Today's Message Index:
----------------------
1. 02:37 AM - Re: Re: Thank you (pj.ladd)
2. 03:34 AM - Re: Thank you (pj.ladd)
3. 03:40 AM - Re: ASI (pj.ladd)
4. 03:46 AM - Re: ASI (pj.ladd)
5. 05:03 AM - Re: Rotax 503 running problem (Richard Girard)
6. 05:07 AM - Re: Rotax 503 running problem (Richard Girard)
7. 05:58 AM - Re: ASI (John Hauck)
8. 06:38 AM - Re: ASI (william sullivan)
9. 06:39 AM - Re: ASI (Richard Girard)
10. 06:39 AM - Re: sweltering summer (cristalclear13)
11. 07:10 AM - Re: Re: sweltering summer (robert bean)
12. 07:10 AM - Re: Rotax 503 running problem (Jack B. Hart)
13. 07:18 AM - Re: ASI (John Hauck)
14. 08:06 AM - Re: Rotax 503 running problem (lucien)
15. 09:50 AM - kolbs were flying in michigan last sunday (Arksey@aol.com)
16. 10:50 AM - Re: Rotax 503 running problem (dalewhelan)
17. 10:56 AM - Re: Re: Thank you (Jack Carillon)
18. 11:05 AM - Re: ASI (pj.ladd)
19. 12:18 PM - Re: Rotax 503 running problem (lucien)
20. 01:10 PM - Re: Re: Rotax 503 running problem (Jack B. Hart)
21. 02:32 PM - Re: Rotax Operating Parameters (GeoB)
22. 02:59 PM - Re: Re: Rotax Operating Parameters (John Hauck)
23. 06:54 PM - Re: ASI (Dana)
24. 07:12 PM - Re: Re: Rotax Operating Parameters (Dana Hague)
25. 07:29 PM - Re: Re: Rotax Operating Parameters (John Hauck)
26. 08:04 PM - Re: Rotax 503 running problem (dalewhelan)
27. 08:43 PM - Re: Re: Rotax 503 running problem (WhiskeyVictor36@aol.com)
28. 09:03 PM - Re: Thank you (dalewhelan)
Message 1
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I was low, slow, banked, and power off.>>
Ugh!. That will do it everytime.
While I was learning to glide exactly that happened to a friend. With an
instructor he took off to practice `cable breaks` The equivalent of `engine
failure on takeoff` in power.
The instructor dropped the cable at around 5/600 ft and there was room on
the runway to land straight ahead. Instead the glider turned back toward the
launch point. Even so a downwind landing could have been pulled off without
too much drama. Unfortunately having reached the launch point, by now very
low, he tried to turn back into wind.
Because of the proximity off the ground the pilot was reluctant to put the
wing down as much as he should have done, he also held the nose up and got
even slower. This produced a flat turn, the inside wing stalled and they
spun in,from less than 100ft. killing instuctor and pupil.
Another time, during the war, I saw an Albemarle ( an unsuccesful twin
engined bomber reduced to glider tugging) with a Waco troop carrying glider
on tow. The Waco got out of position and pulled the Albemarles tail round.
The Albemarles inside wing stalled and she spun in killing everyone on
board.
I obviously subconciously learned the lesson as when I found myself in a
glider in a similar position going downwind very low and nowhere to land, I
dived at the ground, banked hard back into wind (nearly) and made a rough
but reasonable landing. I was torn off a tremendous strip by the airfields
owner, (quite right too I should not have got myself into that position) and
threatened with being banned from the field, but I was alive.
Low and slow is bad. Low, slow and banked is a killer.
Cheers
Pat
Message 2
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Frank Goodnight>>
Really off topic but any connection to Goodnight and Loving?
Cheers
Pat
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It is a single tube aproximately 5" long that incorporates both pitot
and static pressure systems.>.
Thanks John, that sounds pretty neat with only a single tube.I have
never heard of that. Does that mean it measures pitot pressure only and
you use cockpit static?.
Incidentally I saw a couple of PT 17`s at a local airshow recently. Not
many about over here.
Pat
Message 4
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Cheap to try and probably saves you from having to call out the
engineering battalion.>>
Thanks Rick. A neat solution and may put the end of the pitot into
clear air.
Cheers
Pat
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| Subject: | Re: Rotax 503 running problem |
Dale,
Easiest advice, no theory involved, borrow a stock jetted Bing carb and air
cleaner off a known to run good single carb 503 and swap it for the Mikuni.
