Today's Message Index:
----------------------
1. 07:23 AM - Re: RotaxEngines-Rotax 447 (John Esch)
2. 08:11 AM - Re: Re: RotaxEngines-Rotax 447 (Dave)
3. 07:58 PM - gaskets (John Esch)
Message 1
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| Subject: | Re: RotaxEngines-Rotax 447 |
--> RotaxEngines-List message posted by: John Esch <jfesch@earthlink.net>
Dave
I was took off in my Hurricane and was just getting into climb pitch attitude and
notice an audio RPM drop in the 447, with no guage indication. I leveled off
and reduce throttle to cruise RPM, looked at my EGTs and notice that #2 cylinder
was going through 1000 degrees, #1 cylinder was normal, with both CHTs about
10-20 degrees above normal.
I immediately turned downwind to reentered the pattern and landed with no problems.
Now I know what people are going to say with the next statement but I had
my reasons and I was not going to attempt to fly. I taxied back to the runway
to do a high speed run to see if I could duplicate the issue again. Applied full
throttle, since I can not get to full throttle with the brakes and did not
want to tie down the aircraft, and noticed the same issue, a RPM drop with full
throttle was reached. I didn't have time to notice the other guages and, yes,
I did get airborne. I just closed the throttle, landed, and taxied home to
put the Hurricane to bed.
I have a new pump, fuel and air filter, and fuel lines on the way, so I am going
to replace them to see if that will fix the issue. I am the 4th owner on this
aircraft, it is a 1996 with original hours of 265 TTAE and I think it has all
the original fuel supply system in it. The aircraft has been flown on a regular
basis and hangared all the time.
John
-----Original Message-----
>From: RotaxEngines-List Digest Server <rotaxengines-list@matronics.com>
>Sent: Sep 6, 2006 11:57 PM
>To: RotaxEngines-List Digest List <rotaxengines-list-digest@matronics.com>
>Subject: RotaxEngines-List Digest: 8 Msgs - 09/06/06
>
>*
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
>Today's complete RotaxEngines-List Digest can also be found in either of the
>two Web Links listed below. The .html file includes the Digest formatted
>in HTML for viewing with a web browser and features Hyperlinked Indexes
>and Message Navigation. The .txt file includes the plain ASCII version
>of the RotaxEngines-List Digest and can be viewed with a generic text editor
>such as Notepad or with a web browser.
>
>HTML Version:
>
> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-06.html
>
>Text Version:
>
> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-06.txt
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Wed 09/06/06: 8
> ----------------------------------------------------------
>
>
>Today's Message Index:
>----------------------
>
> 1. 04:14 AM - Re: Re: R912UL Initial Engine Test Run (Thom Riddle)
> 2. 05:45 AM - FW: Re: Allegro 2000, 912UL Initial Engine Test Run (Hugh
McKay III)
> 3. 06:43 AM - Re: R912UL Initial Engine Test Run (PWilson)
> 4. 07:13 AM - Rotax 447 (John Esch)
> 5. 07:18 AM - Re: Rotax 447 (Dave)
> 6. 08:20 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run (Dave
Austin)
> 7. 08:54 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run (Hugh
McKay III)
> 8. 09:14 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run (Jack
Kuehn)
>
>
>
>________________________________ Message 1 _____________________________________
>
>
>Time: 04:14:50 AM PST US
>From: Thom Riddle <jtriddle@adelphia.net>
>Subject: Re: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>
>--> RotaxEngines-List message posted by: Thom Riddle <jtriddle@adelphia.net>
>
>Back in the dark ages when I was a drag racer in the very hot summer
>days in the south, my cars would sometimes get vapor lock. The solution
>for us was to install an electric fuel pump at the tank to make sure
>the whole fuel system was pressurized to something above ambient
>pressure from the tank to the carburetor instead of below ambient
>pressure due to the suction action from the engine mounted mechanical
>fuel pump. Rotax has the engine mounted fuel pump which draws by
>suction from the tank which is frequently mounted lower than the
>engine. Many aircraft have electric fuel pumps as either back-ups or
>required due to location of the fuel tanks. If your airplane has an
>electric fuel pump located such that it pressurizes virtually the whole
>fuel system (except the tank), try turning on this boost pump to
>eliminate the vapor lock. The increase in pressure was always enough to
>solve the vapor lock problem on our old dragsters and may work for your
>airplane.
>
>Thom in Buffalo
>
>
>________________________________ Message 2 _____________________________________
>
>
>Time: 05:45:04 AM PST US
>From: "Hugh McKay III" <hgmckay@bellsouth.net>
>Subject: FW: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test Run
>
>--> RotaxEngines-List message posted by: "Hugh McKay III" <hgmckay@bellsouth.net>
>
>
>-----Original Message-----
>From: Hugh McKay III [mailto:hgmckay@bellsouth.net]
>Sent: Tuesday, September 05, 2006 4:02 PM
>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test
>Run
>
>Thom/Gilles, and all:
>
>I called Lockwood Aviation this morning concerning this whole subject and
>regarding my specific engine. After giving them (Dean Vogel, Engine tech.)
>all the specific information concerning the initial test run, he as well as
>his associate Kerry were convinced that I had done no harm to the engine
>with the oil and CHT temperatures I saw for that short of time. In the
>course of our conversation he did give me additional information concerning
>Coolant venting, and oil venting as follows:
>
>(Coolant Venting)
>Dean stated that on initial start with a new engine, or after changing
>coolant, air pockets could occur unless one follows certain steps to get rid
>of them if they are present. First, fill the engine and expansion tank to
>the maximum, and then place about 1 inch of coolant in the overflow bottle.
>Run the engine for a minute to circulate the coolant, shut down, and let
>cool as necessary. Check the coolant level in the expansion tank. If it has
>lowered, air was in the system. Refill to the maximum level and run the
>engine again for one minute, and repeat the procedure until the coolant
>level in the expansion tank stays the same. Then fill the overflow bottle to
>the halfway point.
