Today's Message Index:
----------------------
1. 05:44 AM - NORMS MK3 CRASH (Rex Rodebush)
2. 08:03 AM - Norm's crash (Clay Stuart)
3. 08:31 AM - Doctor! Doctor! My 503 is sick! (John Jung)
4. 08:56 AM - Re: NORMS MK3 CRASH (Larry Duncan)
5. 09:03 AM - Re: Doctor! Doctor! My 503 is sick!/Fails to Fire Plugs (John Hauck)
6. 10:23 AM - Re: Doctor! Doctor! My 503 is sick! (bryan green)
7. 10:48 AM - Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire Plugs (John Jung)
8. 11:05 AM - Re: Doctor! Doctor! My 503 is sick! (lucien stavenhagen)
9. 11:54 AM - Re: Kolb List: Doctor! Doctor! My 503 is sick! (John Jung)
10. 12:00 PM - Re: Doctor! Doctor! My 503 is sick! (John Russell)
11. 01:03 PM - Re: Doctor! Doctor! My 503 is sick! (possums)
12. 01:58 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick! (bryan green)
13. 02:13 PM - Fuel System (Richard & Martha Neilsen)
14. 02:24 PM - Re: NORMS MK3 CRASH (Jim Ballenger)
15. 03:28 PM - Chris Davis (russ kinne)
16. 04:22 PM - hose clamps (Paul Petty)
17. 05:15 PM - Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (John Jung)
18. 05:17 PM - Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug Wire Caps (John Hauck)
19. 05:32 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (John Hauck)
20. 06:07 PM - Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug Wire Caps (lucien stavenhagen)
21. 06:17 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (lucien stavenhagen)
22. 07:42 PM - Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug Wire Caps (John Hauck)
23. 07:52 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (John Hauck)
24. 07:58 PM - Fw: prop hub (Paul Petty)
25. 07:58 PM - Fw: more photos (Paul Petty)
26. 08:06 PM - Re: Doctor! Doctor! My 503 is sick! (woody)
27. 08:21 PM - Re: NORMS MK3 CRASH (WillUribe@aol.com)
28. 08:45 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (HShack@aol.com)
29. 09:21 PM - Re: Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire (John Hauck)
Message 1
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--> Kolb-List message posted by: "Rex Rodebush" <rrodebush@tema.net>
Chris,
It's good to hear you are making progress, although it's obviously a
long and hard journey. It's also privilege to have a fellow Kolber with
your class and decency.
Our thoughts are with you and your family and hopefully we can see you
at future fly in.
Get well soon and have a very Merry Christmas.
Rex Rodebush
Do not archive
Message 2
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--> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
So glad to hear that Chris Davis is recovering and has such a noble outlook on
his situation.
Has Kolb addressed the fuel tank contamination problems that contributed to this
accident? I had flown with Norm several times and found him to be such a meticulous
pilot, I don't understand how the fuel problem evolved. Shouldn't the
stock tanks be designed so that they can be readily sampled and fed through
a gascolator to prevent these occurances?
I have not touched my Mark IIIXtra project since Norm's accident, and may never
finish. It had a profound effect on me. I had just been up with him at the
fly-in right before the accident, and had teased his small girls. I made a sizeable
contribution to the girls education fund and received a very nice note
from his widow.
Still hoping to fly again, but can't recover my enthusiasm.
Clay Stuart
Danville KY
P.S. Chris, it was good to hear the nice things about the Univ of KY hospital.
I spent 4 years there in dental school many years ago (33).
Message 3
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| Subject: | Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Group,
I need some two cycle advise. I have a problem with my 503 that I have
never experienced before with any two cycle. In order to get it
started, needs to be spun faster than even a new battery can spin it.
It starts with jumper cables. Once started, it seems to run fine. I
even flew with it because I thought that I just had a battery problem.
