Today's Message Index:
----------------------
1. 07:53 AM - Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (knowvne@aol.com)
2. 09:18 AM - 912 with low RPM (Les Goldner)
3. 09:41 AM - Re: 912 with low RPM (Fred Messinger (fredm))
4. 09:42 AM - Re: 912 with low RPM (Fred Messinger (fredm))
5. 09:43 AM - Re: 912 with low RPM (Fred Messinger (fredm))
6. 11:31 AM - Re: 912 with low RPM (Jack Kuehn)
7. 01:01 PM - Re: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (Ivan)
8. 01:14 PM - Re: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (ElleryWeld@aol.com)
9. 02:04 PM - Re: 912 with low RPM (Roger Lee)
10. 03:09 PM - Re: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (knowvne@aol.com)
11. 04:04 PM - Re: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (ElleryWeld@aol.com)
12. 05:00 PM - Re: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 (knowvne@aol.com)
Message 1
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
Rotax 503 Questions.. to all you 503 experts 8-)
I'm looking at the 503 for it's reliability record...
I'm considering Oil Injection to avoid pre mix issues when flying XC...
I'm also considering installing a clutch for the Prop...
What are the pros and cons of oil Injection vs premix=C2-and with & witho
ut a clutch???
What's the best configuration???? What advantages does one set up have over
the other and why??
I'm looking to get my cake and eat it here ??? 8-)
Thanks
Mark
Message 2
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| Subject: | 912 with low RPM |
I need to know whether the settings on my new aircraft will adversely impact
my 912ULS.
I like the way my plane flies with a high prop pitch. Because of this, the
912ULS never gets near its rated maximum RPM. On full-throttle takeoff the
engine only goes up to 5100-RPM; in level flight, the maximum RPM is 5370
near sea level on a 50-degree day.
Also, I like flying with my UL flying club, which often requires that I
cruise very slowly, at 3900-RPM rather than going at my normal cruise of
4800-4900-RPM.
Specifically, will the fact that I cannot reach rated maximums and I often
run at 3900-RPM have a negative impact on the 912ULS engine?? Also, if
cruising at 5100-RPM for long periods (near full throttle) will this
adversely affect the engine?
Any advice here is welcome.
Les
Zenith CH701 N67MG
Message 3
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| Subject: | Re: 912 with low RPM |
>From http://www.rotax-owner.com/support/FAQs.pdf
Avoid low idle speeds; at idle the piston pulses are more pronounced and the
gearbox has to deal with a lot of pulsing. This is worse when compounded
with a heavy prop. (Rotax has a limit for the propeller "moment of inertia")
On 3/5/08, Les Goldner <lgold@quantum-associates.com> wrote:
>
> I need to know whether the settings on my new aircraft will adversely
> impact my 912ULS.
>
> I like the way my plane flies with a high prop pitch. Because of this, the
> 912ULS never gets near its rated maximum RPM. On full-throttle takeoff the
> engine only goes up to 5100-RPM; in level flight, the maximum RPM is 5370
> near sea level on a 50-degree day.
>
> Also, I like flying with my UL flying club, which often requires that I
> cruise very slowly, at 3900-RPM rather than going at my normal cruise of
> 4800-4900-RPM.
>
> Specifically, will the fact that I cannot reach rated maximums and I often
> run at 3900-RPM have a negative impact on the 912ULS engine?? Also, if
> cruising at 5100-RPM for long periods (near full throttle) will this
> adversely affect the engine?
>
> Any advice here is welcome.
>
> Les
> Zenith CH701 N67MG
>
> *
>
> *
>
>
Message 4
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| Subject: | Re: 912 with low RPM |
Woops....sorry - brain fart. That was for idle speeds...
On 3/5/08, Les Goldner <lgold@quantum-associates.com> wrote:
>
> I need to know whether the settings on my new aircraft will adversely
> impact my 912ULS.