>
>(Oil Venting)
>In addition to the venting procedure given in the Rotax Operators Manual
>(which everyone gets with their new engine) there is a Rotax Service
>Instruction SI-04-1997 (rev 3) dated September 2002 (which new engine owners
>know nothing about) on the Rotax website. I might say at this point for
>those of you who may be like myself (new to this engine), and Kit Builders
>(Allegro or otherwise), after talking with Lockwood I would recommend you
>take their 912UL engine course if at all possible. I wish I knew ahead of
>time how helpful it would be. They cover this and many other matters that
>Rotax, your Distributors, and Dealers don't give you. As some of you have
>told me "we who build Kits simply are buying a "pig in a poke" (i.e. its up
>to us to figure it all out, including the engine with a little help from my
>friends), no further advice given. You are on your own! Enough "venting" on
>my part (no pun intended). Back to the oil venting SI. Just read it. It is
>markedly different and requires more effort and work, but it makes sense.
>
>Having gone through this frustrating exercise, I wish there was some way to
>for-warn or counsel individuals such as myself about these pitfalls, because
>they could lead to very expensive repairs or even worse (God forbid),
>fatalities. I am fortunate, I found out "with a little help from my
>friends".
>
>Thanks again everybody, God Speed, and enjoy that freedom we all experience
>in FLYING.
>
>Hugh McKay in North Carolina
>Allegro 2000
>N661WW
>912UL
>
>-----Original Message-----
>From: Hugh McKay III [mailto:hgmckay@bellsouth.net]
>Sent: Monday, September 04, 2006 5:17 PM
>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test
>Run
>
>Thom/Gilles:
>
>I have followed your dialogue with great interest, and it has helped me
>immensely. I have no experience with this engine, so I was alarmed when I
>saw the CHT continuing to rise. I was even more alarmed when I shut down,
>and heard the coolant boiling in the overflow bottle. I still don't know why
>this happened. There is no question that the engine was not being cooled
>properly, the question is why? It may have been a combination of existing
>circumstances (i.e. static engine run, no horizontal movement of plane,
>tarmac temp 88 degrees+, engine fully cowled with spinner, horizontal
>radiator, and length of operation). I do know that with the spinner on, the
>91/2 inch diameter spinner flange eats up most of the free area for air to
>enter the engine compartment. In fact there is only 18 square inches of free
>opening left for air to enter the engine compartment. This may be fine with
>the plane traveling at, say 90 mph, but maybe not with the plane sitting on
>the ground for 10 to 15 minutes in 88 F. I don't know, but certainly I
>would think the plane designers would design for this condition. What free
>opening does Rotax require on fully cowled engines?
>
>Since this was the initial engine start, I am going to call Lockwood Green
>tomorrow and explain every thing that happened to them and get their
>opinion. I'll keep both of you informed as to what they say. Again, thank
>you for your advice, counsel, experience, and knowledge.
>
>Hugh
>
>
>-----Original Message-----
>From: owner-rotaxengines-list-server@matronics.com
>[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Gilles
>Thesee
>Sent: Monday, September 04, 2006 4:30 PM
>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test
>Run
>
>--> RotaxEngines-List message posted by: Gilles Thesee
><Gilles.Thesee@ac-grenoble.fr>
>
>Hi Thom,
>
>> I think we are in general agreement and the discussion has been of value
>to anyone who cares, or at least I hope so.
>>
>
>Agreed.
>Rotax engines are very tough. I don't think Hugh's engine was damaged,
>though I tend to treat my own engine more kindly ;-)
>Nice discussion.
>
>Best regards,
>Gilles
>http://contrails.free.fr
>
>
>________________________________ Message 3 _____________________________________
>
>
>Time: 06:43:01 AM PST US
>From: PWilson <pwmac@sisna.com>
>Subject: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>
>--> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>
>Thom,
>Good point. Hard to believe there are planes in use that do not have
>a backup electric fuel pump mounted low in the system. I am a Kitfox
>guy and many of these planes have the electric backup as well as a
>fuel return. The standard deal is to operate the electric pump for
>prestart, takeoff, & landings. The prestart e-fuel pump operation
>allows the fuel bowls to both fill and aids in a less rough start.
>The reduction in engine roughness is because the electric pump allows
>both carb bowls to fill and thus all 4 cylinders fire at start
>instead of one bank lagging due to slower filling of the carb bowls.
>The return provision is built into the Kitfox design because they
>wanted to provide for fuel injected engines (IO240) which all require
>a fuel return. If your plane does not have the extra fitting in the
>tank then a mod will to the tank would be required for the return.
>Vapor lock on this design have not had any reported vapor lock.
>IMO, the return fuel line is overkill for a carb engine. Good design
>practice would always indicate for a backup fuel pump.
>Regards, Paul
>PS, One has to choose the electric pump that meets the Rotax spec for
>pressure so as to avoid overpowering the carbs. Most people use a
>Facet and it installs in series with the mechanical Rotax pump. It
>does not need a bypass for the engine to operate with the electric
>pump off. Paul
>====================
>
>At 05:14 AM 9/6/2006, you wrote:
>>--> RotaxEngines-List message posted by: Thom Riddle <jtriddle@adelphia.net>
>>
>>Back in the dark ages when I was a drag racer in the very hot summer
>>days in the south, my cars would sometimes get vapor lock. The
>>solution for us was to install an electric fuel pump at the tank to
>>make sure the whole fuel system was pressurized to something above
>>ambient pressure from the tank to the carburetor instead of below
>>ambient pressure due to the suction action from the engine mounted
>>mechanical fuel pump. Rotax has the engine mounted fuel pump which
>>draws by suction from the tank which is frequently mounted lower
>>than the engine. Many aircraft have electric fuel pumps as either
>>back-ups or required due to location of the fuel tanks. If your
>>airplane has an electric fuel pump located such that it pressurizes
>>virtually the whole fuel system (except the tank), try turning on
>>this boost pump to eliminate the vapor lock. The increase in
>>pressure was always enough to solve the vapor lock problem on our
>>old dragsters and may work for your airplane.