It will start up normally right after being shut down, but not 15
minutes later. When it fails to start, it will not fire at all and get
flooded from using the primer or the chokes. With jumpers on, and the
throttle opened, it will clear out, and fire up. The battery seems to
spin it as fast as it ever did. it spins much faster with jumpers.
I have a few guesses, but I would like to know what others think these
symptoms indicate. Maybe someone has experienced the same thing, and
figured out what was causes these symptoms.
i don't plan to fly again until I fix this problem.
John Jung
Firstar II N6163J
Surprise, AZ
do not archive
Message 4
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| Subject: | Re: NORMS MK3 CRASH |
--> Kolb-List message posted by: Larry Duncan <lariardo@centurytel.net>
Message 5
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| Subject: | Re: Doctor! Doctor! My 503 is sick!/Fails to Fire Plugs |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| In order to get it
| started, needs to be spun faster than even a new battery can spin
it.
|
| John Jung
John J/Gang:
We had a similar problem with the first 912 I bought. Could not get
it to fire. I was pulling my hair out trying to figure out what was
wrong with this "piece of junk". The morning I was going to fly down
to Ronnie Smith's, Lucedale, MS, to diagnose and fix the problem, I
got an idea while in the shower. Figured if I closed the spark plug
gap a bit it might start easier. As soon as I got to Ronnie's, 187
miles by air, I went to eat lunch. When I got back Ronnie had the
problem fixed. He closed the spark plug gaps down to .020. Normal
gap by the book is .028. After that it always fired right up like it
was supposed to, except once at the Lake Texoma Flyin at Cedar Mills,
TX, in 1998. Got ready to head for home and the 912 would not fire,
period. Pulled the plugs, closed the gap back down to .020 and it
fired right up.
Have not had this problem with the 912S, however, I run the plugs at
.025 when I put them in new and at 50 hours when I pulll to inspect
and regap. Not a good feeling to be a long way from home with an
engine that does not want to fire.
I don't know if this is the problem or not. I don't know if you put
new plugs in or not. But if it was me, I would put in new plugs and
close the gap down to see if it would solve the problem.
The 912 ran like a clock once it was started. Just a bugger to get it
to fire..............................
john h
MKIII/912ULS
hauck's holler, alabama
Message 6
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| Subject: | Re: Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
John was the engine running fine and then one day it just started this or
has something been changed on it?
Do not archive
Bryan Green (Elgin SC)
----- Original Message -----
From: "John Jung" <jrjungjr@yahoo.com>
Subject: Kolb-List: Doctor! Doctor! My 503 is sick!
> --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
> Group,
>
> I need some two cycle advise. I have a problem with my 503 that I have
> never experienced before with any two cycle. In order to get it
> started, needs to be spun faster than even a new battery can spin it.
> It starts with jumper cables. Once started, it seems to run fine. I
> even flew with it because I thought that I just had a battery problem.
> It will start up normally right after being shut down, but not 15
> minutes later. When it fails to start, it will not fire at all and get
> flooded from using the primer or the chokes. With jumpers on, and the
> throttle opened, it will clear out, and fire up. The battery seems to
> spin it as fast as it ever did. it spins much faster with jumpers.
>
> I have a few guesses, but I would like to know what others think these
> symptoms indicate. Maybe someone has experienced the same thing, and
> figured out what was causes these symptoms.
>
> i don't plan to fly again until I fix this problem.
>
> John Jung
> Firstar II N6163J
> Surprise, AZ
> do not archive
>
>
>
Message 7
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire |
Plugs
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
John H and Group,
Thanks for the idea. Plug gap is one that I had not thought of. But
easy to test. If that solves the problem, I will be very grateful.
John Jung
Firstar II N6163J
Surprise, AZ
do not archive
Message 8
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| Subject: | Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
Here are some things to check to start off with (apart from all the usual
fuel and ignition system diagnostics).
