Today's Message Index:
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1. 05:48 AM - Re: re - Rough 912 UL Engine Operation when Pneumatically Bal (Catz631@aol.com)
2. 06:09 AM - Re: re - Rough 912 UL Engine Operation when Pneumatically Bal (Robert Borger)
3. 08:03 AM - Re: Re: re - Rough 912 UL Engine Operation when Pneumatically (Graham Singleton)
4. 10:16 AM - Re: re - Rough 912 UL Engine Operation when Pneumatically Bal (Roger Lee)
5. 10:19 AM - Re: re - Rough 912 UL Engine Operation when Pneumatically (Roger Lee)
6. 10:23 AM - Rotax / Kodiak and FAA (Roger Lee)
7. 11:15 AM - Re: Re: re - Rough 912 UL Engine Operation when Pneumatically (rparigor@suffolk.lib.ny.us)
8. 07:54 PM - Re: re - Rough 912 UL Engine Operation when Pneumatically (Roger Lee)
9. 08:09 PM - Re: Re: re - Rough 912 UL Engine Operation when Pneumatically Bal (Craig Payne)
Message 1
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Bal
Hugh,
I just wanted to mention another instrument for pneumatically balancing the
Bing carbs. I use a Twin Max balancer. It is used primarily for BMW
motorcycles and uses a single needle on a gauge to show the carb balance (no more
bouncing needles) It is drop dead simple and extremely accurate. I have owned mine
for over a year and have used it many times. No way will I go back to the old
method. You could do an online search to find one. I found mine on EBAY.
Dick Maddux
Rotax 912UL
Pensacola,Fl
**************One site keeps you connected to all your email: AOL Mail,
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Bal
Hugh,
You beat me to it! I agree completely.
I thought my 914 ran smoothly when I first started it. A friend who
was working with me said that the carbs didn't need balancing. I did
it anyway just for the experience and to see what happened. My
goodness! It is so smooth now you could put a full glass of water on
the radiator cap and it'd hardly wiggle.
The Twin Max is THE way to go for carb balance on a 9xx engine.
I have no stake in Twin Max. Just my 2=A2 from my experience, send any
flames to the bit bucket.
Check six,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(99.999% done) Essentially complete. Running Tests & Final Inspections.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Dec 12, 2008, at 7:47, Catz631@aol.com wrote:
> Hugh,
> I just wanted to mention another instrument for pneumatically
> balancing the Bing carbs. I use a Twin Max balancer. It is used
> primarily for BMW motorcycles and uses a single needle on a gauge to
> show the carb balance (no more bouncing needles) It is drop dead
> simple and extremely accurate. I have owned mine for over a year and
> have used it many times. No way will I go back to the old method.
> You could do an online search to find one. I found mine on EBAY.
> Dick Maddux
> Rotax 912UL
> Pensacola,Fl
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Roger Lee wrote:
>
> Sorry for the misunderstanding. I was just trying to be more clear and I guess
I muddied up the water. Forget I used the word lean out as that usually pertains
to adjusting the jets or needles.
>
> Just move the carb throttle lever or bowden cable so it gets less fuel. The
vacuum guage with the lower vacuum number is getting more fuel (pulling less vacuum).
Roger
Moving the throttle lever doesn't alter the mixture, lower vacuum means
more air as well as more fuel. Mixture should be constant. Just my two
cents of clarification to add
Graham
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Bal
An electronic "Syncromate" balancer is another good tool for carb balancing.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219083#219083
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Hi Graham,
Yeah, sorry about that. I did muddy the waters when I made a comment about mixture
and lean. I should have explained it differently. I thought it would be more
clear, but was just the opposite.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219084#219084
Message 6
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| Subject: | Rotax / Kodiak and FAA |
Kodiak (main Rotax distributor) is making some sweeping changes that will effect
a lot of maint individuals. This is driven by an FAA survey/audit around the
nation and with MFG's to help come in-line more with the ASTM standards. They
are trying to keep a tighter rein on maint quality control of their engines as
well as an idea as to who is working on them and to insure they are qualified.
So of these maint people who are not current, not taken and updated class or
only have the service class may be left behind if they don't get more involved
with classes, quality control and possibly tooling. Someone is trying to work
and help the little guy on the tooling aspect, but has not been decided yet.
I have just heard that Rotax has as low as 80%+ of the LSA and light plane market
and as high as 92% with the USA it's top buyer. Rotax really only has two
competitors and they really aren't a threat. Rotax distributors are now supposed
to tell someone who calls up looking for a service person of only the Rotax
QUALIFIED people and that means people that have the right type of service
rating for the work to be done and someone who is up to date with schooling and
with the proper tools.