>>
>>Thom in Buffalo
>>
>>
>
>
>________________________________ Message 4 _____________________________________
>
>
>Time: 07:13:23 AM PST US
>From: John Esch <jfesch@earthlink.net>
>Subject: RotaxEngines-List: Rotax 447
>
>--> RotaxEngines-List message posted by: John Esch <jfesch@earthlink.net>
>
>All
>Last night while trying to diagnose the issue I had last Thursday with my 447,
>I noticed I have a fuel pump for a dual carb. The two outlet fuel lines from the
>pump go to a "T" then goes to the carb. My question is, is this a proper setup
>or should I replace the pump for a single carb setup?
>Thanks in advance.
>
>John
>Independence, OR
>
>
>________________________________ Message 5 _____________________________________
>
>
>Time: 07:18:37 AM PST US
>From: "Dave" <dave@cfisher.com>
>Subject: Re: RotaxEngines-List: Rotax 447
>
>--> RotaxEngines-List message posted by: "Dave" <dave@cfisher.com>
>
>I have a 503 single carb and use a rectangular pump with no issues.
>
>I would try that.
>
>What was the issue ? I must have missed that last week ?
>
>
>Dave
>
>
>----- Original Message -----
>From: "John Esch" <jfesch@earthlink.net>
>Sent: Wednesday, September 06, 2006 10:13 AM
>Subject: RotaxEngines-List: Rotax 447
>
>
>> --> RotaxEngines-List message posted by: John Esch <jfesch@earthlink.net>
>>
>> All
>> Last night while trying to diagnose the issue I had last Thursday with my
>> 447, I noticed I have a fuel pump for a dual carb. The two outlet fuel
>> lines from the pump go to a "T" then goes to the carb. My question is, is
>> this a proper setup or should I replace the pump for a single carb setup?
>> Thanks in advance.
>>
>> John
>> Independence, OR
>>
>>
>>
>
>
>________________________________ Message 6 _____________________________________
>
>
>Time: 08:20:31 AM PST US
>From: "Dave Austin" <daveaustin2@can.rogers.com>
>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test Run
>
>--> RotaxEngines-List message posted by: "Dave Austin" <daveaustin2@can.rogers.com>
>
>Re oil venting..
>Has anyone seen any advice on what action to take when just changing the oil
>filter? It would certainly be introducing some air into the system as it
>isn't possible to fill the filter with oil since it lies sideways.
>SI-04-1997 dated Sept. 2002 does not address this.
>Dave Austin 601HDS - 912, Spitfire Mk VIII
>
>
>________________________________ Message 7 _____________________________________
>
>
>Time: 08:54:14 AM PST US
>From: "Hugh McKay III" <hgmckay@bellsouth.net>
>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test Run
>
>--> RotaxEngines-List message posted by: "Hugh McKay III" <hgmckay@bellsouth.net>
>
>Dave: The Rotax Service Instruction (SI-04-1997 R3) Section 1.5 states that
>this procedure shall be performed after lubrication system is opened or
>drained during maintenance work. It doesn't specifically state that after
>changing the oil it has to be done, but as you say the system has been
>"opened", so I would think it would apply. The guys at Lockwood can tell you
>for sure.
>
>Hugh McKay
>
>-----Original Message-----
>From: owner-rotaxengines-list-server@matronics.com
>[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Dave
>Austin
>Sent: Wednesday, September 06, 2006 10:20 AM
>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test
>Run
>
>--> RotaxEngines-List message posted by: "Dave Austin"
><daveaustin2@can.rogers.com>
>
>Re oil venting..
>Has anyone seen any advice on what action to take when just changing the oil
>filter? It would certainly be introducing some air into the system as it
>isn't possible to fill the filter with oil since it lies sideways.
>SI-04-1997 dated Sept. 2002 does not address this.
>Dave Austin 601HDS - 912, Spitfire Mk VIII
>
>
>________________________________ Message 8 _____________________________________
>
>
>Time: 09:14:56 AM PST US
>From: Jack Kuehn <jkuehn@mountaintime.myrf.net>
>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine Test
Run
>
>--> RotaxEngines-List message posted by: Jack Kuehn <jkuehn@mountaintime.myrf.net>
>
>Actually it is possible to fill the oil filter at least half way, and
>quickly screw it into place. It is messy, but better than an empty
>filter. Then pull the prop through, top plugs removed, followed by
>spinning the engine with the starter until you get oil pressure, to
>prime the system.
>
>Jack
>
>Dave Austin wrote:
>
>>--> RotaxEngines-List message posted by: "Dave Austin" <daveaustin2@can.rogers.com>
>>
>>Re oil venting..
>>Has anyone seen any advice on what action to take when just changing the oil
>>filter? It would certainly be introducing some air into the system as it
>>isn't possible to fill the filter with oil since it lies sideways.
>>SI-04-1997 dated Sept. 2002 does not address this.
>>Dave Austin 601HDS - 912, Spitfire Mk VIII
>>
>>
>>.
>>
>>
>>
>
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: RotaxEngines-Rotax 447 |
--> RotaxEngines-List message posted by: "Dave" <dave@cfisher.com>
Have you replaced your impulse line to the fuel pump ?
They can collapse and you must use a heavy wall line made for impulse line.
Regular fuel line is not ok.
Dave
----- Original Message -----
From: "John Esch" <jfesch@earthlink.net>
Sent: Thursday, September 07, 2006 10:22 AM
Subject: RotaxEngines-List: Re: RotaxEngines-Rotax 447
> --> RotaxEngines-List message posted by: John Esch <jfesch@earthlink.net>
>
>
> Dave
> I was took off in my Hurricane and was just getting into climb pitch
> attitude and notice an audio RPM drop in the 447, with no guage
> indication. I leveled off and reduce throttle to cruise RPM, looked at my
> EGTs and notice that #2 cylinder was going through 1000 degrees, #1
> cylinder was normal, with both CHTs about 10-20 degrees above normal.