Fuel:
- If you're using a plunger primer, one and _only_ one shot is needed to get
the motor to fire (once the gas gets to the primer ports). Make sure you're
not overpriming and thus flooding the motor. Don't use both the chokes and
shots from a primer together, this will dump too much gas into it for sure
causing flooding.
- Let the motor idle for a bit before you shut down. At least 30 seconds is
good to let it cool down and load up a bit with fuel. Shutting it off red
hot has a tendency to burn off all the gas in the combustion chambers if any
of the ports happen to be open. This can make it a bear to get started again
even after priming it..
Ignition:
- Check the plug caps, they deteriorate quicker than you'd think. They
should be a struggle to remove from the plugs - if they slip off easily they
need to be replaced. Also, look inside the cap for a black powerdy, sooty
looking substance. If you see this, this isn't soot from the motor, but
disintegration of the parts inside the cap (the resistor typically). Replace
if any soot is seen in the plug. Bad caps can make for very weak ignition
leading to starting problems.
- Make sure you're gapping the plugs correctly. .018" is a good gap for the
503.
Just my first impression is that you're overpriming the motor a bit, the
symptom sounds a little like flooding to me.....
Hope that helps,
LS
N646F
>Group,
>
>I need some two cycle advise. I have a problem with my 503 that I have
>never experienced before with any two cycle. In order to get it
>started, needs to be spun faster than even a new battery can spin it.
>It starts with jumper cables. Once started, it seems to run fine. I
>even flew with it because I thought that I just had a battery problem.
>It will start up normally right after being shut down, but not 15
>minutes later. When it fails to start, it will not fire at all and get
>flooded from using the primer or the chokes. With jumpers on, and the
>throttle opened, it will clear out, and fire up. The battery seems to
>spin it as fast as it ever did. it spins much faster with jumpers.
>
>I have a few guesses, but I would like to know what others think these
>symptoms indicate. Maybe someone has experienced the same thing, and
>figured out what was causes these symptoms.
>
>i don't plan to fly again until I fix this problem.
>
>John Jung
>Firstar II N6163J
>Surprise, AZ
>do not archive
>
>
Message 9
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick! |
0.00 MANY_EXCLAMATIONS Subject has many exclamations
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Bryan and Group,
That is a good question. The problem started after doing a de-carbon.
But I thought that it was just a battery problem, so I didn't think
further. Oh, I didn't change the plugs with the de-carbon, because they
have less than 5 hours on them. Also, the compression seems the same.
Only one broken oil ring was replaced and the engine showed no sign of
significant wear with 200 hours. Although, it doesn't have many hours,
it's probably 10 years since it was manufactured.
John Jung
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
John was the engine running fine and then one day it just started this
or
has something been changed on it?
Message 10
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| Subject: | Re: Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: "John Russell" <jr@rometool.com>
Idle jet partially blocked?? It would still idle but would be hard to start.
----- Original Message -----
From: "John Jung" <jrjungjr@yahoo.com>
Subject: Kolb-List: Doctor! Doctor! My 503 is sick!
> --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
> Group,
>
> I need some two cycle advise. I have a problem with my 503 that I have
> never experienced before with any two cycle. In order to get it
> started, needs to be spun faster than even a new battery can spin it.
> It starts with jumper cables. Once started, it seems to run fine. I
> even flew with it because I thought that I just had a battery problem.
> It will start up normally right after being shut down, but not 15
> minutes later. When it fails to start, it will not fire at all and get
> flooded from using the primer or the chokes. With jumpers on, and the
> throttle opened, it will clear out, and fire up. The battery seems to
> spin it as fast as it ever did. it spins much faster with jumpers.
>
> I have a few guesses, but I would like to know what others think these
> symptoms indicate. Maybe someone has experienced the same thing, and
> figured out what was causes these symptoms.
>
> i don't plan to fly again until I fix this problem.
