Today's Message Index:
----------------------
0. 12:53 AM - [Please Read] - Last Official Day of List Fund Raiser! (Matt Dralle)
1. 03:04 AM - Re: Problem solved. Rough running cured with carb heater (=?ISO-8859-1?Q?J=F3hann_J=F3hannsson?=)
2. 06:20 AM - Re: Problem solved. Rough running cured with carb heater (Roger Lee)
3. 08:57 AM - Re: Re: Problem solved. Rough running cured with carb heater (=?ISO-8859-1?Q?J=F3hann_J=F3hannsson?=)
4. 09:06 AM - Re: Re: Problem solved. Rough running cured with carb heater (GRAHAM SINGLETON)
5. 01:50 PM - Losing rpm on takeoff (Dave G)
6. 02:42 PM - Re: Losing rpm on takeoff (b d)
7. 02:53 PM - Re: Losing rpm on takeoff (GRAHAM SINGLETON)
8. 03:03 PM - Re: Losing rpm on takeoff (Dave G)
9. 03:25 PM - Re: Losing rpm on takeoff (FLYaDIVE)
10. 03:28 PM - Re: Re: Problem solved. Rough running cured with carb heater (=?ISO-8859-1?Q?J=F3hann_J=F3hannsson?=)
11. 03:38 PM - Re: Re: Problem solved. Rough running cured with carb heater (=?ISO-8859-1?Q?J=F3hann_J=F3hannsson?=)
12. 03:46 PM - Re: Losing rpm on takeoff (Guy Buchanan)
13. 03:54 PM - Re: Re: Problem solved. Rough running cured with carb heater (GRAHAM SINGLETON)
14. 03:56 PM - Re: Losing rpm on takeoff (b d)
15. 04:03 PM - Re: Losing rpm on takeoff (dave)
16. 04:09 PM - Re: Losing rpm on takeoff (Dave G)
17. 04:12 PM - Re: Problem solved. Rough running cured with carb heater (Roger Lee)
18. 04:17 PM - Re: Losing rpm on takeoff (FLYaDIVE)
19. 04:44 PM - Re: Losing rpm on takeoff (FLYaDIVE)
20. 05:33 PM - Re: Losing rpm on takeoff (Dave G)
21. 05:33 PM - Re: Losing rpm on takeoff (lucien)
22. 05:57 PM - Re: Re: Losing rpm on takeoff (Dave G)
23. 07:14 PM - Re: Losing rpm on takeoff (Noel Loveys)
Message 0
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | [Please Read] - Last Official Day of List Fund Raiser! |
Dear Listers,
Its November 30th and that means at least two things. For better or worse, its
my 47th birthday! But it also means that its that last official day of the
Matronics Email List Fund Raiser! If you been drooling over one of the really
nice gifts that are available this year with a qualifying Contribution, then
now is the time to jump on one!!
If you've been meaning to make a Contribution this month but have been putting
it off for some reason, NOW is the time!
I will be posting the List of Contributors in a few days, so you'll probably want
to be known as a person that supported the Lists!
I want to thank everyone that has so generously made a Contribution this year in
support of our Lists. It is your generosity that keeps this operation running
and I don't ever forget it. Hopefully everyone feels the same.
The List Contribution Web Site is fast and easy. Please support our habit by making
your Contribution right now:
http://www.matronics.com/contribution
Or, by dropping a personal check in the mail to:
Matt Dralle / Matronics
581 Jeannie Way
Livermore CA 94550
Thank you to all in advance!
Matt Dralle
Matronics Email List Administrator
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Rough running cured with carb heater |
Hello list members.
The problem my friend had with his Kitfox, Rotax 912 ul engine has
been solved.
The Needle jet was too small so he drilled it to 2,80 from 2,72. Runs
like it should in all rpm settings.
Thanks to all who provided us with ideas and solutions to the problem.
With all the ideas and information, we could pinpoint the troubled area.
Best regards from Iceland.
Johann G.
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb heater |
So the bottom line was the guy that rebuilt the carbs put the wrong jets/needle
in them?
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321781#321781
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb |
heater
Hello Roger.
No, the original owner used the plane in Florida or somewhere south
where the temps were higher than up north or even in Iceland, so the
jetting was according to Rotax, the standard setting.