> I immediately turned downwind to reentered the pattern and landed with no
> problems. Now I know what people are going to say with the next statement
> but I had my reasons and I was not going to attempt to fly. I taxied back
> to the runway to do a high speed run to see if I could duplicate the issue
> again. Applied full throttle, since I can not get to full throttle with
> the brakes and did not want to tie down the aircraft, and noticed the same
> issue, a RPM drop with full throttle was reached. I didn't have time to
> notice the other guages and, yes, I did get airborne. I just closed the
> throttle, landed, and taxied home to put the Hurricane to bed.
> I have a new pump, fuel and air filter, and fuel lines on the way, so I am
> going to replace them to see if that will fix the issue. I am the 4th
> owner on this aircraft, it is a 1996 with original hours of 265 TTAE and I
> think it has all the original fuel supply system in it. The aircraft has
> been flown on a regular basis and hangared all the time.
> John
>
> -----Original Message-----
>>From: RotaxEngines-List Digest Server <rotaxengines-list@matronics.com>
>>Sent: Sep 6, 2006 11:57 PM
>>To: RotaxEngines-List Digest List <rotaxengines-list-digest@matronics.com>
>>Subject: RotaxEngines-List Digest: 8 Msgs - 09/06/06
>>
>>*
>>
>> =================================================
>> Online Versions of Today's List Digest Archive
>> =================================================
>>
>>Today's complete RotaxEngines-List Digest can also be found in either of
>>the
>>two Web Links listed below. The .html file includes the Digest formatted
>>in HTML for viewing with a web browser and features Hyperlinked Indexes
>>and Message Navigation. The .txt file includes the plain ASCII version
>>of the RotaxEngines-List Digest and can be viewed with a generic text
>>editor
>>such as Notepad or with a web browser.
>>
>>HTML Version:
>>
>>
>> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-06.html
>>
>>Text Version:
>>
>>
>> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-06.txt
>>
>>
>> ===============================================
>> EMail Version of Today's List Digest Archive
>> ===============================================
>>
>>
>> ----------------------------------------------------------
>> RotaxEngines-List Digest Archive
>> ---
>> Total Messages Posted Wed 09/06/06: 8
>> ----------------------------------------------------------
>>
>>
>>Today's Message Index:
>>----------------------
>>
>> 1. 04:14 AM - Re: Re: R912UL Initial Engine Test Run (Thom Riddle)
>> 2. 05:45 AM - FW: Re: Allegro 2000, 912UL Initial Engine Test Run
>> (Hugh McKay III)
>> 3. 06:43 AM - Re: R912UL Initial Engine Test Run (PWilson)
>> 4. 07:13 AM - Rotax 447 (John Esch)
>> 5. 07:18 AM - Re: Rotax 447 (Dave)
>> 6. 08:20 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run
>> (Dave Austin)
>> 7. 08:54 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run
>> (Hugh McKay III)
>> 8. 09:14 AM - Re: Re: Allegro 2000, 912UL Initial Engine Test Run
>> (Jack Kuehn)
>>
>>
>>
>>________________________________ Message 1
>>_____________________________________
>>
>>
>>Time: 04:14:50 AM PST US
>>From: Thom Riddle <jtriddle@adelphia.net>
>>Subject: Re: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>>
>>--> RotaxEngines-List message posted by: Thom Riddle
>><jtriddle@adelphia.net>
>>
>>Back in the dark ages when I was a drag racer in the very hot summer
>>days in the south, my cars would sometimes get vapor lock. The solution
>>for us was to install an electric fuel pump at the tank to make sure
>>the whole fuel system was pressurized to something above ambient
>>pressure from the tank to the carburetor instead of below ambient
>>pressure due to the suction action from the engine mounted mechanical
>>fuel pump. Rotax has the engine mounted fuel pump which draws by
>>suction from the tank which is frequently mounted lower than the
>>engine. Many aircraft have electric fuel pumps as either back-ups or
>>required due to location of the fuel tanks. If your airplane has an
>>electric fuel pump located such that it pressurizes virtually the whole
>>fuel system (except the tank), try turning on this boost pump to
>>eliminate the vapor lock. The increase in pressure was always enough to
>>solve the vapor lock problem on our old dragsters and may work for your
>>airplane.
>>
>>Thom in Buffalo
>>
>>
>>________________________________ Message 2
>>_____________________________________
>>
>>
>>Time: 05:45:04 AM PST US
>>From: "Hugh McKay III" <hgmckay@bellsouth.net>
>>Subject: FW: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test Run
>>
>>--> RotaxEngines-List message posted by: "Hugh McKay III"
>><hgmckay@bellsouth.net>
>>
>>
>>-----Original Message-----
>>From: Hugh McKay III [mailto:hgmckay@bellsouth.net]
>>Sent: Tuesday, September 05, 2006 4:02 PM
>>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test
>>Run
>>
>>Thom/Gilles, and all:
>>
>>I called Lockwood Aviation this morning concerning this whole subject and
>>regarding my specific engine. After giving them (Dean Vogel, Engine tech.)
>>all the specific information concerning the initial test run, he as well
>>as
>>his associate Kerry were convinced that I had done no harm to the engine
>>with the oil and CHT temperatures I saw for that short of time. In the
>>course of our conversation he did give me additional information
>>concerning
>>Coolant venting, and oil venting as follows:
>>
>>(Coolant Venting)
>>Dean stated that on initial start with a new engine, or after changing
>>coolant, air pockets could occur unless one follows certain steps to get
>>rid
>>of them if they are present. First, fill the engine and expansion tank to
>>the maximum, and then place about 1 inch of coolant in the overflow
>>bottle.
>>Run the engine for a minute to circulate the coolant, shut down, and let
>>cool as necessary. Check the coolant level in the expansion tank. If it
>>has
>>lowered, air was in the system. Refill to the maximum level and run the
>>engine again for one minute, and repeat the procedure until the coolant
>>level in the expansion tank stays the same. Then fill the overflow bottle
>>to
>>the halfway point.
