Today's Message Index:
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1. 09:39 AM - Re: 912ULS: Carburettor and Airbox venting lines (Martin Pohl)
2. 10:00 AM - Re: 912ULS: Carburettor and Airbox venting lines (N601RT)
3. 05:07 PM - Re: 912ULS: Carburettor and Airbox venting lines (Roger Lee)
4. 06:09 PM - Re: Re: 912ULS: Carburettor and Airbox venting lines ()
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| Subject: | Re: 912ULS: Carburettor and Airbox venting lines |
Roger, that sounds fair! I will do it the same way.
Thx and cheers
Martin
--------
Martin Pohl
Zodiac XL QBK
8645 Jona, Switzerland
www.pohltec.ch/ZodiacXL
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http://forums.matronics.com/viewtopic.php?p=152702#152702
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| Subject: | Re: 912ULS: Carburettor and Airbox venting lines |
Martin and Roger,
(This is my first posting to this list. I've been lurking for a while.)
Be very careful of routing the carb vent lines. I personally saw a CH701 have significantly
reduced power from routing the carb vent lines to the bottom of the
cowl. Everything was fine during ground testing, but the plane would barely
climb. Changing the vent line back to the original length solved his problem.
There have been reports of others having problems with other installations where
the vent line was improperly extended.
(Remember this is a vent line as you have properly discussed; It IS NOT a fuel
overflow line.)
I took the Rotax Maintenance course at California Power Systems that Eric Tucker
taught in early 2005. Eric stressed the importance of making sure the pressure
at the vent line is the same as the pressure around the carb. He specifically
said DO NOT extend the vent line to the bottom of the cowl as this has the
chance of reducing the pressure the vent line senses and can prevent the carb
slide from opening fully.
I've routed standard length vent line into a much larger tube which goes to the
bottom of my cowl. There is about 3/4inch of the smaller line in the larger line.
This allows any fuel that might come out of the vent line to flow into the
larger line AND it allows the vent line to have the same pressure at the carb.
Regards,
Roy
N601RT: 2002 CH601HDS, nose gear, Rotax 912ULS, Arplast PV-50, All electric, IFR,
equipped, 895hrs
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| Subject: | Re: 912ULS: Carburettor and Airbox venting lines |
I agree that the vent lines are not supposed to be in the slip stream, but just
down by the bottom of the cowling, but still inside should be fine.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=152789#152789
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| Subject: | Re: 912ULS: Carburettor and Airbox venting lines |
Just a note on 912/S:
Increase float bowl pressure over ambient pressure = richer mixture
Decrease float bowl pressure below ambient pressure = leaner mixture
As a matter of fact these guys sell a kit that allows you to decrease
float bowl pressure (lean mixture) by pulling a vacuum through a needle
valve (or automatic) via manifold cross over tube:
http://www.greenskyadventures.com/bing/HACmanorder.htm
Choose an area in cowl that is ambient pressure on ground and especially
in flight. One good location is just downstream of air filter, or go
measure chosen location on ground and in flight (climb, dive, go fast and
slow, flaps and clean).
Ron Parigoris
BTW 914 is a different beast, you need to vent float bowl to air-box
pressure (to accommodate turbo charging). As a matter of fact, for 115%
914 power operations the TCU rich-ens the mixture a little by plumbing
float bowl pressure via a solenoid from air-box pressure to above air-box
pressure (scoop in air-box airstream that increases pressure). None the
less theory of increasing float bowl pressure above some value to richen,
and decreasing float bowl pressure below some value to lean is the same as
912/S.
MAKE SURE FLOAT BOWL PLUMBING IS FREE OF RESTRICTIONS OR LEAKS ON ALL
9XXs.
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