You'll probably have to change out throttle and choke cables, etc, and yes,
this will be a PITA.
Check the exhaust system for
Rick
On Wed, Jun 17, 2009 at 12:37 AM, dalewhelan <dalewhelan@earthlink.net>wrote:
>
> I have not yet figured out what is wrong with my friends single carb dual
> ignition Rotax 503
> It recently developed a problem, I am not sure exactly when it happened so
> it is hard for me to say it happened when this happened to the plane or
> motor.
> When he first got it it reved over 7,000 rpm at partial throttle, an
> immediate re pitch was in order. I had him add about 3 degrees to the 3
> blade prop. On the ground it was about 6,000.
> He flew it and the motor acted up so he landed. I Found it ran on one
> ignition and not the other. Fouled plugs were found.
> The case was made that it is OK to lean out your 2stroke airplane, even
> necessary at times.
> Idle was OK but just above idle was pretty rich. I installed a smaller
> needle jet in the VM Mikuni carb. Idle improved, (it is the smoothest
> idlingg Rotax 503 I have heard) cruise sounded better and fuel burn dropped
> to about 2.5 gallons per hour.
> I dropped the main jet a couple sizes and things got better on top.
> In monument Valley I may have dropped the main jet and played with an air
> screw. Greg's plane seemed on par with mine.
> Well back in Phoenix I heard Greg's plane and it sounded off. He said it
> would not rev.
> Greg found oil on his prop, it was from a leaking head gasket, which was
> from not one but 2 broken cylinder studs. After fixing that the problem
> remained
> Here is what I have found so far.
> With a CHT of 200 I apply full throttle and the motor revs to 6000
> (static) after the motor hits about 225 it starts to slow.
> By the time I near 300 it won't rev past about 5,200.
> If I kill ignition 1 it rev to 4,800.
> If I kill only ignition 2, it revs to 4,300.
> If I change the main jet either way it losses power.
> At idle Ignition 1 killed results in 2,000 rpm while killing only ignition
> 2 results in about 2,100 rpm idle.
> The plugs look fine, the resistance values of the caps look good.
> The motor runs smooth. The full throttle EGT looks low 900 but leaner main
> jet reduces rpm and richer makes it run rough.
> Main jet changes are seen on the EGT.
> Ring end gap looks to be about .015 inch.
> Carbon buildup looks to be in remission.
> The motor is running 50:1 on the oil, I run 32:1 with the same oil and have
> about 90 hours on my plugs.
> I get the highest EGT when I open the throttle to get about 4,200 rpm and
> can get a little over 1,000 EGT with CHT below 300.
> There is no evidence of detonation on the piston or the plugs, the burn
> back is not real distinct but seems quite safe.
> I will test the secondary required voltage and see if I get anywhere with
> that.
> I am not looking for your basic doctorate dissertation assembled by someone
> that has never tuned a 2 cycle engine.
> prefer to keep it practical and applicable.
> No Time Area Per Unit of Displacement, Brake Mean Effective Pressure, or
> squish velocity theory needed here.
> Mechanically the motor feels normal.
> More or less fuel makes things worse.
> Makes me lean toward electrical.
> Has anyone seen this kind of thing before?
> It is not plugs as changing the plug wires around on the plugs made no
> difference in how it ran under any condition.
> Any ideas would be appreciated.
>
> --------
> Dale Whelan
> 503 powered Firestar II
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=248637#248637
>
>
Message 6
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| Subject: | Re: Rotax 503 running problem |
Sorry about that, jumpy touch pad on the laptop. As I started to say, Check
the exhaust for blockages or part failure internally.
Rick
On Wed, Jun 17, 2009 at 7:00 AM, Richard Girard <aslsa.rng@gmail.com> wrote:
> Dale,
> Easiest advice, no theory involved, borrow a stock jetted Bing carb and air
> cleaner off a known to run good single carb 503 and swap it for the Mikuni.
> You'll probably have to change out throttle and choke cables, etc, and yes,
> this will be a PITA.
> Check the exhaust system for
>
> Rick
>
> On Wed, Jun 17, 2009 at 12:37 AM, dalewhelan <dalewhelan@earthlink.net>wrote:
>
>>
>> I have not yet figured out what is wrong with my friends single carb dual
>> ignition Rotax 503
>> It recently developed a problem, I am not sure exactly when it happened
>> so it is hard for me to say it happened when this happened to the plane or
>> motor.
>> When he first got it it reved over 7,000 rpm at partial throttle, an
>> immediate re pitch was in order. I had him add about 3 degrees to the 3
>> blade prop. On the ground it was about 6,000.
