Today's Message Index:
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1. 03:31 AM - Re: IDLE RPM (Thom Riddle)
2. 06:10 AM - Re: IDLE RPM (Roger Lee)
3. 07:47 AM - Re: IDLE RPM (John Goodings)
4. 09:34 AM - Coolant temperature sensor (Fergus Kyle)
5. 09:33 PM - Rotax 912 Carburator Sockets Problem (Turbo_Boss)
Message 1
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When I owned an Allegro with 80 hp 912, I found it very difficult to get the airplane
to descend as steeply as I liked with the idle set higher than 1600 rpm.
In aircraft with lower glide ratios this is not a problem. If you keep the carburetors
well balanced/synchronized, the low compression 912 should idle quite
smoothly at 1500-1600 rpm with no gearbox chatter. The worse the carb balance,
the higher the rpm required to avoid unwanted gearbox stress.
--------
Thom Riddle
Buffalo, NY (9G0)
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x32
The truth will set you free. But first, it will piss you off.
- Gloria Steinem
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Message 2
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Hi Guys,
Thom, my CT has a glide ratio of 14:1. many people at first had high approaches
and landing speeds too fast. We all found out that flying a high glide ratio
quick handling plane is different from most GA aircraft. It is all in the set
up , lower, better approaches, slower speeds, early setup, better spot landings.
I use 3800-4200 in the late downwind and base. Then I reduce throttle to 2900-3000
rpm on final. I let that stay all the way to the ground. I have found
that it is all about setup and speed control and proper positioning in the pattern.
Many of the CT people can set it down in 1000' or hit a spot on the runway.
Flying a CT or an Allegro or any fast handling, high glide ratio plane makes
people a better pilot and helps hone their skills. No plane is really bad it
is all in what you get used to and how much you practice to make you better.
No matter if he is at 1600 or 3000 rpm at landing the stick will control his
speed and ultimately his sink rate. I personally don't think rpm is as big a factor
as people think, they just need to change the way they setup their landings
in their minds.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
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Message 3
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The following strategy comes from the person who was the chief engine
engineer for many years for Katana aircraft which then employed only the
certified Rotax 912 80 HP engine. It has worked well for us so far for 7
years with the uncertified 912S 100HP engine in our CH601HD Zodiac. We
set the idle at 1400 or so (it goes to 1600 when the engine is hot) to
have low RPM on shut-down - the only time we pull the throttle right back
with the engine running. Of course, one must pull the throttle right back
on start to engage the choke. BUT as soon as the engine starts, we set
the RPM to 2000 or slightly above to save the gear box. This is easy to
do because we have twin throttles with a good friction nut out of crashed
C-172s. Other throttle set-ups may not work as well for this strategy.
We hold some power on on final, and never have less than 2000-2200 RPM
even on touchdown. In summary, one can set the idle low, but essentially
never go below 2000 RPM when the engine is running.
John Goodings, C-FGPJ, CH601HD with R912S, Carp/Ottawa/Toronto.
Message 4
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| Subject: | Coolant temperature sensor |
Good day,
Perhaps I need a logic translator to prescribe the directions I read
from the following: (legal ramifications are NOT involved here)
In the Rotax 914 series Installation Manual sits a table on page
48/01JUL'08, above which the following text is set:
"Depending on the achieved maximum values of the cylinder head temperature
and the coolant temperature following action are necessary."
The table then exhibits 'maximum values for Coolant temperature and cylinder
head temperature', under which for certain values the corrective action is
"Additional instruments for displaying coolant temperature is necessary...."
Am I wrong or do I need to install a coolant temperature sensor to
see if I need to install a coolant temperature sensor?
I'm sorry to disturb otherwise normal activity to address this logic twist,
but I would appreciate any response applicable......
Cheers, Ferg
Message 5
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| Subject: | Rotax 912 Carburator Sockets Problem |
Hello guys,
I have problem with the Rotax 912 carburator sockets were the rubber get separated
from the steel insert part.
In my club, almost everybody with 912 engines, has exactly the same problem with
these carburator sockets showing the same type problem.
Please look at the pics. My 912 is like 18 months old and it only have 52 hours
of use and this part have fail. Also, you will see a white powder. I dont know
what is that.
Also, I was checking the net and found this company that produce 912 socket carburators
in USA and they say they are better than the Rotax ones.
http://jbmindustries.com/
Have any one have try these JBM 912 carburator sockets? Are they better?
THX,
Isaac
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