>
> I like the way my plane flies with a high prop pitch. Because of this, the
> 912ULS never gets near its rated maximum RPM. On full-throttle takeoff the
> engine only goes up to 5100-RPM; in level flight, the maximum RPM is 5370
> near sea level on a 50-degree day.
>
> Also, I like flying with my UL flying club, which often requires that I
> cruise very slowly, at 3900-RPM rather than going at my normal cruise of
> 4800-4900-RPM.
>
> Specifically, will the fact that I cannot reach rated maximums and I often
> run at 3900-RPM have a negative impact on the 912ULS engine?? Also, if
> cruising at 5100-RPM for long periods (near full throttle) will this
> adversely affect the engine?
>
> Any advice here is welcome.
>
> Les
> Zenith CH701 N67MG
>
> *
>
> *
>
>
Message 5
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| Subject: | Re: 912 with low RPM |
This is the applicable snippet....anyway check out the whole FAQ. Very
interesting.
Do not take off or cruise at low engine speeds. The engine was designed to
take off at 5800rpm and run its whole life at 5500 rpm; the ignition,
carburetion and valve timing are all designed to be at their best at this
rpm.
o Low piston speeds actually contribute to piston wear as the "rocking
motion" duration is increased.
o High prop loading at low rpm increases stress throughout the drivetrain.
o More combustion byproducts (carbon and lead) build up in the cylinder head
with low engine speeds.
On 3/5/08, Les Goldner <lgold@quantum-associates.com> wrote:
>
> I need to know whether the settings on my new aircraft will adversely
> impact my 912ULS.
>
> I like the way my plane flies with a high prop pitch. Because of this, the
> 912ULS never gets near its rated maximum RPM. On full-throttle takeoff the
> engine only goes up to 5100-RPM; in level flight, the maximum RPM is 5370
> near sea level on a 50-degree day.
>
> Also, I like flying with my UL flying club, which often requires that I
> cruise very slowly, at 3900-RPM rather than going at my normal cruise of
> 4800-4900-RPM.
>
> Specifically, will the fact that I cannot reach rated maximums and I often
> run at 3900-RPM have a negative impact on the 912ULS engine?? Also, if
> cruising at 5100-RPM for long periods (near full throttle) will this
> adversely affect the engine?
>
> Any advice here is welcome.
>
> Les
> Zenith CH701 N67MG
>
> *
>
> *
>
>
Message 6
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| Subject: | Re: 912 with low RPM |
I had my prop set like your at first, and the engine burned a slight
bit of oil. The Rotax technician at Lockwood said it would not hurt
the engine, but it was like lugging it a bit. This engine really
likes to spin up! When you flatten the prop, you get the full
horsepower you paid for! That extra few percent of power makes a big
difference, and you do not have to use it if you do not want to. You
might just need it in a bad wind situation or downdraft.
Jack
On Wed, Mar 5, 2008 at 10:15 AM, Les Goldner
<lgold@quantum-associates.com> wrote:
>
>
> I need to know whether the settings on my new aircraft will adversely impact
> my 912ULS.
>
> I like the way my plane flies with a high prop pitch. Because of this, the
> 912ULS never gets near its rated maximum RPM. On full-throttle takeoff the
> engine only goes up to 5100-RPM; in level flight, the maximum RPM is 5370
> near sea level on a 50-degree day.
>
> Also, I like flying with my UL flying club, which often requires that I
> cruise very slowly, at 3900-RPM rather than going at my normal cruise of
> 4800-4900-RPM.
>
> Specifically, will the fact that I cannot reach rated maximums and I often
> run at 3900-RPM have a negative impact on the 912ULS engine?? Also, if
> cruising at 5100-RPM for long periods (near full throttle) will this
> adversely affect the engine?
>
> Any advice here is welcome.
>
> Les
> Zenith CH701 N67MG
>
>
Message 7
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
Mark
I have had a 582 with no problems. I still prefered to mix my oil. I
have heard from more knowledgeable people that the oil injection is just
one more thing to go wrong and fail unlike mixing the oil NEVER fails.