>> He flew it and the motor acted up so he landed. I Found it ran on one
>> ignition and not the other. Fouled plugs were found.
>> The case was made that it is OK to lean out your 2stroke airplane, even
>> necessary at times.
>> Idle was OK but just above idle was pretty rich. I installed a smaller
>> needle jet in the VM Mikuni carb. Idle improved, (it is the smoothest
>> idlingg Rotax 503 I have heard) cruise sounded better and fuel burn dropped
>> to about 2.5 gallons per hour.
>> I dropped the main jet a couple sizes and things got better on top.
>> In monument Valley I may have dropped the main jet and played with an air
>> screw. Greg's plane seemed on par with mine.
>> Well back in Phoenix I heard Greg's plane and it sounded off. He said it
>> would not rev.
>> Greg found oil on his prop, it was from a leaking head gasket, which was
>> from not one but 2 broken cylinder studs. After fixing that the problem
>> remained
>> Here is what I have found so far.
>> With a CHT of 200 I apply full throttle and the motor revs to 6000
>> (static) after the motor hits about 225 it starts to slow.
>> By the time I near 300 it won't rev past about 5,200.
>> If I kill ignition 1 it rev to 4,800.
>> If I kill only ignition 2, it revs to 4,300.
>> If I change the main jet either way it losses power.
>> At idle Ignition 1 killed results in 2,000 rpm while killing only ignition
>> 2 results in about 2,100 rpm idle.
>> The plugs look fine, the resistance values of the caps look good.
>> The motor runs smooth. The full throttle EGT looks low 900 but leaner main
>> jet reduces rpm and richer makes it run rough.
>> Main jet changes are seen on the EGT.
>> Ring end gap looks to be about .015 inch.
>> Carbon buildup looks to be in remission.
>> The motor is running 50:1 on the oil, I run 32:1 with the same oil and
>> have about 90 hours on my plugs.
>> I get the highest EGT when I open the throttle to get about 4,200 rpm and
>> can get a little over 1,000 EGT with CHT below 300.
>> There is no evidence of detonation on the piston or the plugs, the burn
>> back is not real distinct but seems quite safe.
>> I will test the secondary required voltage and see if I get anywhere with
>> that.
>> I am not looking for your basic doctorate dissertation assembled by
>> someone that has never tuned a 2 cycle engine.
>> prefer to keep it practical and applicable.
>> No Time Area Per Unit of Displacement, Brake Mean Effective Pressure, or
>> squish velocity theory needed here.
>> Mechanically the motor feels normal.
>> More or less fuel makes things worse.
>> Makes me lean toward electrical.
>> Has anyone seen this kind of thing before?
>> It is not plugs as changing the plug wires around on the plugs made no
>> difference in how it ran under any condition.
>> Any ideas would be appreciated.
>>
>> --------
>> Dale Whelan
>> 503 powered Firestar II
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=248637#248637
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
Message 7
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Patrick:
I say again, the single tube incorporates both pitot and static pressure
systems. Too complicated for me to try and explain how it is designed
before I have my first cup of coffee.
john h
mkIII
It is a single tube aproximately 5" long that incorporates both pitot
and static pressure systems.>.
Thanks John, that sounds pretty neat with only a single tube.I have
never heard of that. Does that mean it measures pitot pressure only and
you use cockpit static?.
Pat
Message 8
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- Pat- Aircraft Spruce lists a couple of the single tube designs, plus a
couple of the double tube designs.- Listed under "Instruments".- Page 3
94 in my catalog.- I don't know which one John has.- They list one for
under $20 (US), and go up to almost $180.
-
-------------------------
----------------------- Bill
Sullivan
-------------------------
----------------------- Winds
or Locks, Ct.
Message 9
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Perhaps this drawing would help.
Rick
On Wed, Jun 17, 2009 at 7:57 AM, John Hauck <jhauck@elmore.rr.com> wrote:
> Patrick:
>
> I say again, the single tube incorporates both pitot and static pressure
> systems. Too complicated for me to try and explain how it is designed
> before I have my first cup of coffee.
>
> john h
> mkIII
>
>
> It is a single tube aproximately 5" long that incorporates both pitot and
> static pressure systems.>.
>
> Thanks John, that sounds pretty neat with only a single tube.I have never
> heard of that. Does that mean it measures pitot pressure only and you use
> cockpit static?.