>
> John Jung
> Firstar II N6163J
> Surprise, AZ
> do not archive
>
>
>
>
>
>
Message 11
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| Subject: | Re: Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: possums <possums@mindspring.com>
Hey John
http://media.putfile.com/Worst-Job-Ever
How's Charlie doing?
Message 12
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
The only thing I can come up with John you've probably done already.
Check everything you had loose gaskets, carb boot and such. Check to
make sure your throttle is closing all the way if it does not it will do
that. It sounds like you have a vacuum leak somewhere keeping you from
getting the proper fuel air mixture into the cylinder.
Do not archive
Bryan Green (Elgin SC)
----- Original Message -----
From: "John Jung" <jrjungjr@yahoo.com>
Subject: Kolb-List: Re: Kolb List: Doctor! Doctor! My 503 is sick!
> --> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
>
> Bryan and Group,
>
> That is a good question. The problem started after doing a de-carbon.
> But I thought that it was just a battery problem, so I didn't think
> further. Oh, I didn't change the plugs with the de-carbon, because they
> have less than 5 hours on them. Also, the compression seems the same.
> Only one broken oil ring was replaced and the engine showed no sign of
> significant wear with 200 hours. Although, it doesn't have many hours,
> it's probably 10 years since it was manufactured.
>
> John Jung
>
> --> Kolb-List message posted by: "bryan green" <lgreen1@sc.rr.com>
>
> John was the engine running fine and then one day it just started this
> or
> has something been changed on it?
>
>
>
Message 13
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Clay/All
I thought there was still some debate on the exact cause of the engine
stoppage.
I came from general aviation and every certified airplane has a fuel drain
at the low part of the fuel system. Because of this I didn't feel
comfortable with the Kolb recommended system. My fuel system uses the stock
5 gallon fuel tanks. I take fuel from the bottom of my tanks. Each fuel
outlet has a finger strainer. The fuel lines tee together and feed directly
to a aircraft gascolator. The gascolator is at the low point of the fuel
system and it has a drain valve that sticks out the passenger side of the
fuselage it is also equipped with a strainer. From the gascolator the fuel
goes to a large automotive filter. After the filter it goes to my electric
backup fuel pump and then to my primary electric fuel pump. From the fuel
pumps the fuel goes thru a shout off valve and then to the carburetors. Each
carb has its own strainer.
Before I fly each day and after each fuel fill I drain some fuel from the
gascolator. When I'm home I collect the drained fuel in a small clear glass
jar so that I can see any junk or water in the fuel lines. When away from
home I just drain some on the ground.
I understand Norm's crash had a profound effect on you but life is
dangerous. Just getting out of bed in the morning is a risk and you probably
don't even give a second thought to getting in a car which is much more
dangerous than flying. Just build in those safety features in your plane you
feel necessary to reduce the risk. Come on you still have time to beat the
guy on the left coast with that moose something named airplane into the air.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Clay Stuart" <tcstuart@adelphia.net>
Subject: Kolb-List: Norm's crash
> --> Kolb-List message posted by: "Clay Stuart" <tcstuart@adelphia.net>
>
> So glad to hear that Chris Davis is recovering and has such a noble
> outlook on his situation.
>
> Has Kolb addressed the fuel tank contamination problems that contributed
> to this accident? I had flown with Norm several times and found him to be
> such a meticulous pilot, I don't understand how the fuel problem evolved.
> Shouldn't the stock tanks be designed so that they can be readily sampled
> and fed through a gascolator to prevent these occurances?
Message 14
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| Subject: | Re: NORMS MK3 CRASH |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Chris
I read your email and thought what a noble gentleman. I wish everyone had
the same outlook on life and what it has to offer. I wish you a full speedy
recovery and best of luck with your Kolb project.
Enjoy life to it's fullest.