I would certainly trust mixing oil if I was on a xc. Did a cross
country of 300+ miles once and just brought some oil with me. Either
figured out how much was in the gas tank and added the appropriate
amount of oil or had a 5 gal jug along to mix. I have also "heard" that
one has less control with oil injection because it doesnt adapt well
when t he RPM changes. I fly trikes by the way and never thought of
oil mixing as a pain. It was just my extra margin of safety.
Ivan
Phoenix, AZ
----- Original Message -----
From: knowvne@aol.com
To: rotaxengines-list@matronics.com
Sent: Wednesday, March 05, 2008 8:49 AM
Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs -
03/04/08
Rotax 503 Questions.. to all you 503 experts 8-)I'm looking at the 503
for it's reliability record...I'm considering Oil Injection to avoid pre
mix issues when flying XC...I'm also considering installing a clutch
for the Prop...What are the pros and cons of oil Injection vs premix
and with & without a clutch???What's the best configuration???? What
advantages does one set up have over the other and why??I'm looking to
get my cake and eat it here ??? 8-)ThanksMark
-------------------------------------------------------------------------
-----
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Message 8
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
I prefer to mix my gas as well when I was running a 2 stroke that's just
another thing to worry about failing and it was never a problem carrying extra
oil buy a oil measuring cup from wicks aircraft I think it was and when you
fill up at an airport know how much you pumped in and use your measuring cup
to get the exact amount of oil then when the engine is running you know its
getting the lubrication it needs
Ellery Test flying KITFOX & XAir and working on my Mk3Xtra
do not archive
In a message dated 3/5/2008 4:02:40 P.M. Eastern Standard Time,
imap8ntr@cox.net writes:
Mark
I have had a 582 with no problems. I still prefered to mix my oil. I have
heard from more knowledgeable people that the oil injection is just one more
thing to go wrong and fail unlike mixing the oil NEVER fails. I would
certainly trust mixing oil if I was on a xc. Did a cross country of 300+ miles
once and just brought some oil with me. Either figured out how much was in the
gas tank and added the appropriate amount of oil or had a 5 gal jug along to
mix. I have also "heard" that one has less control with oil injection
because it doesnt adapt well when t he RPM changes. I fly trikes by the way
and
never thought of oil mixing as a pain. It was just my extra margin of safety.
Ivan
Phoenix, AZ
----- Original Message -----
From: _knowvne@aol.com_ (mailto:knowvne@aol.com)
(mailto:rotaxengines-list@matronics.com)
Sent: Wednesday, March 05, 2008 8:49 AM
Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08
Rotax 503 Questions.. to all you 503 experts 8-)
I'm looking at the 503 for it's reliability record...
I'm considering Oil Injection to avoid pre mix issues when flying XC...
I'm also considering installing a clutch for the Prop...
What are the pros and cons of oil Injection vs premix and with & without a
clutch???
What's the best configuration???? What advantages does one set up have over
the other and why??
I'm looking to get my cake and eat it here ??? 8-)
Thanks
Mark
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Message 9
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| Subject: | Re: 912 with low RPM |
Hi Les,
Let's take a look at the reasons for the correct rpm at different speeds.
First the 912 80hp only has 8.5:1 compression where as the 912 100hp has 10.5:1
compression. The low idle rpm will cause the 912uls (100hp) to lug or a better
term is to chug because it is fighting against the high compression. The 80
hp doesn't have that problem because of the lower compression. Rotax wants the
idle on the 100 hp set to at least the 1800 mark give or take a few rpm. 1400-600
is too low and just beats on the gearbox and components. Warm up in the morning
should be done at 2000-2400 rpm because it is easier on the engine and
it will not hurt it because the engine is not under an in flight load. Sitting
there warming up at 2400 rpm has a lot less load on the engine than in flight
rpm of 5000. This came right from Rotax. I just finished their new version of
their service center school.