>
> Pat
>
>
> *
>
> *
>
>
Message 10
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| Subject: | Re: sweltering summer |
Did I hear right that some people in New York got snow yesterday? Can you send
some of that cool weather down here to South Georgia please?
--------
Cristal Waters
Kolb Mark II Twinstar
Rotax 503 DCSI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=248687#248687
Message 11
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| Subject: | Re: sweltering summer |
No snow here. Mid-70s yesterday and dry clear air. I went canoeing.
The Kolb is near perfect now with the exception of having it quit at
idle (after touchdown) two evenings ago.
Erratic idle too. Pulled the carb off last night and it looks like a
break in the base flange gasket was letting
air leak in. I'll open it up and take a look anyway. -always
something.
BB
Scottsville, NY
On 17, Jun 2009, at 9:39 AM, cristalclear13 wrote:
> <cristalclearwaters@gmail.com>
>
> Did I hear right that some people in New York got snow yesterday?
> Can you send some of that cool weather down here to South Georgia
> please?
>
> --------
> Cristal Waters
> Kolb Mark II Twinstar
> Rotax 503 DCSI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=248687#248687
>
>
Message 12
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| Subject: | Re: Rotax 503 running problem |
At 10:37 PM 6/16/09 -0700, you wrote:
>
>I have not yet figured out what is wrong with my friends single carb dual ignition
Rotax 503
Dale,
Points or CD ignition? If it has points, the points may be floating due to
weak return springs or a sticky pivot.
Might be a fuel flow restriction. Check for dirt just ahead of the float
needle valve orifice, plugged fuel filter, cracked fuel or crankcase to pump
line, broken valve in fuel pump.
FWIW
Jack B. Hart FF004
Winchester, IN
Message 13
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Thanks, Rick.
The single tube pitot/static system at the bottom of the file is a good
example.
My system was manufactured by Kollsman Instruments during WWII. It was
still in its original wrapping with cosmoline. Has a Federal Stock
Number on it. Think I got it from WagAero for about $12.00. Made of
nickle plated brass.
john h
mkIII
Perhaps this drawing would help.
Rick
Message 14
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| Subject: | Re: Rotax 503 running problem |
dalewhelan wrote:
> I have not yet figured out what is wrong with my friends single carb dual ignition
Rotax 503
> It recently developed a problem, I am not sure exactly when it happened so it
is hard for me to say it happened when this happened to the plane or motor.
> When he first got it it reved over 7,000 rpm at partial throttle, an immediate
re pitch was in order. I had him add about 3 degrees to the 3 blade prop. On
the ground it was about 6,000.
> He flew it and the motor acted up so he landed. I Found it ran on one ignition
and not the other. Fouled plugs were found.
> The case was made that it is OK to lean out your 2stroke airplane, even necessary
at times.
> Idle was OK but just above idle was pretty rich. I installed a smaller needle
jet in the VM Mikuni carb. Idle improved, (it is the smoothest idlingg Rotax
503 I have heard) cruise sounded better and fuel burn dropped to about 2.5 gallons
per hour.
> I dropped the main jet a couple sizes and things got better on top.
> In monument Valley I may have dropped the main jet and played with an air screw.
Greg's plane seemed on par with mine.
> Well back in Phoenix I heard Greg's plane and it sounded off. He said it would
not rev.
> Greg found oil on his prop, it was from a leaking head gasket, which was from
not one but 2 broken cylinder studs. After fixing that the problem remained
> Here is what I have found so far.
> With a CHT of 200 I apply full throttle and the motor revs to 6000 (static)
after the motor hits about 225 it starts to slow.
> By the time I near 300 it won't rev past about 5,200.
> If I kill ignition 1 it rev to 4,800.
> If I kill only ignition 2, it revs to 4,300.
> If I change the main jet either way it losses power.
> At idle Ignition 1 killed results in 2,000 rpm while killing only ignition 2
results in about 2,100 rpm idle.
> The plugs look fine, the resistance values of the caps look good.
> The motor runs smooth. The full throttle EGT looks low 900 but leaner main jet
reduces rpm and richer makes it run rough.
> Main jet changes are seen on the EGT.
> Ring end gap looks to be about .015 inch.
> Carbon buildup looks to be in remission.
> The motor is running 50:1 on the oil, I run 32:1 with the same oil and have about
90 hours on my plugs.
> I get the highest EGT when I open the throttle to get about 4,200 rpm and can
get a little over 1,000 EGT with CHT below 300.
> There is no evidence of detonation on the piston or the plugs, the burn back
is not real distinct but seems quite safe.