Jim Ballenger
MK III X 582
Virginia Beach, VA
Do Not Archive
----- Original Message -----
From: "chris davis" <scrounge69@comcast.net>
Subject: Kolb-List: NORMS MK3 CRASH
> --> Kolb-List message posted by: "chris davis" <scrounge69@comcast.net>
>
> HI LIsters its been a year and a month since I was the passenger with
> Norm at
> the Kolb factory. Rest his soul, . a KOLBER forever Chris davis cape cod
> ma.& O'Brien Fl.
>
>
>
Message 15
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--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
All
Many comments about Chris Davis' comments on the crash that injured him
so badly.
I don't need to add more -- he is one superb human being and we're
lucky to have him in our midst.
Rick Neilson described his excellent fuel system -- IMHO he has taken,
most prudently, just about every precaution he possibly could have, to
avoid fuel contamination and a subsequent engine failure. I personally
would be very reluctant to fly anything that did NOT have a sump-drain
at the lowest point of the fuel system . And I will always drain a
sample and examine it carefully before engine start. After that the
only thing left is to fly defensively, keeping a safe landing area
within reach whenever possible, if the engine should stop at any time .
Can't always do that, of course, esp. during landings & T/O's.
But I still remember being chastised for saying "keep within gliding
range of the field on downwind, base and final" by people who wanted
me to use a 3-degree glideslope on final, and simply hope the engine
will never quit.
Sorry, guys, but I'll fly my way. Safely. Why not?
Merry Christmas to all!
Russ Kinne
Message 16
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required 4.6, BAYES_44 -0.00, HTML_50_60 0.10, HTML_MESSAGE 0.25)
--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
Kolbers,
A while back I mentioned the Gates Power Grip hose clamps. Here is what they look
like.
http://www.c-gate.net/~ppetty/photos/PC130001.JPG
http://www.c-gate.net/~ppetty/photos/PC130006.JPG
Paul Petty
Building Ms. Dixie
Kolbra/912UL/Warp
I.L.D.S. :-)
Message 17
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to Fire |
0.00 MANY_EXCLAMATIONS Subject has many exclamations
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
"Thank you!" John Hauck. it was the plug gap.
I went to the airport after lunch to check the plug gaps. My gaps
measured about .020", and I am not sure why. I reset them to .015, and
then rolled the plane out to give it a test. Turned the key and pumped
the primer. Fired right up on the third pump. This is the way it used
to run, and I am very happy that it was such an easy fix. I even
started it with the prop, to confirm that it is back to normal.
It bothered me that I had set the gaps to .020 when my 503 manual says
.016 + - .02 (I'm sure they meant .002). I looked in my other source of
Rotax information, the CPS catalog. Page 20 indicates a .02 in.
electrode gap for a Rotax 503 dual ignition engine.
John Jung
Firestar II N6163J
Surprise, AZ
Original request:
> I need some two cycle advise. I have a problem with my 503 that I have
> never experienced before with any two cycle. In order to get it
> started, needs to be spun faster than even a new battery can spin it.
> It starts with jumper cables. Once started, it seems to run fine. I
> even flew with it because I thought that I just had a battery problem.
> It will start up normally right after being shut down, but not 15
> minutes later. When it fails to start, it will not fire at all and get
> flooded from using the primer or the chokes. With jumpers on, and the
> throttle opened, it will clear out, and fire up. The battery seems to
> spin it as fast as it ever did. it spins much faster with jumpers.
Message 18
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| Subject: | Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug |
Wire Caps
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
|Also, look inside the cap for a black powerdy, sooty
| looking substance. If you see this, this isn't soot from the motor,
but
| disintegration of the parts inside the cap (the resistor typically).
Replace
| if any soot is seen in the plug.
|
| LS
LS/All:
How do we know the soot is from a disintegrating resistor in the plug
cap?
john h
MKIII/912ULS
hauck's holler, alabama
Message 19
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to |
Fire
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
|
| John Jung
John J/Gang:
I'll be damned! ;-) hehehe
Sometimes it pays to be an old fart, having paid my dues to the God of
Rotax and many of the baffling problems she can throw at us.