>>
>>(Oil Venting)
>>In addition to the venting procedure given in the Rotax Operators Manual
>>(which everyone gets with their new engine) there is a Rotax Service
>>Instruction SI-04-1997 (rev 3) dated September 2002 (which new engine
>>owners
>>know nothing about) on the Rotax website. I might say at this point for
>>those of you who may be like myself (new to this engine), and Kit Builders
>>(Allegro or otherwise), after talking with Lockwood I would recommend you
>>take their 912UL engine course if at all possible. I wish I knew ahead of
>>time how helpful it would be. They cover this and many other matters that
>>Rotax, your Distributors, and Dealers don't give you. As some of you have
>>told me "we who build Kits simply are buying a "pig in a poke" (i.e. its
>>up
>>to us to figure it all out, including the engine with a little help from
>>my
>>friends), no further advice given. You are on your own! Enough "venting"
>>on
>>my part (no pun intended). Back to the oil venting SI. Just read it. It
>>is
>>markedly different and requires more effort and work, but it makes sense.
>>
>>Having gone through this frustrating exercise, I wish there was some way
>>to
>>for-warn or counsel individuals such as myself about these pitfalls,
>>because
>>they could lead to very expensive repairs or even worse (God forbid),
>>fatalities. I am fortunate, I found out "with a little help from my
>>friends".
>>
>>Thanks again everybody, God Speed, and enjoy that freedom we all
>>experience
>>in FLYING.
>>
>>Hugh McKay in North Carolina
>>Allegro 2000
>>N661WW
>>912UL
>>
>>-----Original Message-----
>>From: Hugh McKay III [mailto:hgmckay@bellsouth.net]
>>Sent: Monday, September 04, 2006 5:17 PM
>>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test
>>Run
>>
>>Thom/Gilles:
>>
>>I have followed your dialogue with great interest, and it has helped me
>>immensely. I have no experience with this engine, so I was alarmed when I
>>saw the CHT continuing to rise. I was even more alarmed when I shut down,
>>and heard the coolant boiling in the overflow bottle. I still don't know
>>why
>>this happened. There is no question that the engine was not being cooled
>>properly, the question is why? It may have been a combination of existing
>>circumstances (i.e. static engine run, no horizontal movement of plane,
>>tarmac temp 88 degrees+, engine fully cowled with spinner, horizontal
>>radiator, and length of operation). I do know that with the spinner on,
>>the
>>91/2 inch diameter spinner flange eats up most of the free area for air to
>>enter the engine compartment. In fact there is only 18 square inches of
>>free
>>opening left for air to enter the engine compartment. This may be fine
>>with
>>the plane traveling at, say 90 mph, but maybe not with the plane sitting
>>on
>>the ground for 10 to 15 minutes in 88 F. I don't know, but certainly I
>>would think the plane designers would design for this condition. What free
>>opening does Rotax require on fully cowled engines?
>>
>>Since this was the initial engine start, I am going to call Lockwood Green
>>tomorrow and explain every thing that happened to them and get their
>>opinion. I'll keep both of you informed as to what they say. Again, thank
>>you for your advice, counsel, experience, and knowledge.
>>
>>Hugh
>>
>>
>>-----Original Message-----
>>From: owner-rotaxengines-list-server@matronics.com
>>[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Gilles
>>Thesee
>>Sent: Monday, September 04, 2006 4:30 PM
>>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test
>>Run
>>
>>--> RotaxEngines-List message posted by: Gilles Thesee
>><Gilles.Thesee@ac-grenoble.fr>
>>
>>Hi Thom,
>>
>>> I think we are in general agreement and the discussion has been of value
>>to anyone who cares, or at least I hope so.
>>>
>>
>>Agreed.
>>Rotax engines are very tough. I don't think Hugh's engine was damaged,
>>though I tend to treat my own engine more kindly ;-)
>>Nice discussion.
>>
>>Best regards,
>>Gilles
>>http://contrails.free.fr
>>
>>
>>________________________________ Message 3
>>_____________________________________
>>
>>
>>Time: 06:43:01 AM PST US
>>From: PWilson <pwmac@sisna.com>
>>Subject: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>>
>>--> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>>
>>Thom,
>>Good point. Hard to believe there are planes in use that do not have
>>a backup electric fuel pump mounted low in the system. I am a Kitfox
>>guy and many of these planes have the electric backup as well as a
>>fuel return. The standard deal is to operate the electric pump for
>>prestart, takeoff, & landings. The prestart e-fuel pump operation
>>allows the fuel bowls to both fill and aids in a less rough start.
>>The reduction in engine roughness is because the electric pump allows
>>both carb bowls to fill and thus all 4 cylinders fire at start
>>instead of one bank lagging due to slower filling of the carb bowls.
>>The return provision is built into the Kitfox design because they
>>wanted to provide for fuel injected engines (IO240) which all require
>>a fuel return. If your plane does not have the extra fitting in the
>>tank then a mod will to the tank would be required for the return.
>>Vapor lock on this design have not had any reported vapor lock.
>>IMO, the return fuel line is overkill for a carb engine. Good design
>>practice would always indicate for a backup fuel pump.
>>Regards, Paul
>>PS, One has to choose the electric pump that meets the Rotax spec for
>>pressure so as to avoid overpowering the carbs. Most people use a
>>Facet and it installs in series with the mechanical Rotax pump. It
>>does not need a bypass for the engine to operate with the electric
>>pump off. Paul
>>====================
>>
>>At 05:14 AM 9/6/2006, you wrote:
>>>--> RotaxEngines-List message posted by: Thom Riddle
>>><jtriddle@adelphia.net>
>>>
>>>Back in the dark ages when I was a drag racer in the very hot summer
>>>days in the south, my cars would sometimes get vapor lock. The
>>>solution for us was to install an electric fuel pump at the tank to
>>>make sure the whole fuel system was pressurized to something above
>>>ambient pressure from the tank to the carburetor instead of below
>>>ambient pressure due to the suction action from the engine mounted
>>>mechanical fuel pump. Rotax has the engine mounted fuel pump which
>>>draws by suction from the tank which is frequently mounted lower
>>>than the engine. Many aircraft have electric fuel pumps as either
>>>back-ups or required due to location of the fuel tanks. If your
>>>airplane has an electric fuel pump located such that it pressurizes
>>>virtually the whole fuel system (except the tank), try turning on
>>>this boost pump to eliminate the vapor lock. The increase in
>>>pressure was always enough to solve the vapor lock problem on our
>>>old dragsters and may work for your airplane.