This engine was designed to run cooler and smoother at higher rpms. Mid range rpms
of 4400-4800 run hotter egt than running it at 5000-5200rpm and cause more
vibration. It can have a continuous running at 5500, but it will be easier on
the engine's wear over the 1500hr TBO time to run it down around the 4900-5200
mark. Anything that runs higher and higher rpms have to burn more fuel, cause
more over all stress, friction and wearing of parts. That's just the way it
is when metal parts run together. There are some point issue with engines running
to low and rpm and of course too high. Rotax designed this engine to be run
for the everyday normal use from 4900-5200. Yes you can run it all the time
at 5500 without any real issues, but you will encounter more wear and tear on
parts over the life of the engine. As far as running it above 5500 rpm you can,
but for 5 minutes or less. If you do not have a need for the extra climb performance
or you do not fly at high altitude (7k feet or more) then setting the
prop to turn 5500 rpm WOT is a good place to be. If you fly your plane and you
are heavily loaded a good part of the time, fly out of a high density altitude
most of the time or fly high then you may want to set up the prop to turn 5600-5750rpm
WOT. At the higher rpms you can only fly there a short time anyway
like takeoffs, but if you fly at 8k-10k feet you will be able to turn the prop
faster, make a little more HP at those altitudes and go a little faster at those
high altitudes. This is not guess work, but I have proved this to many. Having
the prop set to achieve 5500 or a tad more can benefit you on a bad landing
too. If you bounce or flare back into the air and need power and rpm now to
save your butt then a prop set to get 5500 or more will spin up faster than
a prop set for 5100 WOT and will give you the little extra boost to save your
plane when you are hanging on the edge of a stall.
The everyday torque curve for for the 912uls states close to this. As the engine
rpm climbs so does the HP. The torque will climb a little faster than the HP.
The torque's best rpm setting is between 4800-5200 rpm then torque starts to
drop off, but HP still climbs as the rpm climbs. No one gets a true 100 hp out
of their engine for several reasons, but having an engine that only gets 5100-5200
WOT is really doing the flight performance and the engine a disservice.
Having it set up to run 5500 WOT straight and level is good and if need be only
for specific reasons then more rpm and a little more hp can be achieved. This
engine was et up to be more flight specific than most know.
But it is a great engine and almost bullet proof. Treat it right and it will last
for ever. I have some friends that have 2800-3200 hrs on their 912uls engines
and have never had an issue or rebuild.
--------
Roger Lee
Tucson, Az.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=167885#167885
Message 10
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
Hi Guys=C2-
Thanks for getting back to me on this...
I can fully understand why you want to reduce any mechanical failure potenti
al....
BUT here is a question directed at the Pre mix approach...
If premixing is viewed as safer so to maintain=C2-consistent=C2-lubricat
ion
Isn't the motor ALSO more prone to carbon build up, Fowled plugs, and
gumming of the carburetors=C2-especially if you go on long =C2-reduced p
ower glides???
With a consistent amount of Oil passing through the system Are=C2-you Espe
cially=C2-
prone to these sorts of problem ??? =C2-
Questions Regarding the Oil Injection systems:=C2-
As I understand it, =C2-Oil injection system do fail but they are designed
to=C2-regulate=C2-
the correct=C2-amount of Oil=C2-needed ......=C2-
NOW here is where I'm lost.... This =C2-regulated Oil is based on what
=C2-EXACTLY!!? =C2-
A) based only on engine=C2-RPMs=C2-
B)=C2-Throttle Position ???? =C2-
I don't see the two as the same thing ???
More oil for Higher RPM and less oil=C2-for Less RPMs seems to be what we
want
BUT An Engines RPM is not only increased=C2-by=C2-Throttle position=C2
-it =C2-can also be=C2-
increased by=C2-diving the plane...=C2-
Hence my Question is it =C2-throttle position =C2-or RPM of motor that c
hanges the
amount of oil being fed to the system..
