Today's Message Index:
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1. 03:38 AM - Re: 447 analysis (lucien)
2. 04:12 AM - Re: 447 analysis (lucien)
3. 04:20 AM - Re: 447 analysis (dave)
4. 05:17 AM - Re: Re: 447 analysis (Catz631@aol.com)
5. 10:06 AM - 447 analysis (David Kulp)
6. 02:03 PM - Re: Re: Engine roughness Engine roughness (Clive Richards)
Message 1
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| Subject: | Re: 447 analysis |
dave wrote:
> Rick. you are saying pretty well what I am saying.
>
Heh, I'm used to getting push-back on this one, so nowadays to save time I generally just refer the doubters to Mark Smith of Tri-state Kite sales (www.trikite.com). He's flown and worked on the 447 and 503 since the 80's and still does several engines a week. He'll give you the scoop on how to operate them for the longest life and least trouble.
Most of the time, the guys who don't listen to me do listen to him once they see
that he's been working with them for over 30 years.
If not, well, it's your engine ;)
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309714#309714
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| Subject: | Re: 447 analysis |
dave wrote:
> David, 52 to 5400 is not a sweet spot and this is why you might be having issues.
I can run a 503 for 600 hour plus with oil injection at 5800 to 6000 rpm
with NO teardowns, de carboning etc- change plugs 100 to 150 hours.
>
This ought to tell you something too - going 600 hours with no teardowns or decarbs
just by itself is brinksmanship with a Rotax 2-stroke even when running it
right, not to mention running it too hard in addition.
But again, I've already done my time online with all this and now just refer guys
to Mark Smith for the way it really should be done with a 447/503.
Let's be careful out there, folks,
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309715#309715
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| Subject: | Re: 447 analysis |
Lucien, There are many of us running Rotax for over 30 years with no troubles.
I think Mark a great guy as well but the point is the original guy who asked is
running it on the low end and that is likely contributing to his troubles.
--------
Rotax Dealer, Ontario Canada
http://www.cfisher.com/
Awesome *New Forum *
http://rotaxaircraft.com/forum/
Realtime Kitfox movies to separate the internet chatter from the truth
http://www.youtube.com/profile_videos?user=kitfoxflyer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309717#309717
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| Subject: | Re: 447 analysis |
> Dick you suggested switching all the wires from one ignition module to
the other. Are they identical and can they be switched without harming
the engine? If we do this and the problem still occurs, but is on the
other mag, what does this tell us? If the problem still occurs but is on
the same mag, what does that tell us?<
What this should tell you is if the problem is with the modules or the
wiring. If the problem now goes to the other mag ,you have a wiring problem
(i.e.,: possible grounding of a "P" lead, open power lead,etc). You should be
able to switch plugs at the modules. It won't hurt the engine. You could
switch the wires at the mag switches if you have too. It is just a matter of
right becomes left...left is now right.
If the problem remains in the same "mag" after switching all the wires,
then the problem lies somewhere in the module to engine.
Case in point. I had a similar problem. When I did my mag check. on one
mag it would run rough and often quit.( the other was OK) I reversed the
wiring to the module and now the other mag was cutting out so I knew the problem
was in the wiring somewhere (probably a break ...which it was... in the red
wire)
I fixed that problem by cutting and splicing the offending wire but I
still had a drop on one mag(about 200 I think) but,it didn't quit. When I flew
the aircraft, you could feel the engine miss in flight.
After landing, I pulled all the plugs and "bomb" (spark) tested them in an
AC spark plug tester and low and behold one plug was intermittently firing
with a super weak spark. I chucked that plug and put in another new
one...problem solved. By the way all the plugs were new but I had a bad one so,
when
in doubt, test them!
Hope this helps as I know your frustration!
Dick
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Still more info on the care and feeding of the 447 Rotax. Thanks so
much! It's more than I could learn by flying it for hundreds of hours.
Thanks so much.
Dave Kulp
Bethlehem, PA
FireFly 11DMK
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| Subject: | Re: Engine roughness Engine roughness |
Hugh
I have only looked a while ago at an engine we have on
the bench as plane is not built yet but think you will find the modals
are Identical and as they are connected by plugs & Sockets you can swap
them over. Our engine is an old one & has a different arrangement on the
plugs to the current ones so if you need spares you need to get the
correct one.
>From your test the left module is faulty as when you kill the right
module the engine stops
Swap the P leads plugs at module end & if fault swaps moduals then
switch or P lead is faulty.
You previously mentioned disturbing a trigger coil lead if this lead
has gone open circuit this will stop that module working as it fires 2
cylinders.
I presume all was working ok originally but have you disturbed the
plugs ?
I notice from the manual that 2 plugs are fired at the same time by the
ignition coils so a faulty open plug will stop the engine if that modual
only is selected.
do not archive
Clive
From: Hugh McKay
To: rotaxengines-list@matronics.com
Sent: Sunday, August 22, 2010 1:45 AM
Subject: Re: RotaxEngines-List: Re: Engine roughness Engine roughness
OK guys, We have checked all the wiring everyone has suggested for
continuity:
"P" leads, Kill Switches, wires to all the ignition pick-ups, and the
two red wires going down to the engine (these two red wires are grounded
in the engine per the Rotax 912 engine wiring diagram, so we just
disconnected one end of each red wire on top of the engine and ohmed
each wire to ground and we got continuity. Therefore we assume the red
wires are good. We put everything back together and the engine did the
exact same thing. The engine started and ran, but had a slight roughness
to it. I ran it up to 2200 rpm and killed the left mag switch. There was
no drop in rpm at 2200. The engine continued to run. I then opened the
left mag switch and closed the right mag switch, and the engine died
(was killed) immediately. Same problem!!
Dick you suggested switching all the wires from one ignition module to
the other. Are they identical and can they be switched without harming
the engine? If we do this and the problem still occurs, but is on the
other mag, what does this tell us? If the problem still occurs but is on
the same mag, what does that tell us?
Still searching,
Hugh McKay
Allegro 2000 ELSA
Rotax 912 UL
N661WW
From: Catz631@aol.com
Sent: Saturday, August 14, 2010 10:31 AM
To: rotaxengines-list@matronics.com
Subject: Re: RotaxEngines-List: Re: Engine roughnessEngine roughness
Hugh,
Something else you might try is switching wires from one module to
the other and see if the problem follows.
Dick Maddux
Milton Fl
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