Seriously, John, glad that is all it was. Usually, it is something
very simple. If the plugs ain't firing it isn't because it isn't
getting fuel. Doesn't take fuel to fire a plug, but it takes a plug
to fire the fuel. hehehe
Glad I could be of help, even though you are retired Air Force.
Later,
john h
Message 20
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| Subject: | Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug |
Wire Caps
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
John and list,
The main clue is the fact that there's no soot anywhere else on the motor,
so it can't have come from there.... The resistor is just a little piece of
carbon that eventually crushes and the dust ends up in the cap..... I've
seen this a lot, though generally on caps with lots of hours on them, 100 or
more.....
The rubber boot deteriorates as well showing up as the loose cap syndrome,
but the powdery stuff comes from inside the cap....
The caps can also open up electrically without visible soot. I've had this
happen a lot too.
A deceptive thing is, the cap will usually continue to sort of work even
though it's electrically open, because the voltage is usually high enough to
bridge the extra gap as well as the plug.... That could cause hard starting,
tho I once ran my 503 on my other plane for probably 50 hours with an
unknown-to-me open plug cap....
LS
N646F
>LS/All:
>
>How do we know the soot is from a disintegrating resistor in the plug
>cap?
>
>john h
>MKIII/912ULS
>hauck's holler, alabama
>
>
Message 21
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to |
Fire
--> Kolb-List message posted by: "lucien stavenhagen" <lstavenhagen@hotmail.com>
John,
.02 probably still shouldn't give you that much grief. It should still start
easily, even though that's a slightly large gap.
So it's possible that you might still have a problem, keep your eye on it.
I'd keep troubleshooting but it looks like you're narrowing in on the
problem (i.e. you've eliminated fuel sounds like). You might check the plug
caps with a VOM - they should measure around 5K if I recall correctly. If
any of them check out as open, they need to be replaced... and if soot is
present replace for sure....
LS
N646F
>"Thank you!" John Hauck. it was the plug gap.
>
>I went to the airport after lunch to check the plug gaps. My gaps
>measured about .020", and I am not sure why. I reset them to .015, and
>then rolled the plane out to give it a test. Turned the key and pumped
>the primer. Fired right up on the third pump. This is the way it used
>to run, and I am very happy that it was such an easy fix. I even
>started it with the prop, to confirm that it is back to normal.
>
>It bothered me that I had set the gaps to .020 when my 503 manual says
>.016 + - .02 (I'm sure they meant .002). I looked in my other source of
>Rotax information, the CPS catalog. Page 20 indicates a .02 in.
>electrode gap for a Rotax 503 dual ignition engine.
>
>John Jung
>Firestar II N6163J
>Surprise, AZ
>
>Original request:
> > I need some two cycle advise. I have a problem with my 503 that I have
> > never experienced before with any two cycle. In order to get it
> > started, needs to be spun faster than even a new battery can spin it.
> > It starts with jumper cables. Once started, it seems to run fine. I
> > even flew with it because I thought that I just had a battery problem.
> > It will start up normally right after being shut down, but not 15
> > minutes later. When it fails to start, it will not fire at all and get
> > flooded from using the primer or the chokes. With jumpers on, and the
> > throttle opened, it will clear out, and fire up. The battery seems to
> > spin it as fast as it ever did. it spins much faster with jumpers.
>
>
Message 22
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| Subject: | Re: Doctor! Doctor! My 503 is sick!/Soot in the Spark Plug |
Wire Caps
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
motor,
| so it can't have come from there....
|
| LS
LS/All:
Do you reckon that the black residue you are seeing is the result in
arching inside the plug cap? This is very common in high capacity
ignition systems.
john h
MKIII/912ULS
Message 23
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to |
Fire
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
still start
| easily, even though that's a slightly large gap.
| |
| LS
LS/All:
Should start, but they won't. Got something to do with the CDI
system. All things are not the same on Rotax engines.