>>>
>>>Thom in Buffalo
>>>
>>>
>>
>>
>>________________________________ Message 4
>>_____________________________________
>>
>>
>>Time: 07:13:23 AM PST US
>>From: John Esch <jfesch@earthlink.net>
>>Subject: RotaxEngines-List: Rotax 447
>>
>>--> RotaxEngines-List message posted by: John Esch <jfesch@earthlink.net>
>>
>>All
>>Last night while trying to diagnose the issue I had last Thursday with my
>>447,
>>I noticed I have a fuel pump for a dual carb. The two outlet fuel lines
>>from the
>>pump go to a "T" then goes to the carb. My question is, is this a proper
>>setup
>>or should I replace the pump for a single carb setup?
>>Thanks in advance.
>>
>>John
>>Independence, OR
>>
>>
>>________________________________ Message 5
>>_____________________________________
>>
>>
>>Time: 07:18:37 AM PST US
>>From: "Dave" <dave@cfisher.com>
>>Subject: Re: RotaxEngines-List: Rotax 447
>>
>>--> RotaxEngines-List message posted by: "Dave" <dave@cfisher.com>
>>
>>I have a 503 single carb and use a rectangular pump with no issues.
>>
>>I would try that.
>>
>>What was the issue ? I must have missed that last week ?
>>
>>
>>Dave
>>
>>
>>----- Original Message -----
>>From: "John Esch" <jfesch@earthlink.net>
>>Sent: Wednesday, September 06, 2006 10:13 AM
>>Subject: RotaxEngines-List: Rotax 447
>>
>>
>>> --> RotaxEngines-List message posted by: John Esch
>>> <jfesch@earthlink.net>
>>>
>>> All
>>> Last night while trying to diagnose the issue I had last Thursday with
>>> my
>>> 447, I noticed I have a fuel pump for a dual carb. The two outlet fuel
>>> lines from the pump go to a "T" then goes to the carb. My question is,
>>> is
>>> this a proper setup or should I replace the pump for a single carb
>>> setup?
>>> Thanks in advance.
>>>
>>> John
>>> Independence, OR
>>>
>>>
>>>
>>
>>
>>________________________________ Message 6
>>_____________________________________
>>
>>
>>Time: 08:20:31 AM PST US
>>From: "Dave Austin" <daveaustin2@can.rogers.com>
>>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test Run
>>
>>--> RotaxEngines-List message posted by: "Dave Austin"
>><daveaustin2@can.rogers.com>
>>
>>Re oil venting..
>>Has anyone seen any advice on what action to take when just changing the
>>oil
>>filter? It would certainly be introducing some air into the system as it
>>isn't possible to fill the filter with oil since it lies sideways.
>>SI-04-1997 dated Sept. 2002 does not address this.
>>Dave Austin 601HDS - 912, Spitfire Mk VIII
>>
>>
>>________________________________ Message 7
>>_____________________________________
>>
>>
>>Time: 08:54:14 AM PST US
>>From: "Hugh McKay III" <hgmckay@bellsouth.net>
>>Subject: RE: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test Run
>>
>>--> RotaxEngines-List message posted by: "Hugh McKay III"
>><hgmckay@bellsouth.net>
>>
>>Dave: The Rotax Service Instruction (SI-04-1997 R3) Section 1.5 states
>>that
>>this procedure shall be performed after lubrication system is opened or
>>drained during maintenance work. It doesn't specifically state that after
>>changing the oil it has to be done, but as you say the system has been
>>"opened", so I would think it would apply. The guys at Lockwood can tell
>>you
>>for sure.
>>
>>Hugh McKay
>>
>>-----Original Message-----
>>From: owner-rotaxengines-list-server@matronics.com
>>[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Dave
>>Austin
>>Sent: Wednesday, September 06, 2006 10:20 AM
>>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test
>>Run
>>
>>--> RotaxEngines-List message posted by: "Dave Austin"
>><daveaustin2@can.rogers.com>
>>
>>Re oil venting..
>>Has anyone seen any advice on what action to take when just changing the
>>oil
>>filter? It would certainly be introducing some air into the system as it
>>isn't possible to fill the filter with oil since it lies sideways.
>>SI-04-1997 dated Sept. 2002 does not address this.
>>Dave Austin 601HDS - 912, Spitfire Mk VIII
>>
>>
>>________________________________ Message 8
>>_____________________________________
>>
>>
>>Time: 09:14:56 AM PST US
>>From: Jack Kuehn <jkuehn@mountaintime.myrf.net>
>>Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>>Test Run
>>
>>--> RotaxEngines-List message posted by: Jack Kuehn
>><jkuehn@mountaintime.myrf.net>
>>
>>Actually it is possible to fill the oil filter at least half way, and
>>quickly screw it into place. It is messy, but better than an empty
>>filter. Then pull the prop through, top plugs removed, followed by
>>spinning the engine with the starter until you get oil pressure, to
>>prime the system.
>>
>>Jack
>>
>>Dave Austin wrote:
>>
>>>--> RotaxEngines-List message posted by: "Dave Austin"
>>><daveaustin2@can.rogers.com>
>>>
>>>Re oil venting..
>>>Has anyone seen any advice on what action to take when just changing the
>>>oil
>>>filter? It would certainly be introducing some air into the system as it
>>>isn't possible to fill the filter with oil since it lies sideways.
>>>SI-04-1997 dated Sept. 2002 does not address this.
>>>Dave Austin 601HDS - 912, Spitfire Mk VIII
>>>
>>>
>>>.