> I will test the secondary required voltage and see if I get anywhere with that.
> I am not looking for your basic doctorate dissertation assembled by someone that
has never tuned a 2 cycle engine.
> prefer to keep it practical and applicable.
> No Time Area Per Unit of Displacement, Brake Mean Effective Pressure, or squish
velocity theory needed here.
> Mechanically the motor feels normal.
> More or less fuel makes things worse.
> Makes me lean toward electrical.
> Has anyone seen this kind of thing before?
> It is not plugs as changing the plug wires around on the plugs made no difference
in how it ran under any condition.
> Any ideas would be appreciated.
Here's what you want to see on the 503:
WOT rpm on climbout: 6300 to 6500.
Cruise rpm: 5200-5500. above 5500 I wouldn't recommend for extended periods of
time and 6000+ continuous is too much indicating underpropping or simply running
too hard.
CHT: 300F nominal. Engine should sit between 290 and 310F indicated at cruise.
Shouldn't exceed 320-30 except in long full power climbs of more than a minute
or two, then you don't want to see more than 350F (new engine will run about
330F cruise for about the first 10 hours, then it'll settle down to about 300).
EGT: 1000-1050F at wide open of 6300 to 6400rpm. 900 is too low, 1100F is approaching
the edge. Cruise EGT's should sit around 1050 to 1100F. 1150F is getting
to the edge meaning either too lean or underpropped (or both), below 1050F usually
means too rich or overpropped or both.
Oil: 50:1 _ONLY_. Do NOT run higher concentrations of oil like 32:1. This will
put you down in a field after a while. The coking of the motor will stop the prop
if the too-lean mixture doesn't beat it to it.
After all that, I'd check the following mechanical things:
- did the repair on the head gaskets take? If they've been loose for a while, the
gasket or even the head can become deformed such that you may not get a good
seal even with proper torquing of the nuts.
- check for scuffing on the piston skirt through both the exhaust and intake ports.
A minor siezure can cause all kinds of wierd running problems like hesitation,
etc.
- as others have suggested, try fitting a known-good Bing to the engine to rule
out a carburettor problem.
It's a pretty simple motor so troubleshooting isn't that hard... Let us know how
it goes...
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=248706#248706
Message 15
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| Subject: | kolbs were flying in michigan last sunday |
Rick Neilsen from near Grand Ledge Mi. with his volkswagon powered MK lll
and Ted Woodill from down near Elkhart IN. with his Firestar ll, myself
with my firestar ll flew Last Sunday to the fly in at Mason, Mi....there was
a good crowd there...I got out of buying breakfast as breakfast for pilots
in command was free...Rick's MK lll with the volkswagon engine got lots of
attention. I think people like the idea of a less expensive engine than the
4 stroke Rotax...we came back here to my strip and then over to another
airport to visit with some of the pilots there....was a good time and a all
day of flying....here is a pic of u
from left to right, Rick, Ted, Jim Ted said he never knew he was so
good looking !!!!
JIM SWAN
firestar ll, 503, N663S
Eaton Rapids, Mi. 48827
PH 517-663-8488 runway 2300' E & W (42-28.58N 084-44.69 W )
**************Dell Days of Deals! June 15-24 - A New Deal Everyday!
ad.doubleclick.net%2Fclk%3B215692145%3B38015538%3Bh)
Message 16
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| Subject: | Re: Rotax 503 running problem |
Thanks for the input guys. some thoughts:
I had it running quite well on the Mikuni perhaps 6 hours.
I will find out if it is point or CDI, I assumed with dual ignition and coils like
my DCDI motor it was CDI
I have 100 hour on my plane with 32:1 oil and have less carbon in the motor than
Greg's plane at 50:1 The Spark plugs also look better than his and have 90 hours
on them.
Leaking head gasket has been repaired.
While more oil leans the mixture it is negligible and tunable. the difference in
fuel is less than 1 % in this case well under half a jet size, and the oil
is almost double.
I will do a leakdown test but the motor does not seem to me to be acting that way.
Will check piston condition but I don't think that is it, but I don't know what
the problem is yet.
It is not fuel starvation, I went up 50% on the main and it ran rich, rough, and
low RPM.
The plugged exhaust systems I have dealt with never let the motor rev, this motor
revs and holds it for a short time then drops. Once the motor cools the process
repeats.
I don't think I will see the motor for about 2 weeks, I will share with you guys
what was wrong weather you folks find the problem or I do.
