Today's Message Index:
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0. 12:12 AM - Just A Few More Days To Make Your List Contribution... (Matt Dralle)
1. 07:47 AM - Re: Re: 582 egt mismatch (Blumax008@aol.com)
2. 08:19 AM - Re: seeking comments on 914 (Bob Borger)
3. 03:55 PM - Re: seeking comments on 914 (Paul McAllister)
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| Subject: | Just A Few More Days To Make Your List Contribution... |
There is less than a week left in this year's List Fund Raiser and only a few short
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Matt Dralle
Matronics EMail List and Forum Administrator
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| Subject: | Re: 582 egt mismatch |
In a message dated 11/23/2009 12:37:47 P.M. Eastern Standard Time,
n757jh@yahoo.com writes:
Recently rebuilt 582, EGT difference 200-300F with front cyl being hotter.
Problem started showing up on first flight around the pattern when front
cyl reached 1300F.
Is that Joanne or Johann? If it's Johann, are you from South Africa?
Anyway, this is the guy with the "swelling Viton tip"...we think. When my
carb first started overflowing out of the vent tube, I found the the EGT on
that cylinder would rise about 200 EGT. It was a very reliable indicator of
fuel venting. Why? I don't know. But everytime the temp went up, I could
see a stream of fuel trailing me...(Trike). However it never got to 1300
like it did with you....about 1200 max with me but kept running just
fine...until it quit from fuel starvation last week.
Keep in mind this Viton tip swelling is just an idea so far...but what the
heck else can it be? We've done everything possible from compression
checks, visual cylinder inspections, complete changing of fuel lines, filter &
fuel pump, pump location & orientation. Everything but overhauling the damn
engine! We also know positive it's not electrical.
Message 2
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| Subject: | Re: seeking comments on 914 |
Ken,
Mountains & short strips. I guess you are leaning toward the 914 aren't you?
Both engines have reputations for reliability as long as they are properly operated and maintained. When they fail, it's usually a result of operator or maintenance error. I'd highly recommend attending one of the Rotax 9xx operations and maintenance courses before you start one for the first time. They are not your typical Lycoming or Continental. I have an album on my build web site ( http://www.europaowners.org/gallery2.php?g2_itemId=64472 ) devoted to the 9xx course I attended at Lockwood Aviation in Sebring, FL. Check it out. I just looked at it and all the text blocks related to the images are missing because the site managers are in the midst of an upgrade. But if you click on one of the pics the detailed text is there with the enlarged pic.
The 914 (115 HP) is turbocharged, but the 912S (100 HP) has high-compression pistons/rods,
so both are stressed more than the 912 (80 HP). Just stressed in
slightly different ways.
Maybe you should attend a Rotax 9xx course before you decide on the engine for
you. Be fully informed and have an opportunity to talk to the instructor and
others who can help steer you in the right direction for you application.
Just some random thoughts...
Check six,
Bob Borger
On Monday, November 23, 2009, at 11:33PM, "Ken Ryan" <keninalaska@gmail.com> wrote:
>
Message 3
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| Subject: | Re: seeking comments on 914 |
Hi Ken,
I see that you have already got a number of responses to your question. I have
a 914 in my Europa that has about 850 hours on it. In terms of maintenance I
did the following:
- Changed the oil every 25 and oil + filter every 50 using a synthetic blend(More
that what Rotax specify)
- Kept the carburetors balanced at all times.
- Replaced the plugs regularly and always ensured that they were correctly gapped
- Had the gear box shims checked every 300 hours (More that what Rotax specify)
- Keep the propeller dynamically balanced, that is to say, I had it balanced every
time I removed it.
- Used a pre heater in the winter
My engine has always been very reliable, but unfortunately developed a leak on
the crank case. I had the engine stripped and there was evidence of fretting,
which although happens is unusual. Just call me lucky I guess. The upside was
that when was a part the Rotax mechanic could not see any signs of wear in
any part of the engine. I asked him should I at least throw a set of rings in
it while it was apart but he assured me that it was a waste of money. The only
thing he wanted me to do was to change it to a fully synthetic oil.
Based on my experience a 914 should see the 1200 hour TBO and beyond if you take
care of it.
Would I buy one again.... I have to say at $30k + they sure are a chunk of change,
but in the right application they are a "kick ass" little engine. I easily
see 150 knots TAS in the 8000 ~ 12000 feet range for 28" of MP using 5.3 ~ 5.5
US gallons per hour. As many others have said, it depends on your mission profile.
Regards, Paul
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