Today's Message Index:
----------------------
1. 03:35 AM - Re: R-582 issues (Airgriff2@aol.com)
2. 06:05 AM - Re: R-582 issues (Thom Riddle)
3. 07:39 AM - Burning oil (Jack Kuehn)
4. 08:54 PM - Re: Burning oil (Darryl Braun)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: R-582 issues |
Hi Rob, When I 1st ran my Kolb mk3 my 618 was running those same temps in
climb. I was using the twin radiator set up. As a pusher, the radiator sat
behind the eng. and wing , I tried to increase the airflow by removing the intake
silencer, then putting scoops on the sides of the rad. Finally, one of Phil
Lockwoods techs whispered to me at Sun & Fun, "It's not enough radiator in that
configuration". I went to a local radiator shop and he set me up with a small
aluminum and plastic Chrysler radiator for around $100 bucks. I mounted it
in front of the eng and temps were normal from that day on.
Fly Safe
Bob Griffin
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: R-582 issues |
--> RotaxEngines-List message posted by: Thom Riddle <jtriddle@adelphia.net>
Rob,
The Rotax 2-stroke Installation manual (available at
http://www.kodiakbs.com/tiintro.htm ) says:
... The radiator must be of adequate size, and the airstream of
sufficeint intensity to maintain the coolant temperature below the
maximum permitted value of 80 degree Celsius or 175 degrees F under the
most sever conditions, i.e., at full load operation (= at take-off).
The average coolant temerature must be 60-80C (140-175F).
In case of pusher propellor installation, take partcular care that
coolant radiator has sufficient air flow.
The max. tmperature difference of the coolant between radiator entry
and exit must not exceed 6C (11F), the average difference must be
around 3 and 5C (5 and 9F).
If the temperature limits are esceeded or coolant flow rate is below
specified values (excessive flow resistance), vapour is produced in the
cylinder head, causing cooling break-down and engine damage.....
Thom in Buffalo
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RotaxEngines-List message posted by: Jack Kuehn <jkuehn@mountaintime.myrf.net>
My 912UL has started to burn oil. I changed the oil at 50 hours, and it
had burned about half a pint in the first 50. At 63 hours it had not
burned any significant amount. Now I am on a long cross country, and it
burns through the acceptable range on the dip stick in about 7 hours.
Most of a quart between 63 and 76 hours. I am using Mobile1 MX4T.
Engine temperatures are normal, even though it is hot out (mid 80's to
mid 90's F) and the engine has good power, runs smooth, everything else
seems normal. No leaks. Anybody have experience with this?
I tried to call Lockwood at their tech support number, during advertised
hours but they do not answer!!
Jack
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RotaxEngines-List message posted by: "Darryl Braun" <dvbraun@telus.net>
Hey Jack
Do you have any residue on the bottom of the plane where the exhaust flows?
If it's burning that much oil there should be a sooty or oil residue on the
plane, or the prop if it's a pusher. That would only confirm that the oil
is being burned of course. After that you'd do well to have a look at the
plugs and see if you can isolate one cylinder or one side of the engine.
Maybe a differential compression check as well. If you're going through
that much oil that fast I would suspect a broken set of piston rings or a
lack of crankcase ventilation causing high pressure air in the crankcase to
blow past the rings and carry oil with it. The Rotax vents through the oil
tank though, so if the oil is returning to the tank then I would think that
the ventilation is good. Other than that the only thing I can think of is a
burned valve in combination with a bad valve seal. To be honest I don't
even know if Rotax has valve stem seals, since it's flat 4 engine the oil
wouldn't really be able to flow down through the valve guides and on the
valve.
Hope that helps some. I am not a mechanic by any means though and there are
probably a lot of people out there who are going to set me straight on a few
of these ideas. But, at least that would get some good conversation going.
Good luck with the engine Jack
Darryl Braun
----Original Message-----
[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Jack
Kuehn
Sent: Friday, June 30, 2006 7:38 AM
--> RotaxEngines-List message posted by: Jack Kuehn
<jkuehn@mountaintime.myrf.net>
My 912UL has started to burn oil. I changed the oil at 50 hours, and it
had burned about half a pint in the first 50. At 63 hours it had not
burned any significant amount. Now I am on a long cross country, and it
burns through the acceptable range on the dip stick in about 7 hours.
Most of a quart between 63 and 76 hours. I am using Mobile1 MX4T.
Engine temperatures are normal, even though it is hot out (mid 80's to
mid 90's F) and the engine has good power, runs smooth, everything else
seems normal. No leaks. Anybody have experience with this?
I tried to call Lockwood at their tech support number, during advertised
hours but they do not answer!!
Jack
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|