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 3
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--> RotaxEngines-List message posted by: "John Esch" <jfesch@earthlink.net>
All
Has anyone have experience of purchasing gaskets sets from Ebay?
Check the following item on Ebay 220023208778
Great deal but is it worth the chance?
I am going to go ahead to decarbon my 447 then I really know what the
condition of this used engine.
John
Independence, OR
----- Original Message -----
From: "RotaxEngines-List Digest Server" <rotaxengines-list@matronics.com>
Sent: Tuesday, September 05, 2006 11:57 PM
Subject: RotaxEngines-List Digest: 4 Msgs - 09/05/06
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RotaxEngines-List Digest can also be found in either of
> the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
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> editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-05.html
>
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>
> http://www.matronics.com/digest/rotaxengines-list/Digest.RotaxEngines-List.2006-09-05.txt
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RotaxEngines-List Digest Archive
> ---
> Total Messages Posted Tue 09/05/06: 4
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 07:02 AM - Re: Re: 912UL Initial Engine Test Run (PWilson)
> 2. 07:27 AM - Re: 912UL Initial Engine Test Run (PWilson)
> 3. 07:27 AM - Re: R912UL Initial Engine Test Run (PWilson)
> 4. 08:12 AM - Re: Re: R912UL Initial Engine Test Run (B Johnson)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 07:02:53 AM PST US
> From: PWilson <pwmac@sisna.com>
> Subject: RE: RotaxEngines-List: RE: 912UL Initial Engine Test Run
>
> --> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>
> Normal procedure when a system has no high point
> bleed or when one suspects an air pocket, which
> is 100% of the time for me. Any mechanic would do
> this for brakes, power steering and coolant.
> Based on experience some engine coolant systems
> do not need it. In the case of the Rotax I would
> do it just to be sure. Any engine has air pockets
> after the first fill and some will self purge.
> Harbor Freight has a cheap hand operated vac
> pump. Get a rubber stopper from the hardware
> store drill a hole and put it in the filler and
> start sucking. Do this until the vacuum holds
> steady. You might have to get another pressure
> cap and drill a hole in it to get a proper seal.
> Study the coolant pipes to see what you have done
> that may have caused a place where the bubble
> could form. But, who cares just bleed it to be sure.
>
> At 05:27 PM 9/4/2006, you wrote:
>>--> RotaxEngines-List message posted by: "Hugh
>>McKay III" <hgmckay@bellsouth.net>
>>
>>Paul:
>>
>>I did not bleed air out of the system. I did not know I had too! There is
>>no
>>information in the Rotax operators manual addressing cooling system "air
>>pockets"! This is all news to me! Where is this "air pocket" supposed to
>>form, and where and how do you remove it with a "hand held" vacuum pump?
>>
>>Hugh
>>
>>-----Original Message-----
>>From: owner-rotaxengines-list-server@matronics.com
>>[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of PWilson
>>Sent: Monday, September 04, 2006 5:59 PM
>>To: rotaxengines-list@matronics.com
>>Subject: RotaxEngines-List: RE: 912UL Initial Engine Test Run
>>
>>--> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>>
>>Hugh,
>>I have not followed closely. What steps did you
>>take to bleed the air out of the coolant system?
>>Its pretty common to have a big air pocket that
>>is difficult to dislodge. If there is a pocket of
>>air then overflow after shutdown would be
>>expected as would excessive temps. I usually use
>>a hand held vacuum pump for a bleed task.
>>
>>BTW, I would recommend spending the extra $$ and
>>put in the proper coolant. This will elevate the
>>boiling point and the max allowable temp. The
>>Rotax bulletin tells you which formulation to
>>buy. A side benefit would be the low pressure in
>>the system achieved with the new low pressure cap
>>Rotax cap. This will allow longer life for the
>>various coolant system seals. The only drawback is cost of coolant.
>>Regards, Paul
>>===============
>>At 04:17 PM 9/4/2006, you wrote:
>> >--> RotaxEngines-List message posted by: "Hugh
>> >McKay III" <hgmckay@bellsouth.net>
>> >
>> >Thom/Gilles:
>> >
>> >I have followed your dialogue with great interest, and it has helped me
>> >immensely. I have no experience with this engine, so I was alarmed when
>> >I
>> >saw the CHT continuing to rise. I was even more alarmed when I shut
>> >down,
>> >and heard the coolant boiling in the overflow bottle. I still don't know
>>why
>> >this happened. There is no question that the engine was not being cooled
>> >properly, the question is why? It may have been a combination of
>> >existing
>> >circumstances (i.e. static engine run, no horizontal movement of plane,
>> >tarmac temp 88 degrees+, engine fully cowled with spinner, horizontal
>> >radiator, and length of operation). I do know that with the spinner on,
>> >the
>> >91/2 inch diameter spinner flange eats up most of the free area for air
>> >to
>> >enter the engine compartment. In fact there is only 18 square inches of
>>free
>> >opening left for air to enter the engine compartment. This may be fine
>> >with
>> >the plane traveling at, say 90 mph, but maybe not with the plane sitting
>> >on
>> >the ground for 10 to 15 minutes in 88 F. I don't know, but certainly I
>> >would think the plane designers would design for this condition. What
>> >free
>> >opening does Rotax require on fully cowled engines?
>> >
>> >Since this was the initial engine start, I am going to call Lockwood
>> >Green
>> >tomorrow and explain every thing that happened to them and get their
>> >opinion. I'll keep both of you informed as to what they say. Again,
>> >thank
>> >you for your advice, counsel, experience, and knowledge.
