Today's Message Index:
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1. 06:28 AM - Re: 582 breakin (mikeperkins)
2. 06:45 AM - Re: 582 breakin (mikeperkins)
3. 09:01 AM - Re: Re: 582 breakin (Lloyd Cudnohufsky)
4. 09:21 PM - Re: Re: 582 breakin (jareds)
Message 1
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After I replaced the crankshaft in my 532, I had to repitch the prop. I was getting about 5200 RPM during static runups, when before the crankshaft exchange I was getting 6200. It turns out I needed to flatten the pitch by about 1/2 degree. I got some good advice from the Rotax dealer who did the work, which was that after the crankshaft replacement, I had a "new" engine. I've learned over time that the most important gauge is the EGT. An improperly loaded two-stroke can cause the EGTs to soar. The EAA has a great video: https://www.youtube.com/watch?v=GaaLb-BzqT4
Although static RPM is not the best indication of having the correct prop pitch,
my experience is that 6000 to 6200 is about right. I then get 6600 at full power
at Vx. But even still, I have to watch my EGTs during a powered descent when
the engine is unloaded like that - they can easily exceed 1200 F. Watching
the video was the best thing I ever did for understanding how to tune the engine.
But what the folks who know two-strokes say is don't mess with the mixture
adjustment - instead, set the mixture as it was from the factory tune the EGT
by changing the pitch. I've found that to be great advice. If you want to talk
about this sometime, email me at flybyewire at gmail dot com and we can exchange
phone numbers.
--------
Mike Perkins
Havana, Illinois
Model I, 532, B gearbox, GSC prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=423442#423442
Message 2
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Jared, I've been flying with the same fuel pump, the original Minuki, for 20 years,
but it sat around for two years before I ever flew it, so it's 22 years old.
I carry a spare with me, though, and I have a fuel pressure gauge. For a few
years, I even ran with fuel having some ethanol in it (because I live in Illinois
where corn is king). I'd say, if it's giving you pressure, it's probably
ok. But that's one thing about fuel pumps - they work just fine until they don't
anymore.
My engine can idle down below 2000 RPM, but that's just a matter of getting the
carbs to close all the way. At that point, the RPM is simply what the RPM is
going to be.
On hot days, I've seen coolant temps at 220 F, but it's never been a problem except
that some coolant will go into the overflow. Otherwise I usually see 160
- 190.
--------
Mike Perkins
Havana, Illinois
Model I, 532, B gearbox, GSC prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=423444#423444
Message 3
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Jared,
I now fly a 912 but use to fly the 2-strokes, here is my 2-cents worth. If
you are concerned about your fuel pump at a minimum I would disassemble and
check the condition of the diaphragms, I would rebuild every 2-3 years
simply because it is cheap insurance. When you tie the plane down in the
yard and run it up to break in the motor the RPM will be less than when you
are in the air, when flying, as you gain speed the prop unloads and the RPMs
go up, so on the ground you do not want to see engine redline at full
throttle, I would guess if your redline is 6000 you might shoot for 5000,
but you will not know that you have set the pitch correct until you fly it
straight and level at WOT and do not over rev.. You will also want to be
very aware of your RPMs on the first flight, it will be easy to over rev
after the climb out. On the carbs and idle, I start by synchronizing my
carbs using a small drill bit slid in the throat under the slide to adjust
the height of the throttle slides so they are exact and they both are
hanging on the cables so they will begin to move together at the exact same
time, if your idle is too high drop to a smaller drill bit and repeat, after
that if you have a slack tube or set of suction gauges you can dial them
even closer.
Lloyd Cudnohufsky
Model 5 Outback
912ul IVO IFA
Northern Mi.
-----Original Message-----
From: owner-kitfox-list-server@matronics.com
[mailto:owner-kitfox-list-server@matronics.com] On Behalf Of mikeperkins
Sent: Monday, May 19, 2014 8:43 AM
Subject: Kitfox-List: Re: 582 breakin
Jared, I've been flying with the same fuel pump, the original Minuki, for 20
years, but it sat around for two years before I ever flew it, so it's 22
years old. I carry a spare with me, though, and I have a fuel pressure
gauge. For a few years, I even ran with fuel having some ethanol in it
(because I live in Illinois where corn is king). I'd say, if it's giving you
pressure, it's probably ok. But that's one thing about fuel pumps - they
work just fine until they don't anymore.
My engine can idle down below 2000 RPM, but that's just a matter of getting
the carbs to close all the way. At that point, the RPM is simply what the
RPM is going to be.
On hot days, I've seen coolant temps at 220 F, but it's never been a problem
except that some coolant will go into the overflow. Otherwise I usually see
160 - 190.
--------
Mike Perkins
Havana, Illinois
Model I, 532, B gearbox, GSC prop
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=423444#423444
Message 4
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Hi mike.... long time..
Thanks for the great response.
List has been pretty quiet so wasn't sure if i'd get any responses.
How is sky star doing and john mcbean??
I sure hope they keep going!!
I'd love to exchange phone numbers just in case.
Everything you said came rushing back to my pea sized little brain and
while i got some varying responses .. yours rung true as the one that
worked the best regarding rpms and temps and setting prop.
I was afraid that 4300 tied down on a windy day was no where near
enough. Gonna re pitch it and try again for 5000 tied down and i think
if i look at my notes from 12 -14 years ago i will see what maybe
worked.. if i can find them.
Either way its always good to bounce stuff off someone and unfortunately
after moving from the DC area to SD there are few and far between pilots
and even fewer who fly experimental that haven't died off or lost
ability to fly! Sad...
Anyway.. glad we reconnected.
605 314 4885 is my cell
Stop in ANY TIME if you are in the vicinity of SD.
Regards,
Jared.
On 5/19/2014 8:25 AM, mikeperkins wrote:
> --> Kitfox-List message posted by: "mikeperkins"<flybyewire@gmail.com>
>
> After I replaced the crankshaft in my 532, I had to repitch the prop. I was getting about 5200 RPM during static runups, when before the crankshaft exchange I was getting 6200. It turns out I needed to flatten the pitch by about 1/2 degree. I got some good advice from the Rotax dealer who did the work, which was that after the crankshaft replacement, I had a "new" engine. I've learned over time that the most important gauge is the EGT. An improperly loaded two-stroke can cause the EGTs to soar. The EAA has a great video: https://www.youtube.com/watch?v=GaaLb-BzqT4
> Although static RPM is not the best indication of having the correct prop pitch,
my experience is that 6000 to 6200 is about right. I then get 6600 at full
power at Vx. But even still, I have to watch my EGTs during a powered descent
when the engine is unloaded like that - they can easily exceed 1200 F. Watching
the video was the best thing I ever did for understanding how to tune the engine.
But what the folks who know two-strokes say is don't mess with the mixture
adjustment - instead, set the mixture as it was from the factory tune the
EGT by changing the pitch. I've found that to be great advice. If you want to
talk about this sometime, email me at flybyewire at gmail dot com and we can exchange
phone numbers.
>
> --------
> Mike Perkins
> Havana, Illinois
> Model I, 532, B gearbox, GSC prop
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=423442#423442
>
>
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