve for
instance. It could be a stuck valve. I would start by pulling the plugs,
trying to rotate the crank and then do a visual inspection of the internal
cylinders.
Bruce
On Tue, Sep 6, 2011 at 1:33 PM, rosane <rob10@tlb.sympatico.ca> wrote:
> Hi listers,****
>
> I have a problem with my 912 engine. I did not use the plane for the last
> month. I tried to start it this morning but couln=92t get the prop to tur
n at
> all. Tried by hand but it is completely jammed. ****
>
> I was able to turn it backward so I did for one stroke and tried again
> forward but nothing could turn any forward than before.****
>
> Anyone had that problem before? My engine has 18 years but only 300 hours
*
> ***
>
> Jack****
>
> Model 4 ****
>
> *
>
===========
===========
===========
===========
> *
>
>
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| Subject: | Re: Jammed engine |
Jack,
This is not uncommon. With the high mounted oil tank, it is a regular
phenomenon for the oil to siphon from the tank into the crank. If the
angles are just right, there can be oil introduced into a cylinder
producing the "Hydraulic lock". The recommendation to remove the bottom
spark plugs to drain the oil is the correct solution. One thing I have
found is that the oil will siphon most quickly when it is warm
immediately after a flight. If after complete cool down, I then burp
the tank by hand propping until the air sound is heard in the tank vent,
it will go a week or more with very little oil siphoning. This should
get you through a month of non flying.
Lowell
From: rosane
Sent: Tuesday, September 06, 2011 1:33 PM
Subject: Kitfox-List: Jammed engine
Hi listers,
I have a problem with my 912 engine. I did not use the plane for the
last month. I tried to start it this morning but couln't get the prop to
turn at all. Tried by hand but it is completely jammed.
I was able to turn it backward so I did for one stroke and tried again
forward but nothing could turn any forward than before.
Anyone had that problem before? My engine has 18 years but only 300
hours
Jack
Model 4
Message 8
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| Subject: | Re: Jammed engine |
Depending on the oil filter you use and where the oil tank is located (higher than
recommended) then oil drain back can happen and lock up a cylinder. Pull the
bottom plugs and see if fluid drains and if you can then turn the prop.
See the article I wrote on the Rotax Owners website. This is why the oil filter was re-designed. It now does a better job of preventing this. If you can't read it on the Rotax Owners forum then you can see it on the at www.ctflier.com on a forum blog. The new Rotax oil filter has some major changes.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center - Heavy Maint. Rated
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351603#351603
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| Subject: | Re: Jammed engine |
A Hydraulic lock is easy to find. However a stuck valve (stuck in the closed
position) which is more probable is a little harder as it can be any valve
stuck closed (stuck open won't do it unless it's an interference type engine
and I don't know about a 912) If it is a stuck valve, the engine should
rotate backwards slightly less than two full revolutions whereupon it should
stop again. (be careful not to force it) However with a hydraulic lock, by
rotating the prop backwards, it should clear the hydraulic lock forcing the
liquid out the valve ports, the same as removing the plugs. The question is,
how did it get that much oil or water in the cylinder to give it a hydraulic
lock? If it is water cooled, you may have a bad head gasket or cracked head.
If it is oil, you have an interesting problem as that shouldn't happen. If I
was there, these are easy to trouble shoot but in lieu of that, you must
provide feedback.
Thanks,
Bruce
On Tue, Sep 6, 2011 at 6:05 PM, Roger Lee <ssadiver1@yahoo.com> wrote:
>
> Depending on the oil filter you use and where the oil tank is located
> (higher than recommended) then oil drain back can happen and lock up a
> cylinder. Pull the bottom plugs and see if fluid drains and if you can then
> turn the prop.
> See the article I wrote on the Rotax Owners website. This is why the oil
> filter was re-designed. It now does a better job of preventing this. If you
> can't read it on the Rotax Owners forum then you can see it on the at
> www.ctflier.com on a forum blog. The new Rotax oil filter has some major
> changes.
>
> --------
> Roger Lee
> Tucson, Az.