>> >
>> >Hugh
>> >
>> >
>> >-----Original Message-----
>> >From: owner-rotaxengines-list-server@matronics.com
>> >[mailto:owner-rotaxengines-list-server@matronics.com]On Behalf Of Gilles
>> >Thesee
>> >Sent: Monday, September 04, 2006 4:30 PM
>> >To: rotaxengines-list@matronics.com
>> >Subject: Re: RotaxEngines-List: Re: Allegro 2000, 912UL Initial Engine
>> >Test
>> >Run
>> >
>> >--> RotaxEngines-List message posted by: Gilles Thesee
>> ><Gilles.Thesee@ac-grenoble.fr>
>> >
>> >Hi Thom,
>> >
>> > > I think we are in general agreement and the discussion has been of
>> > > value
>> >to anyone who cares, or at least I hope so.
>> > >
>> >
>> >Agreed.
>> >Rotax engines are very tough. I don't think Hugh's engine was damaged,
>> >though I tend to treat my own engine more kindly ;-)
>> >Nice discussion.
>> >
>> >Best regards,
>> >Gilles
>> >http://contrails.free.fr
>> >
>> >
>> >
>> >
>> >
>> >
>>
>>
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 07:27:46 AM PST US
> From: PWilson <pwmac@sisna.com>
> Subject: RotaxEngines-List: RE: 912UL Initial Engine Test Run
>
> --> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>
> Hugh,
> I cannot remember how many auto shop manuals I have used that give
> instructions on bleeding the air out of a coolant system when
> starting with a dry engine. Some engines even had a bleed valve some
> has a high point fitting. Lately on newer cars the instructions are
> missing . Which probably means they are self bleeding due to better
> design. That may be the case for the 912, but better to be safe than
> sorry.
> Paul
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 07:27:46 AM PST US
> From: PWilson <pwmac@sisna.com>
> Subject: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>
> --> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>
> True, the engine theoretically should run a hotter due to properties
> that conduct heat less the water or 50/50 EG.
> Insulating the fuel lines will capture the heat and make vapor lock
> worse. All insulation does is slow the heat transfer process - wont
> make the lines cooler. Better to figure out how to get some cool air
> to them or re route them to a cooler place. A pretty easy thing to
> solve, but for a static test there is more heat due to the plane not
> flying.
> Rotax has specifically specified a formulation for the Evans that is
> compatible with their coolant flow and pump, so the engine should be
> OK. Did you see a 30 deg F rise in oil temp? IMO, A pretty big increase.
> Paul
> ===============
>
> At 10:32 PM 9/4/2006, you wrote:
>>--> RotaxEngines-List message posted by: "B Johnson"
>><bjohnson@satx.rr.com>
>>
>>Beware of using the evans coolant in a system (aircraft) not specifically
>>designed for it. I ended up in a baaaad situation with vapor lock (with
>>100LL!!! And insulated fuel lines) after switching to evans. Evans, while
>>not boiling until well over 300F, also does not cool as well. You WILL
>>see
>>at least 30F increase in normal operating temps with the evans coolant.
>>
>>-Bruce
>>
>> > -----Original Message-----
>> > From: owner-rotaxengines-list-server@matronics.com [mailto:owner-
>> > rotaxengines-list-server@matronics.com] On Behalf Of PWilson
>> > Sent: Monday, September 04, 2006 5:59 PM
>> > To: rotaxengines-list@matronics.com
>> > Subject: RotaxEngines-List: RE: 912UL Initial Engine Test Run
>> >
>> > --> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>> >
>> > Hugh,
>> > I have not followed closely. What steps did you
>> > take to bleed the air out of the coolant system?
>> > Its pretty common to have a big air pocket that
>> > is difficult to dislodge. If there is a pocket of
>> > air then overflow after shutdown would be
>> > expected as would excessive temps. I usually use
>> > a hand held vacuum pump for a bleed task.
>> >
>> > BTW, I would recommend spending the extra $$ and
>> > put in the proper coolant. This will elevate the
>> > boiling point and the max allowable temp. The
>> > Rotax bulletin tells you which formulation to
>> > buy. A side benefit would be the low pressure in
>> > the system achieved with the new low pressure cap
>> > Rotax cap. This will allow longer life for the
>> > various coolant system seals. The only drawback is cost of coolant.
>> > Regards, Paul
>> >
>>
>>--
>>
>>
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 08:12:26 AM PST US
> From: "B Johnson" <bjohnson@satx.rr.com>
> Subject: RE: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>
> --> RotaxEngines-List message posted by: "B Johnson"
> <bjohnson@satx.rr.com>
>
>
>> -----Original Message-----
>> From: owner-rotaxengines-list-server@matronics.com [mailto:owner-
>> rotaxengines-list-server@matronics.com] On Behalf Of PWilson
>> Sent: Tuesday, September 05, 2006 9:07 AM
>> To: rotaxengines-list@matronics.com
>> Subject: RotaxEngines-List: RE: R912UL Initial Engine Test Run
>>
>> --> RotaxEngines-List message posted by: PWilson <pwmac@sisna.com>
>>
>> True, the engine theoretically should run a hotter due to properties
>> that conduct heat less the water or 50/50 EG.
>> Insulating the fuel lines will capture the heat and make vapor lock
>> worse. All insulation does is slow the heat transfer process - wont
>> make the lines cooler. Better to figure out how to get some cool air
>> to them or re route them to a cooler place. A pretty easy thing to
>> solve, but for a static test there is more heat due to the plane not
>> flying.
>> Rotax has specifically specified a formulation for the Evans that is
>> compatible with their coolant flow and pump, so the engine should be
>> OK. Did you see a 30 deg F rise in oil temp? IMO, A pretty big increase.
>> Paul
> Yes..... This was the expected behavior though, based on listening to the
> ultraflight radio spot on the subject.... Again, the heads were still
> well
> within the 300f limit (about 265-270 on climbout on a hot day) and the oil
> stayed under 250 (JUST under 250F). Then trying to leave Prescott on a
> hot
> afternoon, intermittent vapor lock reared it's ugly head... as we tried to
> climb out, we got some slight missing, then more, then landed to check it
> out... tried to take off again (runup to ~4200 was ok) but at about 4300
> on
> rollout-bad stumbling, a change on the ramp back to 60/40 auto coolant,
> and
> no more problems. (This was a 912s)
>
> -Bruce
>
> --
>
>
>
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