Today's Message Index:
----------------------
1. 12:46 AM - Re: carb ice revisited (avid2008)
2. 09:33 AM - Use of Honda HP4M Oil in 912 UL (Goodone)
3. 06:04 PM - TCU Software help (Paul McAllister)
4. 06:37 PM - Re: Use of Honda HP4M Oil in 912 UL (jackandval)
5. 06:57 PM - Re: Use of Honda HP4M Oil in 912 UL (Hugh)
6. 08:28 PM - Re: Use of Honda HP4M Oil in 912 UL (Roger Lee)
Message 1
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| Subject: | Re: carb ice revisited |
, but how do you guys know if it was really icing without any confirmation and
have you ruled out all other possibilities? Without confirmation it still is speculation.
Roger, the reason I related the circumstances of my trouble(s) was to let you guys
estimate if it was or if it wasn't carb icing. I don't see what else it could
have been.
your statement that Bing carb is ice-proof is also a speculation without confirmation,
it works both ways.
Martin
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http://forums.matronics.com/viewtopic.php?p 5352#205352
Message 2
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| Subject: | Use of Honda HP4M Oil in 912 UL |
I have been using Honda HP4M semi-synthetic motorcycle oil in my Rotax 912 UL powered
aircraft. I have about 500 hrs. on the engine. This oil contains molybdenum
and I have been told that the folks at Lockwood say that it is a good oil
to use if your engine is not equipped with a slipper-clutch. The story goes
that Rotax will never approve this oil because they view Honda as a direct competitor.
The problem that I am having is that I now can only purchase the Honda
oil in 20W-50 and I feel that is a bit too heavy a weight for winter operations.
I have been thinking of going to Mobil 1 motorcycle oil for the winter months
and giving it a try. Are others using the Honda oil and do folks see any
problems with switching to Mobil 1?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 5377#205377
Message 3
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| Subject: | TCU Software help |
Hi all,=0A=0AI have a Rotax 914 in a Euopa Xs with about 850 hours on it.
- I connected up my laptop (Dell 630)-today to the TCU as I have many t
imes before and it would not connect.- The error message I got was "Drive
r does not support selected Baud Rate (4800). Chose 'Close' to terminate th
e application"- The message was a windows dialogue box, not an error mess
age from the 'tlr46.exe' application.=0A=0AI have used this software many t
imes before and to the best of my knowledge I have not changed anything on
my laptop.- I cannot find anything in the 'tlr46.exe' applcation that all
ows me to configure the buad rate.- I tried deleting the tlr46.cfg file a
nd re running the applcation, but the only things it asked were the COM por
t and VGA driver, no reference to baud settings.=0A=0AAnyhow, if anyone has
come accross this, I'd appreciate your ideas on how to debugg.=0A=0AThanks
,- Paul=0A=0A=0A
Message 4
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| Subject: | Re: Use of Honda HP4M Oil in 912 UL |
Why not used the new Rotax approved Aeroshell sport made for Rotax engines?
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http://forums.matronics.com/viewtopic.php?p 5435#205435
Message 5
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| Subject: | Use of Honda HP4M Oil in 912 UL |
I don't know where you are physically located, so I don't know your yearly
environmental flying conditions (i.e. temperature). I live in North Carolina
and have a 912 UL, and have been using Mobile 1 MX4T 10W40 for about two
years. This oil had a name change recently. It is now sold as Mobile 1
Racing 4T. It is the same oil, just sold with a new name. I guess the word
"Racing" helps sell the product. All that said it is an excellent oil. I
have had no problems. My engine has almost 150 hours. I would recommend it!
Hugh McKay
Allegro 2000
Rotax 912 UL
N661WW
-----Original Message-----
From: owner-rotaxengines-list-server@matronics.com
[mailto:owner-rotaxengines-list-server@matronics.com] On Behalf Of Goodone
Sent: Sunday, September 21, 2008 12:33 PM
Subject: RotaxEngines-List: Use of Honda HP4M Oil in 912 UL
I have been using Honda HP4M semi-synthetic motorcycle oil in my Rotax 912
UL powered aircraft. I have about 500 hrs. on the engine. This oil contains
molybdenum and I have been told that the folks at Lockwood say that it is a
good oil to use if your engine is not equipped with a slipper-clutch. The
story goes that Rotax will never approve this oil because they view Honda as
a direct competitor. The problem that I am having is that I now can only
purchase the Honda oil in 20W-50 and I feel that is a bit too heavy a weight
for winter operations. I have been thinking of going to Mobil 1 motorcycle
oil for the winter months and giving it a try. Are others using the Honda
oil and do folks see any problems with switching to Mobil 1?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 5377#205377
Message 6
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| Subject: | Re: Use of Honda HP4M Oil in 912 UL |
MULTI-VISCOSITY OILS
Viscosity refers to a liquid's resistance to flow, or in the case of motor oil,
how well it flows at low and high temperatures. Oil with a high viscosity can't
flow as quickly to engine parts at lower temperatures. A lower-viscosity oil
is more likely to fail at high temps.