> Light Sport Repairman - Maintenance Rated
> Rotax Repair Center - Heavy Maint. Rated
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=351603#351603
>
>
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| Subject: | Re: Jammed engine |
Roger,
How does the oil get into the cylinder even if it drains back? Shouldn't it
free flow into the crankcase? Are you saying it's filling the rocker boxes
and leaking through the valve guides? Don't the rocker arms get their oil
via the main oil gallery, the lifters, the push rods and back down the push
rod tubes? How else is it getting in there and ultimately getting into the
cylinders? I'm not at all familiar with the Rotax 4 stroke engine oil
systems so maybe you are right but it sounds strange.
Please help me with this.
Bruce
On Tue, Sep 6, 2011 at 6:05 PM, Roger Lee <ssadiver1@yahoo.com> wrote:
>
> Depending on the oil filter you use and where the oil tank is located
> (higher than recommended) then oil drain back can happen and lock up a
> cylinder. Pull the bottom plugs and see if fluid drains and if you can then
> turn the prop.
> See the article I wrote on the Rotax Owners website. This is why the oil
> filter was re-designed. It now does a better job of preventing this. If you
> can't read it on the Rotax Owners forum then you can see it on the at
> www.ctflier.com on a forum blog. The new Rotax oil filter has some major
> changes.
>
> --------
> Roger Lee
> Tucson, Az.
> Light Sport Repairman - Maintenance Rated
> Rotax Repair Center - Heavy Maint. Rated
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=351603#351603
>
>
Message 11
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| Subject: | Re: Jammed engine |
The Rotax engine is in numerous aircraft models and some installations
have issues that are very specific to the aircraft in question. This is
a case in point. Changes in the engine mount on subsequent Kitfox
models have eliminated this issue as well as the need to Burp the engine
to return the oil to the remote oil tank before start.
As mentioned before, the Model IV (and earlier) with the oil tank
mounted behind the engine and above the preferred crank level position
has a history of siphoning all the oil out of the tank and into the
crank case. This is a dry sump system with relatively little capacity
for the oil in the crankcase. So with the horizontally opposed engine
oil can seep from the crankcase into the cylinders past the piston
rings and cause hydraulic lock. It is not that uncommon. It has
nothing to do with the heads or oil gallery, but just pure and simple
gravity. Another thing that bears mentioning, Rotax strongly recommends
never rotating the prop backwards. It can introduce air into the
lubricating system and negatively affect the lifters. If rotated
backwards, they recommend a rather inconvenient process to remove the
air before engine run. in almost 20 years of monitoring this and other
forums and 900 hours on my own 912, I have never heard of water in the
cylinders of a Rotax engine.
My take on the problem, first check the historically most common cause.
If the solution is not there, go further.
Lowell
From: b d
Sent: Tuesday, September 06, 2011 6:40 PM
Subject: Re: Kitfox-List: Re: Jammed engine
Roger,
How does the oil get into the cylinder even if it drains back? Shouldn't
it free flow into the crankcase? Are you saying it's filling the rocker
boxes and leaking through the valve guides? Don't the rocker arms get
their oil via the main oil gallery, the lifters, the push rods and back
down the push rod tubes? How else is it getting in there and ultimately
getting into the cylinders? I'm not at all familiar with the Rotax 4
stroke engine oil systems so maybe you are right but it sounds strange.
Please help me with this.
Bruce
On Tue, Sep 6, 2011 at 6:05 PM, Roger Lee <ssadiver1@yahoo.com> wrote:
Depending on the oil filter you use and where the oil tank is located
(higher than recommended) then oil drain back can happen and lock up a
cylinder. Pull the bottom plugs and see if fluid drains and if you can
then turn the prop.
See the article I wrote on the Rotax Owners website. This is why the
oil filter was re-designed. It now does a better job of preventing this.
If you can't read it on the Rotax Owners forum then you can see it on
the at www.ctflier.com on a forum blog. The new Rotax oil filter has
some major changes.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center - Heavy Maint. Rated
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351603#351603
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target="_blank">http://www.matronics.com/Navigator?Kitfox-List
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le, List Admin.