But this jetting in our cold climate just did not provide enough fuel
in the mid range, so by drilling out the needle jet to the next size,
solved his problem. But I have the same engine, same jetting, same
temps, but do not have the box.
My carbs are getting the warmer air from the rear of the engine, but
his gets the cold air from above the gear box.
I hope if someone gets into a similar situation can learn something
from this experiment.
Best wishes,
Johann G.
Iceland.
On 30.11.2010, at 14:17, Roger Lee wrote:
> >
>
> So the bottom line was the guy that rebuilt the carbs put the wrong
> jets/needle in them?
>
> --------
> Roger Lee
> Tucson, Az.
> Light Sport Repairman - Maintenance Rated
> Rotax Repair Center
> Home 520-574-1080 TRY HOME FIRST
> Cell 520-349-7056
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=321781#321781
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb |
heater
Johann=0Ayes we did learn something thanks! You experience demonstrates tha
t the Bing =0Acarb doesn't properly compensate for temperature or altitude.
=0AAlso that obeying Rotax is not always the right thing to do. Be guided,
yes but =0Anot blindly led=0AIt's time Rotax gave us fuel injection perhaps
=0AGraham=0A=0A=0A=0A=0A=0A________________________________=0AFrom: J=F3han
n J=F3hannsson <joeing701@simnet.is>=0ATo: rotaxengines-list@matronics.com
=0ASent: Tuesday, 30 November, 2010 16:54:16=0ASubject: Re: RotaxEngines-Li
st: Re: Problem solved. Rough running cured with =0Acarb heater=0A=0A--> Ro
taxEngines-List message posted by: =?ISO-8859-1?Q?J=F3hann_J=F3hannss
on?= =0A<joeing701@simnet.is>=0A=0AHello Roger.=0A=0ANo, the original own
er used the plane in Florida or somewhere south where the =0Atemps were hig
her than up north or even in Iceland, so the jetting was according =0Ato Ro
tax, the standard setting.=0ABut this jetting in our cold climate just did
not provide enough fuel in the mid =0Arange, so by drilling out the needle
jet to the next size, solved his problem. =0ABut I have the same engine, sa
me jetting, same temps, but do not have the box.=0AMy carbs are getting the
warmer air from the rear of the engine, but his gets =0Athe cold air from
above the gear box.=0AI hope if someone gets into a similar situation can l
earn something from this =0Aexperiment.=0A=0ABest wishes,=0AJohann G.=0AIce
land.=0A=0A=0AOn 30.11.2010, at 14:17, Roger Lee wrote:=0A=0A> --> RotaxEng
ines-List message posted by: "Roger Lee" <ssadiver1@yahoo.com>=0A> =0A> So
the bottom line was the guy that rebuilt the carbs put the wrong jets/needl
e =0A>in them?=0A> =0A> --------=0A> Roger Lee=0A> Tucson, Az.=0A> Light Sp
ort Repairman - Maintenance Rated=0A> Rotax Repair Center=0A> Home 520-574-
1080 TRY HOME FIRST=0A> Cell 520-349-7056=0A> =0A> =0A> =0A> =0A> Read thi
s topic online here:=0A> =0A> http://forums.matronics.com/viewtopic.php?p
=321781#321781=0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A> =0A=0A=0A
===============
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Losing rpm on takeoff |
Looking for ideas here. My test pilot says he is losing about 500 rpm
upon becoming airborne. Has low rpm all during climb and is doubtful of
full power on cruise. EGT's appear fine, although he was not riveted on
the gauge having a few other things to watch.
I checked fuel flow and the function of the vacuum fuel pump to be ok. I
also had a look at the plugs and they look a little dark but not wet and
certainly not lean.
I did a one minute run at full power on the ground with no loss of rpm,
it pulls a little over 6200 static, EGT's run up to around 1100 but drop
off quickly with only a little pull back on the throttle and normally
run around 1000-1025 on a Westach gauge.
Currently reviewing a my documentation for ideas. Right now I'm leaning
toward doubting the tach.
Engine has 82 hours and was recently checked out by a service center.