Multi-viscosity oils (sometimes called multi-weight or multi-grade) were created
to provide the best characteristics of high and low viscosity. It's a common
misconception that multi-viscosity oil changes weight-thickening or thinning-as
temperature changes (e.g. that 20W-50 oil will be a 20-weight when it's cold
and a 50-weight when it's hot). What really happens is that polymers used to
create multi-grade oil chemically react to inhibit thinning at high temperatures.
At an operating temperature of 212 to 215 degrees, 20W-50 oil will not thin
more than 50-weight oil would at that temperature and will have the characteristics
of 50-weight when it's hot, but will never be thicker than the 20W base
weight.
The more polymers in the oil, the wider the potential viscosity range-but there
is a drawback. Polymer is plastic and can build up inside the engine, preventing
the rings from seating in the cylinders, and creating heavy deposits in the
heads. For that reason, multi-grade oils with a wide viscosity range (such as
10W-40 and 20W-50) are generally not recommended by Pure Power!
Instead of making motor oil with the conventional petroleum base, "true" synthetic
oil base stocks are artificially synthesized. Synthetic oils are derived from
either Group III mineral base oils, Group IV, or Group V non-mineral bases.
True synthetics include classes of lubricants like synthetic esters as well
as "others" like GTL (Methane Gas-to-Liquid) (Group V) and polyalpha-olefins (Group
IV). Higher purity and therefore better property control theoretically means
synthetic oil has good mechanical properties at extremes of high and low
temperatures. The molecules are made large and "soft" enough to retain good viscosity
at higher temperatures, yet branched molecular structures interfere with
solidification and therefore allow flow at lower temperatures. Thus, although
the viscosity still decreases as temperature increases, these synthetic motor
oils have a much improved viscosity index over the traditional petroleum base.
Their specially designed properties allow a wider temperature range at higher
and lower temperatures and often include a lower pour point. With their improved
viscosity index, true synthetic oils need little or no viscosity index
improvers, which are the oil components most vulnerable to thermal and mechanical
degradation as the oil ages, and thus they do not degrade as quickly as traditional
motor oils. However, they still fill up with particulate matter, although
at a lower rate compared to conventional oils, and the oil filter still
fills and clogs up over time. So, periodic oil and filter changes should still
be done with synthetic oil; but some synthetic oil suppliers suggest that the
intervals between oil changes can be longer, sometimes as long as 10,000 - 15,000
miles.
With improved efficiency, synthetic lubricants are designed to make wear and tear
on gears far less than with petroleum-based lubricants, reduce the incidence
of oil oxidation and sludge formation, and allow for "long life" extended drain
intervals. Today, synthetic lubricants are available for use in modern automobiles
on nearly all lubricated components, potentially with superior performance
and longevity as compared to non-synthetic alternatives. Some tests[citation
needed] have shown that fully synthetic oil is superior to conventional oil
in many respects, providing better engine protection, performance, and better
flow in cold starts than petroleum-based motor oil.
When choosing a motor oil for your bike, it is very important to understand the
temperature ranges that you use it in. Colder weather conditions require a multi
grade oil with a fairly low "cold" viscosity. If you are strictly drag racing
on very hot days, you would use a fairly thick "mono-grade" oil. Your bike's
owners manual has some rough guidelines, from there you need to experiment.
I live just north of San Francisco where the coldest temperature that I will
ever start my bike in is around 50F on a day that could get up to 93F. This fact
is very important and guides the choices in terms of viscosity.
SAE Motor Oil Grade cSt @100 C
0W - 3.8
5W 3.8 - 4.1
10W 4.1 - 5.6
15W -5.6-
##W-20 5.6 - 9.3
##W-30 9.3 - 12.5
##W-40 12.5 - 16.3
##W-50
16.3 - 21.9
##W-60 21.9 - 26.1
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
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http://forums.matronics.com/viewtopic.php?p 5449#205449
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