john h
MKIII/912ULS
Message 24
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required 4.6, BAYES_44 -0.00, HTML_MESSAGE 0.25)
--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
----- Original Message -----
From: Paul Petty
Subject: prop hub
Ronnie,
Here are a few pictures of my prop flange on my 912UL. There are three threaded
lugs and three lugs that are striaght through. As you mentioned, knocking them
out and going with the 1/2" AN bolts was not a problem with the 3 non threaded
lugs.. however the other 3 will not budge.... ergggg I beat on the tip and
placed a 8mm bolt in the threads and only managed to move the lug maybe 1/16"
of an inch.
I am afraid of bending the prop shaft or damaging the gears if i hit it any harder..
http://www.c-gate.net/~ppetty/photos/PC140001.JPG
http://www.c-gate.net/~ppetty/photos/PC140002.JPG
http://www.c-gate.net/~ppetty/photos/PC140003.JPG
http://www.c-gate.net/~ppetty/photos/PC140004.JPG
Message 25
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required 4.6, BAYES_20 -1.43, HTML_60_70 0.11, HTML_MESSAGE 0.25)
--> Kolb-List message posted by: "Paul Petty" <Lynnp@c-gate.net>
----- Original Message -----
From: Paul Petty
Subject: more photos
http://www.c-gate.net/~ppetty/photos/PC140006.JPG
http://www.c-gate.net/~ppetty/photos/PC140007.JPG
Message 26
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| Subject: | Re: Doctor! Doctor! My 503 is sick! |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
If a 2 cycle does not run right the first thing to do is put a new set of
plugs in it. Don't throw out the old ones untill you are sure that is the
problem. Did you spin the engine with the plug wires off? I understand that
can screw up the ignition system. Is the throttle going back to full closed
idle? I could never get a 2 cycle to start unless the choke was full on and
throttle was full off. Only a little bit open and no luck..Its hard to be a
doctor from a distance :)
Message 27
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--> Kolb-List message posted by: WillUribe@aol.com
Greetings,
Last year, when I was at London, KY I picked up this newspaper called The
Sentinel. It is a very good tribute. It was published November 19, 2004.
_http://www.members.aol.com/willuribe/norm-part1.jpg_
(http://www.members.aol.com/willuribe/norm-part1.jpg)
_http://www.members.aol.com/willuribe/norm-part2.jpg_
(http://www.members.aol.com/willuribe/norm-part2.jpg)
do not archive
Message 28
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to |
Fire
--> Kolb-List message posted by: HShack@aol.com
In a message dated 12/14/2005 8:16:40 PM Eastern Standard Time,
jrjungjr@yahoo.com writes:
It bothered me that I had set the gaps to .020 when my 503 manual says
.016 + - .02 (I'm sure they meant .002). I looked in my other source of
Rotax information, the CPS catalog. Page 20 indicates a .02 in.
electrode gap for a Rotax 503 dual ignition engine.
I'm not 100% sure, but I think the manual reads ".016-.02" [not +-]; that is
.016 TO .020.
I try to set mine to .017.
Howard Shackleford
FS II
SC
Message 29
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| Subject: | Re: Kolb List: Doctor! Doctor! My 503 is sick!/Fails to |
Fire
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
+-]; that is
| .016 TO .020.
|
| I try to set mine to .017.
|
| Howard Shackleford
Hi Shack/Gang:
I don't know. I haven't looked at the manual for a long time.
However, I interpret the plug gap as a wear limit. One could start
out at .016 and regap when it gets to .020", or any where in-between.
Reckon the Rotax engineers that designed and built the 503 knew enough
to know what the correct plug gap should be. Again, if it will not
fire, close'em down a little until it does. Anyhow, that is what I
would do.
How goes it in Trenton, SC. Got to get back over there one of these
days real soon. That group serves up a mean lunch and some true
southern hospitality to wayfaring strangers. ;-)
john h
MKIII/912ULS
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