Just a note as to what the different ratings from Rotax mean. By the way within
the next two weeks Rotax is going to have anyone claiming to be a repair center
or service facility fill out some paperwork. They want you to check off all
the Rotax tools you have, sign a form of Rules/Regs. as to how you will maint
and conduct business with their engine and under the Rotax name and they are
even telling people they will come out and inspect some of the so called repair
stations. You will have to take an update class once every two years and I think
there was another paper to sign, but I can't quite remember what it was.
(old age setting in )
If you have the "Service" rating you can drain the oil, do an inspection, balance
the carbs type things. You are not allowed to remove any components like a
fuel pump or gearbox or any thing else.
"Line" maint rated, You can now remove components off the engine that was covered
in that particular Rotax class. It would cover what is in the Line Maint Manual.
These items are fairly general in nature and very light maint., more inspection
type items with some testing included. This is mainly for small engine
components that you might find in a general maint inspection like a hose. For
example. You can remove the carbs for the 200 hr. rebuild, but you can't do the
work because the carb rebuild was taught in the "Heavy maint" class. You would
have to send them out or find a guy that is heavy maint rated to do the carb
rebuild. You could not remove the heads or rebuild the gearbox like when Rotax
recalled all those gearboxes to be redone. You could not take the gearbox
off and do an inspection. This was taught in the Heavy Maint class.
The "Heavy" Maint group can do everything right down to, but not including an overhaul.
This person can remove all the components, do inspections of the components,
remove the heads and cylinders or test components, but can not do an overhaul.
He can do a gearbox inspection after a prop strike, pull the heads for
a valve job, ect...
The "Overhaul" group of which there is darn few around and usually only the distributors.
It used to be that a Rotax 912ULS total overhaul (rebuilt engine) was about $8K,
but I heard yesterday that it is now about 70% of the cost of a new engine.
That makes it around $12.5K with a new engine in the $18K range.
This is really no difference than what the GA aircraft do now. Rotax is trying
to come in and be more main stream, professional and initiate better quality control.
This will not only affect individuals, but many LSA aircraft MFG's that
will need new Rotax schooling for their personnel.
This will do two things. Unfortunately many people will not comply and be out of
the SLSA maint and for some it will spur them onward. I think it will have a
bigger negative effect at first then come back around after a while. I do hope
after hearing some of the new changes that some of the distributors can change
Rotax's mind on a few details so as not to put overt pressure on the Rotax
maint. people. It is a new program and subject to some change I hope.
_________________
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219087#219087
Message 7
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| Subject: | Re: re - Rough 912 UL Engine Operation when |
Pneumatically
Hi Roger
Curiosity question, do you ever richen or lean the pilot air screws?
What input and parameters do you use for adjustment?
I have not yet run my 914 but hear that at lower RPMs on ground because of
the different length of intake manifold tracks, the front cylinders tend
to become blackened a bit due to fuel droplets forming thus running a bit
rich. At low percentages of power running a bit leaner may help out if it
does not cause much in the way of hesitation. By unscrewing pilot air
screw it will allow more air in thus cause mixture to become leaner.
Perhaps one would start what factory recommends, unscrewing lets say 1/8
turn at a time until hesitation when advancing throttle begins, then
richen a little by screwing in pilot air screws to point where hesitation
stops?
I will be modifying the intake track of our Europa XS powered by a 914 by
adding an intercooler that is at best a convoluted mess of plumbing. There
are planes flying with this arrangement, but I suspect that mixture could
be influenced at low speeds where turbo is not working too hard?
Have made several motorcycles much happier driving around at very low
throttle settings with above listed approach.
Thx.
Ron Parigoris
Message 8
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Hi Ron,
You are correct in your deductions. I usually start with the factory idle mixture
screw (i.e. 912ULS) set at 1.5 turns as per factory. At idle some engines do
seem to cause a dry black soot on the plugs, but that goes away when you fly
and no longer at idle. You can tweak the screws some to lean the idle mixture
out some. You are also right about the intake air tubes. A 1/8 turn at a time
will work just fine. Just fly/taxi each setting a time or two to make sure you
get good consistent idle time on the plugs when you look at them. I had some
black sooty plugs on my 912ULS on cylinders 2&4, but after I rebuilt the carbs
it went away.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219160#219160
Message 9
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| Subject: | Re: re - Rough 912 UL Engine Operation when Pneumatically |
Bal
Or buy a piece of clear tubing for a few bucks, add some colored water and
build a differential manometer:
http://www.powerchutes.com/manometer.asp
-- Craig
-----Original Message-----
From: owner-rotaxengines-list-server@matronics.com
[mailto:owner-rotaxengines-list-server@matronics.com] On Behalf Of Roger Lee
Sent: Friday, December 12, 2008 11:16 AM
Subject: RotaxEngines-List: Re: re - Rough 912 UL Engine Operation when
Pneumatically Bal
An electronic "Syncromate" balancer is another good tool for carb balancing.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Service Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219083#219083
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