If the answer is Throttle Position then this seems to be a good justificatio
n for installing a CLUCH ...=C2-
In My mind this would prevent high motor RPMs =C2-which would under lubric
ate the motor
when in a dive...
Would using a Clutch on the Prop be a good idea for a MOTOR that has=C2-an
Oil Injection=C2-
system if in fact Oil being supplied is based only on the throttle Position?
??
Thanks Guys.. =C2-=C2-
Mark
-----Original Message-----
From: ElleryWeld@aol.com
Sent: Wed, 5 Mar 2008 4:12 pm
Subject: Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs - 03/04
/08
I prefer to mix my gas as well when I was running a 2
stroke=C2- that's just another thing to worry about failing and it was nev
er a
problem carrying extra oil=C2- buy a oil measuring cup from wicks aircraft
I
think it was and when you fill up at an airport know how much you pumped in
and
use your measuring cup to get the exact amount of oil then=C2- when the en
gine
is running you know its getting the lubrication=C2- it needs
=C2-
Ellery Test flying KITFOX & XAir and working on my
Mk3Xtra
do not archive
=C2-
In a message dated 3/5/2008 4:02:40 P.M. Eastern Standard Time,
imap8ntr@cox.net writes:
Mark
I have had a 582 with no
problems.=C2- I still prefered to mix my oil.=C2- I have heard from mo
re
knowledgeable people that the oil injection is just one more thing to go w
rong
and fail unlike mixing the oil NEVER fails.=C2- I would certainly trust
mixing oil if I was on a xc.=C2- Did a cross country of 300+ miles once
and
just brought some oil with me.=C2- Either figured out how much was in th
e
gas tank and added the appropriate amount of oil or had a 5 gal jug along
to
mix.=C2- I have also "heard" that one has less control with oil injectio
n
because it doesnt adapt well when t he=C2- RPM changes.=C2- I fly trik
es
by the way and never thought of oil mixing as a pain.=C2- It was just my
extra margin of safety.
=C2-
Ivan
Phoenix,=C2- AZ
----- Original Message -----
From:
knowvne@aol.com
Sent: Wednesday, March 05, 2008 8:49
AM
Subject: RotaxEngines-List: Re:
RotaxEngines-List Digest: 0 Msgs - 03/04/08
Rotax 503 Questions.. to all you 503 experts 8-)
I'm looking at the 503 for it's reliability record...
I'm considering Oil Injection to avoid pre mix issues when flying XC...
I'm also considering installing a clutch for the Prop...
What are the pros and cons of oil Injection vs premix=C2-and with & witho
ut a clutch???
What's the best configuration???? What advantages does one set up have over
the other and why??
I'm looking to get my cake and eat it here ??? 8-)
Thanks
Mark
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Message 11
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
I have put a lot of time on 5 different 2 stroke engines and I never had a
carbon build up problem.
as far as what regulates the oil Throttle Position and or RPM you will have
to ask someone that is an expert on that I don't claim to be a 2 stroke
professional even though I have a lot of time flying with them and I don't want
to miss lead you on something I am not sure of
Ellery in Maine Building MK3Xtra
do not archive
In a message dated 3/5/2008 6:10:46 P.M. Eastern Standard Time,
knowvne@aol.com writes:
Hi Guys
Thanks for getting back to me on this...
I can fully understand why you want to reduce any mechanical failure
potential....
BUT here is a question directed at the Pre mix approach...
If premixing is viewed as safer so to maintain consistent lubrication
Isn't the motor ALSO more prone to carbon build up, Fowled plugs, and
gumming of the carburetors especially if you go on long reduced power
glides???
With a consistent amount of Oil passing through the system Are you
Especially
prone to these sorts of problem ???
Questions Regarding the Oil Injection systems:
As I understand it, Oil injection system do fail but they are designed to
regulate
the correct amount of Oil needed ......
NOW here is where I'm lost.... This regulated Oil is based on what
EXACTLY!!?