="_blank">http://www.matronics.com/contribution
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| Subject: | Re: Jammed engine |
Hi Bruce,
What Lowell said. He is spot on.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center - Heavy Maint. Rated
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=351631#351631
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| Subject: | Re: Jammed engine |
Lowell,
Thanks for the info. However what I was referring to was recip engines in
general, from the smallest
engine<http://www.google.com/search?hl=en&sugexp=gsis,i18n%3Dtrue&cp=
29&gs_id=2&xhr=t&q=smallest+reciprocating+engine&qe=c21hbGxlc3QgcmV
jaXByb2NhdGluZyBlbmdpbmU&qesig=um2ixYW4QkiuNLY42mwMhA&pkc=AFgZ2tlpJVVpm
i4_Xgr40PhpCs-i_4thn2M1kddUNtlIA1yM_sRXDJVhJUDh76tW9ECE64dzxxn8zvRR2IRlNY3Z
PN0L2npZrg&safe=off&gs_sm=&gs_upl=&bav=on.2,or.r_gc.r_pw.&biw=163
9&bih0&um=1&ie=UTF-8&tbm=isch&source=og&sa=N&tab=wi#um=1
&hl=en&safe=off&tbm=isch&sa=1&q=smallest+model+airplane+engine&oq
=smallest+model+airplane+engine&aq=f&aqi=&aql=&gs_sm=s&gs_upl=5
1792l62646l0l65368l22l22l0l0l0l6l298l4435l0.12.10l22l0&bav=on.2,or.r_gc.r
_pw.&fp=4c9ea064eff50979&biw=1639&bih0>to
the
largest<http://www.google.com/search?hl=en&sugexp=gsis,i18n%3Dtrue&cp
=29&gs_id=2&xhr=t&q=smallest+reciprocating+engine&qe=c21hbGxlc3Qg
cmVjaXByb2NhdGluZyBlbmdpbmU&qesig=um2ixYW4QkiuNLY42mwMhA&pkc=AFgZ2tlpJV
Vpmi4_Xgr40PhpCs-i_4thn2M1kddUNtlIA1yM_sRXDJVhJUDh76tW9ECE64dzxxn8zvRR2IRlN
Y3ZPN0L2npZrg&safe=off&gs_sm=&gs_upl=&bav=on.2,or.r_gc.r_pw.&biw=
1639&bih0&um=1&ie=UTF-8&tbm=isch&source=og&sa=N&tab=wi#um
=1&hl=en&safe=off&tbm=isch&sa=1&q=largest+piston+engine&oq=la
rgest+piston+engine&aq=f&aqi=&aql=&gs_sm=s&gs_upl=138172l150012l2
l153278l17l16l2l0l0l2l234l2353l0.12.2l14l0&bav=on.2,or.r_gc.r_pw.&fp=4c
9ea064eff50979&biw=1639&bih0>
such
as the old R-4360 radial engines <http://Pratt & Whitney R-4360 Wasp Major>
,
Worlds Largest Steam Engine <http://www.eng.mu.edu/corlissg/gc_engine.html>
.
Your method of troubleshooting is fine for one particular engine if you kno
w
those idiosyncrasies. Personally if that is a normal event with a 912, I
would call it poor and unacceptable engineering. Normally and A&P deals wit
h
many different types of engines and there are certain procedures that apply
to all reciprocating internal combustion engines including the 912 and
that's very simply what I was describing.
I am not doubting whether you're right or wrong and I appreciate what you
are saying but that is only one way of skinning a cat. Since my method is
fool proof, checks everything, because mine depends on good old mechanical
logic and standard practice that applies to all recips where this other
method depends on "word of mouth and hearsay" which could be as dangerous a
s
superstition and old wives tales. If I had paid as much money as I hear the
y
want for a 912, I would expect better and I would not be very happy to find
out that at any given moment, I may have to go to all the time and trouble
to clear the engine that is described herein before I am able to fly. I
don't know about other people, maybe they have more time and money and
patience than I do but I think not hence the question from the plane owner.
I think you are saying it requires a modification if one doesn't want to
experience this over and over is that correct?