--------
Dale Whelan
503 powered Firestar II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=248731#248731
Message 17
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dalewhelan wrote:
>
> I got Rebeka's photos
>
> --------
> Dale Whelan
> 503 powered Firestar II
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=248451#248451
>
>
>
>
> Attachments:
>
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Dale, back in 96 when I soloed my Firestar II I did about the same thing
. First landing at sunset I came straight in at a private 2000' grass
strip that had been trenched across about half way down the strip for
field tile, then filled in leaving a mound of dirt across the runway a
little over a foot high, not a problem still had 1000' of runway to use.
I cut power at about 500', held airspeed at 50mph, air was completely
calm, used the mound of dirt as my threshold. I watched the dirt mound
in the windscreen to see if went up or down so I knew if I would land
short or long. Everything was going good till I got within a distance of
about 150' away an maybe 20' in the air from my threshold when I
realized I would touch down right at the mound of dirt
if I kept going the way I was, so instead of adding power I eased back
on the stick just a hair thinking I would clear the dirt. You guessed
it, the dreaded "Kolb Quit", speed bled off quick. Left wing stalled
first dropping from about 5' onto the left gear on top of the mound of
dirt, bending the gear leg, although not as bad as yours but it also
turned the wheel out about 45 degrees of toe out. After hitting I went
off the right side of the runway into some tall grass, motor still
running looked at the wheel with disgust ,added power and taxied out of
the tall grass and up the field where my buddy was.He had flown my
Firestar the 5 miles from his 600' strip to this field and I drove. I
said looks like we'll have to go get the trailer and haul it home. My
buddy said you taxied it up the strip so I'll try to fly it off. He did
just that, no problem taking off,You couldn't tell the wheel was the way
it was it tracked straight down the strip. He waited to land at his
house till I got there and had no problem landing. It my have been that
it was late enough in the evening that there was a little dew on the
grass. Grass strips a very forgiving. My buddy straightened the gear leg
and found no other damage.
Jack Carillon FirestarII 503 DCDI
Akron Oh.
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Re pitot.
Thanks Rick. Having thought it through I had decided that there must be
an internal tube involved.
Thanks for the drawing. Pretty neat. Too tricky for me to get involved
with.
I remember that many years ago there was an English Ccompany called
Ackles and Pollocks who specialised in small tubes. An foreign company
sent them the smallest tube which they manufactured with a note "Beat
that".
A and P sent it back with their own product inside it.
I will contact them (If they still exist)
Thanks Rick and John.
Pat
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| Subject: | Re: Rotax 503 running problem |
dalewhelan wrote:
> Thanks for the input guys. some thoughts:
> I had it running quite well on the Mikuni perhaps 6 hours.
> I will find out if it is point or CDI, I assumed with dual ignition and coils
like my DCDI motor it was CDI
> I have 100 hour on my plane with 32:1 oil and have less carbon in the motor than
Greg's plane at 50:1 The Spark plugs also look better than his and have 90
hours on them.
> Leaking head gasket has been repaired.
> While more oil leans the mixture it is negligible and tunable. the difference
in fuel is less than 1 % in this case well under half a jet size, and the oil
is almost double.
> I will do a leakdown test but the motor does not seem to me to be acting that
way.
> Will check piston condition but I don't think that is it, but I don't know what
the problem is yet.
> It is not fuel starvation, I went up 50% on the main and it ran rich, rough,
and low RPM.
> The plugged exhaust systems I have dealt with never let the motor rev, this motor
revs and holds it for a short time then drops. Once the motor cools the process
repeats.
> I don't think I will see the motor for about 2 weeks, I will share with you guys
what was wrong weather you folks find the problem or I do.
The only time I've seen a heavier mixture than 50:1 utilized was in the 582 in
a helicopter application - 40:1 was recommended due to the continuous high power
operation, but the engine exhibited a higher than normal failure rate anyway.
At 32:1, I'd increase the teardown/cleanup schedule for sure. There's no good reason
that I can think of to run that much oil, well, under any circumstances....
LS
--------
LS
Titan II SS
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| Subject: | Re: Rotax 503 running problem |
At 10:50 AM 6/17/09 -0700, you wrote:
>
Dale,
One last thought. If carbon builds up under the rings, it will cause the
problem you describe. I had this problem with a 447. What happens is the
rings heat up and try to expand but the slot depth is not available for them
to contract back into. As result the ring then presses more against the
cylinder wall and increases ring to cylinder wall friction. If you checked
the ring in the cylinder clearance did you clean out the slots?