A) based only on engine RPMs
B) Throttle Position ????
I don't see the two as the same thing ???
More oil for Higher RPM and less oil for Less RPMs seems to be what we want
BUT An Engines RPM is not only increased by Throttle position it can also
be
increased by diving the plane...
Hence my Question is it throttle position or RPM of motor that changes the
amount of oil being fed to the system..
If the answer is Throttle Position then this seems to be a good
justification for installing a CLUCH ...
In My mind this would prevent high motor RPMs which would under lubricate
the motor
when in a dive...
Would using a Clutch on the Prop be a good idea for a MOTOR that has an Oil
Injection
system if in fact Oil being supplied is based only on the throttle
Position???
Thanks Guys..
Mark
-----Original Message-----
From: ElleryWeld@aol.com
Sent: Wed, 5 Mar 2008 4:12 pm
Subject: Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs -
03/04/08
I prefer to mix my gas as well when I was running a 2 stroke that's just
another thing to worry about failing and it was never a problem carrying extra
oil buy a oil measuring cup from wicks aircraft I think it was and when you
fill up at an airport know how much you pumped in and use your measuring cup
to get the exact amount of oil then when the engine is running you know its
getting the lubrication it needs
Ellery Test flying KITFOX & XAir and working on my Mk3Xtra
do not archive
In a message dated 3/5/2008 4:02:40 P.M. Eastern Standard Time,
_imap8ntr@cox.net_ (mailto:imap8ntr@cox.net) writes:
Mark
I have had a 582 with no problems. I still prefered to mix my oil. I have
heard from more knowledgeable people that the oil injection is just one more
thing to go wrong and fail unlike mixing the oil NEVER fails. I would
certainly trust mixing oil if I was on a xc. Did a cross country of 300+ miles
once and just brought some oil with me. Either figured out how much was in the
gas tank and added the appropriate amount of oil or had a 5 gal jug along to
mix. I have also "heard" that one has less control with oil injection
because it doesnt adapt well when t he RPM changes. I fly trikes by the way
and
never thought of oil mixing as a pain. It was just my extra margin of safety.
Ivan
Phoenix, AZ
----- Original Message -----
From: _knowvne@aol.com_ (mailto:knowvne@aol.com)
(mailto:rotaxengines-list@matronics.com)
Sent: Wednesday, March 05, 2008 8:49 AM
Subject: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08
Rotax 503 Questions.. to all you 503 experts 8-)
I'm looking at the 503 for it's reliability record...
I'm considering Oil Injection to avoid pre mix issues when flying XC...
I'm also considering installing a clutch for the Prop...
What are the pros and cons of oil Injection vs premix and with & without a
clutch???
What's the best configuration???? What advantages does one set up have over
the other and why??
I'm looking to get my cake and eat it here ??? 8-)
Thanks
Mark
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| Subject: | Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08 |
Thanks Ellery=C2-
-----Original Message-----
From: ElleryWeld@aol.com
Sent: Wed, 5 Mar 2008 7:01 pm
Subject: Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs - 03/04
/08
I have put a lot of time on=C2-5 different 2 stroke
engines and I never had a carbon build up problem.
as far as what regulates the oil Throttle Position and
or RPM you will have to ask someone that is an expert on that I don't claim
to
be a 2 stroke professional=C2- even though I have a lot of time flying wit
h
them and I don't want to miss lead you on something I am not sure of
=C2-
Ellery in Maine Building MK3Xtra
do not archive
=C2-
In a message dated 3/5/2008 6:10:46 P.M. Eastern Standard Time,
knowvne@aol.com writes:
Hi
Guys=C2-
Thanks for getting back to me on this...
I can fully understand why you want to reduce any mechanical failure
potential....
BUT here is a question directed at the Pre mix approach...
If premixing is viewed as safer so to
maintain=C2-consistent=C2-lubrication
Isn't the motor ALSO more prone to carbon build up, Fowled plugs,
and
gumming of the carburetors=C2-especially if you go on long
=C2-reduced power glides???