Dave Goddard
KitFox IV 1050 / 582 / Warp
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
You might try adapting a simple manifold pressure guage (an automotive
vaccuum guage in other words) so you can get some additional data, another
point of reference. Record your aircraft attitude/angle of attack
(improvise a cheap protractor level mounted inside the cockpit) and speed
by GPS (not to be confused with altitude) although you may want to note
altitude as well.
It is possible that your prop is running more efficiently "at speed" and he
RPM drop is a factor of power to airspeed. It maybe a good thing. You cannot
necessarily depend on your airspeed indicator to make this assumption, I
would use a GPS to backup my airspeed. The manifold pressure is an
indication of power. The higher the manifold pressure, the higher the power
output.
I have to go but will write more later.
Bruce
run around 1000-1025 on a Westach gauge.
>
> Currently reviewing a my documentation for ideas. Right now I'm leaning
> toward doubting the tach.
>
> Engine has 82 hours and was recently checked out by a service center.
>
> Dave Goddard
> KitFox IV 1050 / 582 / Warp
>
> *
>
>
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Warp Drive props dp this. A fixed pitch WDrive on a Europa will always giov
e an =0Arpm drop during take off and early climb. It sounds to me that you
ae also a bit =0Acoarse.=0AGraham=0A=0A=0A=0A=0A___________________________
_____=0AFrom: Dave G <occom@ns.sympatico.ca>=0ATo: kitfox-list@matronics.co
m; rotaxengines-list@matronics.com=0ASent: Tuesday, 30 November, 2010 21:46
:59=0ASubject: RotaxEngines-List: Losing rpm on takeoff=0A=0A =0ALooking fo
r ideas here. My test pilot says he is losing about 500 rpm upon =0Abecomi
ng airborne. Has low rpm all during climb and is doubtful of full power
=0Aon cruise. EGT's appear fine, although he was not riveted on the gauge
having a =0Afew other things to watch. =0A=0A =0AI checked fuel flow and th
e function of the vacuum fuel pump to be ok. I also =0Ahad a look at the p
lugs and they look a little dark but not wet and certainly =0Anot lean.
=0A=0A =0AI did a one minute run at full power on the ground with no loss
of rpm, it =0Apulls a little over 6200 static, EGT's run up to around 1100
but drop off =0Aquickly with only a little pull back on the throttle and
normally run around =0A1000-1025 on a Westach gauge. =0A=0A =0ACurrently re
viewing a my documentation for ideas. Right now I'm leaning toward =0Adoub
ting the tach. =0A=0A =0AEngine has 82 hours and was recently checked out
by a service center. =0A =0ADave Goddard=0AKitFox IV 1050 / 582 / Warp=0A
===================0A
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Engine is a Rotax 582 two stroke, Though the sig would indicate that but
wanted to make sure respondents understood.
----- Original Message -----
From: Dave G
To: kitfox-list@matronics.com ; rotaxengines-list@matronics.com
Sent: Tuesday, November 30, 2010 5:46 PM
Subject: RotaxEngines-List: Losing rpm on takeoff
Looking for ideas here. My test pilot says he is losing about 500 rpm
upon becoming airborne. Has low rpm all during climb and is doubtful of
full power on cruise. EGT's appear fine, although he was not riveted on
the gauge having a few other things to watch.
I checked fuel flow and the function of the vacuum fuel pump to be ok.
I also had a look at the plugs and they look a little dark but not wet
and certainly not lean.
I did a one minute run at full power on the ground with no loss of
rpm, it pulls a little over 6200 static, EGT's run up to around 1100 but
drop off quickly with only a little pull back on the throttle and
normally run around 1000-1025 on a Westach gauge.
Currently reviewing a my documentation for ideas. Right now I'm
leaning toward doubting the tach.
Engine has 82 hours and was recently checked out by a service center.
Dave Goddard
KitFox IV 1050 / 582 / Warp
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Dave:
Not Enough Information...
YES you DEFINITELY should lose RPM when you pick the nose UP for rotation
and begin your climb.
Start with a STATIC reading - Record RPM
Then a high speed taxi and and the RPM should go UP - You are unloading the
prop. - Record RPM
Take Off and climb to 2500' AGL fly S&L - Record RPM & IAS & OAT
Establish S&L - From the S&L do a climb at 500 FPM, climb to 3500' AGL -
Record RPM during climb. YES - It should be less than S&L. How long did it
take for the climb? <-- Checking VSI
WHAT IS A VACUUM FUEL PUMP?