Regards,
Bruce
On Tue, Sep 6, 2011 at 7:11 PM, Lowell Fitt <lcfitt@sbcglobal.net> wrote:
> **
> The Rotax engine is in numerous aircraft models and some installations ha
ve
> issues that are very specific to the aircraft in question. This is a cas
e
> in point. Changes in the engine mount on subsequent Kitfox models have
> eliminated this issue as well as the need to Burp the engine to return th
e
> oil to the remote oil tank before start.
>
> As mentioned before, the Model IV (and earlier) with the oil tank mounted
> behind the engine and above the preferred crank level position has a hist
ory
> of siphoning all the oil out of the tank and into the crank case. This i
s a
> dry sump system with relatively little capacity for the oil in the
> crankcase. So with the horizontally opposed engine oil can seep from t
he
> crankcase into the cylinders past the piston rings and cause hydraulic
> lock. It is not that uncommon. It has nothing to do with the heads or o
il
> gallery, but just pure and simple gravity. Another thing that bears
> mentioning, Rotax strongly recommends never rotating the prop backwards.
It
> can introduce air into the lubricating system and negatively affect the
> lifters. If rotated backwards, they recommend a rather inconvenient proc
ess
> to remove the air before engine run. in almost 20 years of monitoring th
is
> and other forums and 900 hours on my own 912, I have never heard of water
in
> the cylinders of a Rotax engine.
>
> My take on the problem, first check the historically most common cause.
If
> the solution is not there, go further.
> Lowell
>
> *From:* b d <gpabruce@gmail.com>
> *Sent:* Tuesday, September 06, 2011 6:40 PM
> *To:* kitfox-list@matronics.com
> *Subject:* Re: Kitfox-List: Re: Jammed engine
>
> Roger,
>
> How does the oil get into the cylinder even if it drains back? Shouldn't
it
> free flow into the crankcase? Are you saying it's filling the rocker boxe
s
> and leaking through the valve guides? Don't the rocker arms get their oil
> via the main oil gallery, the lifters, the push rods and back down the pu
sh
> rod tubes? How else is it getting in there and ultimately getting into th
e
> cylinders? I'm not at all familiar with the Rotax 4 stroke engine oil
> systems so maybe you are right but it sounds strange.
>
> Please help me with this.
>
> Bruce
>
> On Tue, Sep 6, 2011 at 6:05 PM, Roger Lee <ssadiver1@yahoo.com> wrote:
>
>>
>> Depending on the oil filter you use and where the oil tank is located
>> (higher than recommended) then oil drain back can happen and lock up a
>> cylinder. Pull the bottom plugs and see if fluid drains and if you can t
hen
>> turn the prop.
>> See the article I wrote on the Rotax Owners website. This is why the oil
>> filter was re-designed. It now does a better job of preventing this. If
you
>> can't read it on the Rotax Owners forum then you can see it on the at
>> www.ctflier.com on a forum blog. The new Rotax oil filter has some major
>> changes.
>>
>> --------
>> Roger Lee
>> Tucson, Az.