With a consistent amount of Oil passing through the system Are=C2-you
Especially=C2-
prone to these sorts of problem ??? =C2-
Questions Regarding the Oil Injection systems:=C2-
As I understand it, =C2-Oil injection system do fail but they are
designed to=C2-regulate=C2-
the correct=C2-amount of Oil=C2-needed ......=C2-
NOW here is where I'm lost.... This =C2-regulated Oil is based on what
=C2-EXACTLY!!? =C2-
A) based only on engine=C2-RPMs=C2-
B)=C2-Throttle Position ???? =C2-
I don't see the two as the same thing ???
More oil for Higher RPM and less oil=C2-for Less RPMs seems to be what
we want
BUT An Engines RPM is not only increased=C2-by=C2-Throttle
position=C2-it =C2-can also be=C2-
increased by=C2-diving the plane...=C2-
Hence my Question is it =C2-throttle position =C2-or RPM of motor
that changes the
amount of oil being fed to the system..
If the answer is Throttle Position then this seems to be a good
justification for installing a CLUCH ...=C2-
In My mind this would prevent high motor RPMs =C2-which would under
lubricate the motor
when in a dive...
Would using a Clutch on the Prop be a good idea for a MOTOR that
has=C2-an Oil Injection=C2-
system if in fact Oil being supplied is based only on the throttle
Position???
Thanks Guys.. =C2-=C2-
Mark
-----Original Message-----
From: ElleryWeld@aol.com
rotaxengines-list@matronics.com
Sent: Wed, 5 Mar 2008 4:12 pm
Subject:
Re: RotaxEngines-List: Re: RotaxEngines-List Digest: 0 Msgs - 03/04/08
I prefer to mix my gas as well when I was running a
2 stroke=C2- that's just another thing to worry about failing and it was
never a problem carrying extra oil=C2- buy a oil measuring cup from wick
s
aircraft I think it was and when you fill up at an airport know how much y
ou
pumped in and use your measuring cup to get the exact amount of oil then
=C2-
when the engine is running you know its getting the lubrication=C2- it n
eeds
=C2-
Ellery Test flying KITFOX & XAir and working on
my Mk3Xtra
do not archive
=C2-
In a message dated 3/5/2008 4:02:40 P.M. Eastern Standard Time, imap8ntr@cox
.net writes:
Mark
I have had a 582 with no
problems.=C2- I still prefered to mix my oil.=C2- I have heard from
more
knowledgeable people that the oil injection is just one more thing to go
wrong and fail unlike mixing the oil NEVER fails.=C2- I would certainl
y
trust mixing oil if I was on a xc.=C2- Did a cross country of 300+ mil
es
once and just brought some oil with me.=C2- Either figured out how muc
h
was in the gas tank and added the appropriate amount of oil or had a 5 g
al
jug along to mix.=C2- I have also "heard" that one has less control wi
th
oil injection because it doesnt adapt well when t he=C2- RPM
changes.=C2- I fly trikes by the way and never thought of oil mixing a
s a
pain.=C2- It was just my extra margin of safety.
=C2-
Ivan
Phoenix,=C2- AZ
----- Original Message -----
From:
knowvne@aol.com
Sent: Wednesday, March 05, 2008 8:49
AM
Subject: RotaxEngines-List: Re:
RotaxEngines-List Digest: 0 Msgs - 03/04/08
Rotax 503 Questions.. to all you 503 experts 8-)
I'm looking at the 503 for it's reliability record...
I'm considering Oil Injection to avoid pre mix issues when flying XC...
I'm also considering installing a clutch for the Prop...
What are the pros and cons of oil Injection vs premix=C2-and with & witho
ut a clutch???
What's the best configuration???? What advantages does one set up have over
the other and why??
I'm looking to get my cake and eat it here ??? 8-)
Thanks
Mark
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