Jack B. Hart FF004
Winchester, IN
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| Subject: | Re: Rotax Operating Parameters |
John Hauck wrote:
>
>
> It was a fine airplane to learn in and enjoy flying. It had some weak points,
but overall was a good little airplane.
>
> john h
> mkIII
John, I am a flamin' Nubie here... (not a pilot, have no plane) I am interested
in Kolbs that are 103 compliant. I was totally impressed with a Firefly I saw
at Brians Ranch fly-in. Just looking at pictures the Ultrastar caught my eye.
I want something to learn on and not die too soon.
Could you elaborate a little on the strengths and weaknesses of the Ultrastar as
you perceive them? And if you have time, maybe you could touch on the Firefly?
(my first post, be gentle with me)
GeoB
--------
GeoB
"Members of Congress should be compelled to wear uniforms like NASCAR drivers,
so we could identify their corporate sponsors"
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| Subject: | Re: Rotax Operating Parameters |
> John, I am a flamin' Nubie here... (not a pilot, have no plane) I am
> interested in Kolbs that are 103 compliant. I was totally impressed with a
> Firefly I saw at Brians Ranch fly-in. Just looking at pictures the
> Ultrastar caught my eye. I want something to learn on and not die too
> soon.
>
> Could you elaborate a little on the strengths and weaknesses of the
> Ultrastar as you perceive them? And if you have time, maybe you could
> touch on the Firefly?
>
> (my first post, be gentle with me)
> GeoB
GeoB:
I don't think the US is FAR Part 103 compliant. It flies too fast.
The Fire Fly can be built to comply with Part 103, but would be a difficult
task to accomplish.
Neither would be a good choice to "learn on and not die too soon".
Both are conventional 3 axis control airplanes. Best learn to fly before
you try one.
john h
mkIII
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When I made a new pitot tube for my UltraStar, I made a concentric pitot/static
tube. The inner tube the original 1/4" aluminum tube that was on the plane when
I bought it, but i added an outer tube of 3/8" diameter brass with four small
holes in the middle, tapered bushings at each end of the outer tube, and a
small brass tube soldered to attach the static line. It works much better than
having the static air just venting inside the instrument pod as the previous
owner had it (every time I moved my foot the reading would change!)
It's still not entirely accurate, and I don't know why. At 30-35 mph it seems
correct, according to averaged GPS readings upwind and downwind... but at 45 mph
indicated (level flight at 5800 cruise) the averaged GPS readings are more
like 55 mph.
A picture is attached.
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| Subject: | Re: Rotax Operating Parameters |
At 05:58 PM 6/17/2009, John Hauck wrote:
>I don't think the US is FAR Part 103 compliant. It flies too fast.
>
>The Fire Fly can be built to comply with Part 103, but would be a
>difficult task to accomplish.
John, I know you've said before your US was quite fast and I believe you,
but mine seems to cruise at 55 mph at 5800 rpm... I didn't carefully
measure level flight speed at WOT, but I don't think it's in excess of the
55 knot (62 mph) max. Not sure why yours would be that much faster, unless
you had a pod or additional streamlining that I don't have.
Both the FF and the US require stern discipline to keep within the 103
weight limits, but it can be done.
-Dana
--
Ever notice the Secret Service and the Nazi SS have the same initials?
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| Subject: | Re: Rotax Operating Parameters |
> John, I know you've said before your US was quite fast and I believe you,
> but mine seems to cruise at 55 mph at 5800 rpm... I didn't carefully
> measure level flight speed at WOT, but I don't think it's in excess of the
> 55 knot (62 mph) max. Not sure why yours would be that much faster,
> unless you had a pod or additional streamlining that I don't have.
>
> -Dana
I thought they all flew like mine, when I was flying it.
I built it strictly stock, to plans.
Cuyuna ULII02 and a Jim Culver 50X30 prop.
No streamlining.
Did have a small instrument pod over my knees.
Flew with a Winter Venturi ASI which is very accurate across the entire
range. It was 0 to 75 mph, but the needle would wind past the 75 mph mark.
Interpolation was 85 mph.
My original Firestar had the same performance with a 447 and a 60X30 Jim
Culver Prop.
My MKIII flies well and is faster than most mkIII's. I don't know why.
Maybe the way I build them. I shrink fabric to the point of pulling tubing.
I like really tight fabric.
john h
mkIII
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| Subject: | Re: Rotax 503 running problem |
Lucien wrote
At 32:1, I'd increase the teardown/cleanup schedule for sure. There's no good reason
that I can think of to run that much oil, well, under any circumstances....