>> Light Sport Repairman - Maintenance Rated
>> Rotax Repair Center - Heavy Maint. Rated
>> Home 520-574-1080 TRY HOME FIRST
>> Cell 520-349-7056
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=351603#351603
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> target="_blank">http://www.matronics.com/Navigator?Kitfox-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
*
>
> *
>
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===========
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===========
> *
>
>
Message 14
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| Subject: | Re: Jammed engine |
Other sites:
*Located near Smithville, TX
*<http://www.vintagesaws.com/library/steam/steam.html>
*The Monarch Corliss Steam Engine
<http://www.vintagesaws.com/library/steam/steam.html>
*
*
*
*And
*
*R-4360 radial
engine<http://en.wikipedia.org/wiki/Pratt_%26_Whitney_R-4360_Wasp_Major>
*
*
*
Douglas C-124 Globemaster II<http://en.wikipedia.org/wiki/C-124_Globemaster
_II>
Boeing B-50 Superfortress <http://en.wikipedia.org/wiki/Boeing_B-50>
On Tue, Sep 6, 2011 at 10:50 PM, b d <gpabruce@gmail.com> wrote:
> Lowell,
>
> Thanks for the info. However what I was referring to was recip engines in
> general, from the smallest engine<http://www.google.com/search?hl=en&su
gexp=gsis,i18n%3Dtrue&cp=29&gs_id=2&xhr=t&q=smallest+reciprocatin
g+engine&qe=c21hbGxlc3QgcmVjaXByb2NhdGluZyBlbmdpbmU&qesig=um2ixYW4QkiuN
LY42mwMhA&pkc=AFgZ2tlpJVVpmi4_Xgr40PhpCs-i_4thn2M1kddUNtlIA1yM_sRXDJVhJUD
h76tW9ECE64dzxxn8zvRR2IRlNY3ZPN0L2npZrg&safe=off&gs_sm=&gs_upl=&bav
=on.2,or.r_gc.r_pw.&biw=1639&bih0&um=1&ie=UTF-8&tbm=isch&sou
rce=og&sa=N&tab=wi#um=1&hl=en&safe=off&tbm=isch&sa=1&q=sm
allest+model+airplane+engine&oq=smallest+model+airplane+engine&aq=f&aqi
=&aql=&gs_sm=s&gs_upl=51792l62646l0l65368l22l22l0l0l0l6l298l4435l0.
12.10l22l0&bav=on.2,or.r_gc.r_pw.&fp=4c9ea064eff50979&biw=1639&bih=
800>to the
> largest<http://www.google.com/search?hl=en&sugexp=gsis,i18n%3Dtrue&cp
=29&gs_id=2&xhr=t&q=smallest+reciprocating+engine&qe=c21hbGxlc3Qg
cmVjaXByb2NhdGluZyBlbmdpbmU&qesig=um2ixYW4QkiuNLY42mwMhA&pkc=AFgZ2tlpJV
Vpmi4_Xgr40PhpCs-i_4thn2M1kddUNtlIA1yM_sRXDJVhJUDh76tW9ECE64dzxxn8zvRR2IRlN
Y3ZPN0L2npZrg&safe=off&gs_sm=&gs_upl=&bav=on.2,or.r_gc.r_pw.&biw=
1639&bih0&um=1&ie=UTF-8&tbm=isch&source=og&sa=N&tab=wi#um
=1&hl=en&safe=off&tbm=isch&sa=1&q=largest+piston+engine&oq=la
rgest+piston+engine&aq=f&aqi=&aql=&gs_sm=s&gs_upl=138172l150012l2
l153278l17l16l2l0l0l2l234l2353l0.12.2l14l0&bav=on.2,or.r_gc.r_pw.&fp=4c
9ea064eff50979&biw=1639&bih0> such
> as the old R-4360 radial engines<http://en.wikipedia.org/wiki/Pratt_%26_W
hitney_R-4360_Wasp_Major>,
> Worlds Largest Steam Engine<http://www.eng.mu.edu/corlissg/gc_engine.html
>.
> Your method of troubleshooting is fine for one particular engine if you k
now
> those idiosyncrasies. Personally if that is a normal event with a 912, I
> would call it poor and unacceptable engineering. Normally and A&P deals w
ith
> many different types of engines and there are certain procedures that app
ly
> to all reciprocating internal combustion engines including the 912 and
> that's very simply what I was describing.
>
> I am not doubting whether you're right or wrong and I appreciate what you
> are saying but that is only one way of skinning a cat. Since my method is
> fool proof, checks everything, because mine depends on good old mechanica
l
> logic and standard practice that applies to all recips where this other
> method depends on "word of mouth and hearsay" which could be as dangerous
as
> superstition and old wives tales. If I had paid as much money as I hear t
hey
> want for a 912, I would expect better and I would not be very happy to fi
nd
> out that at any given moment, I may have to go to all the time and troubl
e
> to clear the engine that is described herein before I am able to fly. I
> don't know about other people, maybe they have more time and money and
> patience than I do but I think not hence the question from the plane owne
r.
> I think you are saying it requires a modification if one doesn't want to
> experience this over and over is that correct?
>
> Regards,
>
> Bruce
>
>
> On Tue, Sep 6, 2011 at 7:11 PM, Lowell Fitt <lcfitt@sbcglobal.net> wrote:
>
>> **
>> The Rotax engine is in numerous aircraft models and some installations
>> have issues that are very specific to the aircraft in question. This is
a
>> case in point. Changes in the engine mount on subsequent Kitfox models
have
>> eliminated this issue as well as the need to Burp the engine to return t
he
>> oil to the remote oil tank before start.
>>
>> As mentioned before, the Model IV (and earlier) with the oil tank mounte
d
>> behind the engine and above the preferred crank level position has a his
tory
>> of siphoning all the oil out of the tank and into the crank case. This
is a
>> dry sump system with relatively little capacity for the oil in the
>> crankcase. So with the horizontally opposed engine oil can seep from
the
>> crankcase into the cylinders past the piston rings and cause hydraulic
>> lock. It is not that uncommon. It has nothing to do with the heads or
oil
>> gallery, but just pure and simple gravity. Another thing that bears
>> mentioning, Rotax strongly recommends never rotating the prop backwards.
It
>> can introduce air into the lubricating system and negatively affect the
>> lifters. If rotated backwards, they recommend a rather inconvenient pro
cess
>> to remove the air before engine run. in almost 20 years of monitoring t
his
>> and other forums and 900 hours on my own 912, I have never heard of wate
r in
>> the cylinders of a Rotax engine.
>>
>> My take on the problem, first check the historically most common cause.
>> If the solution is not there, go further.
>> Lowell
>>
>> *From:* b d <gpabruce@gmail.com>
>> *Sent:* Tuesday, September 06, 2011 6:40 PM
>> *To:* kitfox-list@matronics.com
>> *Subject:* Re: Kitfox-List: Re: Jammed engine
>>
>> Roger,
>>
>> How does the oil get into the cylinder even if it drains back? Shouldn't
>> it free flow into the crankcase? Are you saying it's filling the rocker
>> boxes and leaking through the valve guides? Don't the rocker arms get th
eir
>> oil via the main oil gallery, the lifters, the push rods and back down t
he
>> push rod tubes? How else is it getting in there and ultimately getting i
nto
>> the cylinders? I'm not at all familiar with the Rotax 4 stroke engine oi
l
>> systems so maybe you are right but it sounds strange.
>>
>> Please help me with this.
>>
>> Bruce
>>
>> On Tue, Sep 6, 2011 at 6:05 PM, Roger Lee <ssadiver1@yahoo.com> wrote:
>>
>>>
>>> Depending on the oil filter you use and where the oil tank is located
>>> (higher than recommended) then oil drain back can happen and lock up a
>>> cylinder. Pull the bottom plugs and see if fluid drains and if you can
then
>>> turn the prop.
>>> See the article I wrote on the Rotax Owners website. This is why the oi
l
>>> filter was re-designed. It now does a better job of preventing this. If
you
>>> can't read it on the Rotax Owners forum then you can see it on the at
>>> www.ctflier.com on a forum blog. The new Rotax oil filter has some majo
r
>>> changes.
>>>
>>> --------
>>> Roger Lee
>>> Tucson, Az.
>>> Light Sport Repairman - Maintenance Rated
>>> Rotax Repair Center - Heavy Maint. Rated
>>> Home 520-574-1080 TRY HOME FIRST
>>> Cell 520-349-7056
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=351603#351603
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> ==========
>>> target="_blank">http://www.matronics.com/Navigator?Kitfox-List
>>> ==========
>>> http://forums.matronics.com
>>> ==========
>>> le, List Admin.
>>> ="_blank">http://www.matronics.com/contribution
>>> ==========
>>>
>>>
>>>
>>>
>> *
>>
>> href="http://www.matronics.com/Navigator?Kitfox-List">http://www.matro
nhref="http://forums.matronics.com">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://www.matronics.com/
c*
>>
>> *
>>
===========
===========
===========
===========
>> *
>>
>>
>
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