LS[/quote]
With 90 hours on the plugs and a combustion chamber that is clean, my motor disagrees
with you, as do I.
I am not sure if you realize it but while some of what you wrote holds truth, the
way it sounds reminds me of a wannabe cowboy in a hole in the wall bar is some
city trying to pick a fight with someone who is just there to have a good
time. Perhaps I am just taking it wrong, but I have read similar sounding responses
to other forum members. Either way, perhaps I can set you straight.
If I misinterpreted your tone I do apologize.
So a little about me.
Please understand, I have lots to learn, but I have made a living for the past
28 years fixing many forms of internal combustion motors.
I have spent 15 years teaching the repair of Motorcycles.
I am a Honda registered technician.
I have taught Suzuki dealership personnel for American Suzuki.
I have repaired Leaf blowers, chain saws, lawn mowers, go carts, cars, boats, jetskis,
motorcycles, generators, snowmobiles, all terrain vehicles, and airplanes.
I have also spent 25 years in motorsports competition, some of that at the professional
level.
I have done all of my own machine preparation with the exception of cylinder porting,
re-plating, and combustion chamber reshaping.
Although I read much, I am not sharing with you what I have read, I am sharing
what I have found over years of testing and competition.
After Having conducted considerable dyno testing I can tell you exactly why I would
in some conditions run more than 50:1.
Reason 1 More Horsepower.
Reason 2 Improved engine longevity
Over simplification could go like this: no oil = no lubrication, Some oil= some
lubrication, More oil = more lubrication.
Of course there are practical limitations.
I gained over 3% on a 76 HP 250 cc racing engine by changing from 32:1 to 20:1.
My pipes and plugs are drier than those who run less oil and don't know how to
tune a 2 stroke.
That same 250cc racing motor develops 86 HP today.
The only place it develops carbon is the first 6 inches of the head pipe and a
very thin amount on the piston crown, the head wipes lean.
My friend did a long term test on a motocross 250 2 stroke and saw a 30% increase
in motor life by increasing the amount of oil he ran.
I can tell you why I would run little oil.
Less burned oil in the air or water in the case of boats.
The ring land idea sound worth looking into, the plane is a recent purchase and
was running so rich it would short plugs in under 10 hours. Every thing you can
see with the heads removed looks good to me but I did not look through any
ports or remove cylinders.
I guess it won't be a quick field fix, I may have to get serious.
--------
Dale Whelan
503 powered Firestar II
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| Subject: | Re: Rotax 503 running problem |
In a message dated 6/17/2009 1:51:33 P.M. Eastern Daylight Time,
dalewhelan@earthlink.net writes:
<this motor revs and holds it for a short time then drops. Once the motor
cools the process repeats.>
Dale,
FWIW
The above comment describes a seizure in process. Engine heats up,
piston(s) expand and get tight in cylinder bore, so RPM's drop. The engine
cools, piston(s) shrink and get loose, then RPM's increase.
<Two cylinder stud bolts were broken.>
What caused them to be broken? I just saw a video on 503 rebuild and they
cautioned that when tightening the head bolts (nuts), make sure to tighten
each equally. That is, if one is tightened too much (even finger tight)
before the others, it can tip the head over to one side. Then when the
others are tightened, it can cause the bolts to break, or stretch to break
later. Might even cause damage to the head gasket and/or surface.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
**************Dell Days of Deals! June 15-24 - A New Deal Everyday!
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It may sound funny but when I am short my first thought is to gain speed, I am
not one to try to extend a glide.
When I was 12 my father and I were short in a glider.
Our options were trees now, or perpendicular to a canal just short of the runway.
My father spent his life as a teacher and took this time to teach me. He asked
what I wanted to do.
I said if we don't try to make it we may have some explaining to do. We had a headwind,
he added half the headwind component and we made it. I could see the
twist in the wire as we crossed the fence.
I have had 2 forced landings and have practiced many deadstick landings.
One time I was short with no motor, I was not going to clear a fence. I pushed
the nose down and aimed at the base of the fence and flared when I got there,
as I cleared the fence I pushed forward, the plane nose over but was done flying,
I got the nose back up but it hit hard, no damage.
I do practice harder than most, (I take all the ASF courses I can, I fly every
week, and I read this forum), I hope to not hurt myself doing it. I can guarantee
I will never put anyone at risk except myself and my ballast that demands
I take her when I practice. She knows the risk.
--------
Dale Whelan
503 powered Firestar II
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