What gas are you running? The plugs should be gray to light brown.
I do not trust an analog Westach Gage.
1100 F for EGT sounds a bit low for full power - This with the color you
report for your plugs indicate you are running rich. BUT! This will vary
with EGT Probe location.
Do the IAS's fall in the correct ball park?
Hook up a simple automotive clip on tack to verify planes Tach accuracy. Or
use a PhotoTach for a comparison. <--- R/C guys use them - Borrow one.
Barry
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb |
heater
Hello Graham.
Yes the fuel injection is very timely for this engine. Other
competitors are even going to another type of fuel. Who knows, we may
even see an electric motor for kind of airplanes very soon???
Johann G.
Iceland.
On 30.11.2010, at 17:03, GRAHAM SINGLETON wrote:
> Johann
> yes we did learn something thanks! You experience demonstrates that
> the Bing carb doesn't properly compensate for temperature or altitude.
> Also that obeying Rotax is not always the right thing to do. Be
> guided, yes but not blindly led
> It's time Rotax gave us fuel injection perhaps
> Graham
>
>
> From: J=F3hann J=F3hannsson <joeing701@simnet.is>
> To: rotaxengines-list@matronics.com
> Sent: Tuesday, 30 November, 2010 16:54:16
> Subject: Re: RotaxEngines-List: Re: Problem solved. Rough running
> cured with carb heater
>
> J=F3hann_J=F3hannsson?= <joeing701@simnet.is>
>
> Hello Roger.
>
> No, the original owner used the plane in Florida or somewhere south
> where the temps were higher than up north or even in Iceland, so the
> jetting was according to Rotax, the standard setting.
> But this jetting in our cold climate just did not provide enough
> fuel in the mid range, so by drilling out the needle jet to the next
> size, solved his problem. But I have the same engine, same jetting,
> same temps, but do not have the box.
> My carbs are getting the warmer air from the rear of the engine, but
> his gets the cold air from above the gear box.
> I hope if someone gets into a similar situation can learn something
> from this experiment.
>
> Best wishes,
> Johann G.
> Iceland.
>
>
> On 30.11.2010, at 14:17, Roger Lee wrote:
>
<ssadiver1@yahoo.com
> >
> >
> > So the bottom line was the guy that rebuilt the carbs put the
> wrong jets/needle in them?
> >
> > --------
> > Roger Lee
> > Tucson, Az.
> > Light Sport Repairman - Maintenance Rated
> > Rotax Repair Center
> > Home 520-574-1080 TRY HOME FIRST
> > Cell 520-349-7056
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=321781#321781
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > ="http://www.aeroelectric.com">www.aeroelectric.com
> Matt Dror?RotaxEngines-List"
target="_blank">http://www.matronics.com/Navigator?
> ============
>
>
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb |
heater
Hello Graham.
Yes the fuel injection is very timely for this engine. Other
competitors are even going to another type of fuel. Who knows, we may
even see an electric motor for kind of airplanes very soon???
Johann G.
Iceland.
On 30.11.2010, at 17:03, GRAHAM SINGLETON wrote:
> Johann
> yes we did learn something thanks! You experience demonstrates that
> the Bing carb doesn't properly compensate for temperature or altitude.
> Also that obeying Rotax is not always the right thing to do. Be
> guided, yes but not blindly led
> It's time Rotax gave us fuel injection perhaps
> Graham
>
>
> From: J=F3hann J=F3hannsson <joeing701@simnet.is>
> To: rotaxengines-list@matronics.com
> Sent: Tuesday, 30 November, 2010 16:54:16
> Subject: Re: RotaxEngines-List: Re: Problem solved. Rough running
> cured with carb heater
>
> J=F3hann_J=F3hannsson?= <joeing701@simnet.is>
>
> Hello Roger.
>
> No, the original owner used the plane in Florida or somewhere south
> where the temps were higher than up north or even in Iceland, so the
> jetting was according to Rotax, the standard setting.
> But this jetting in our cold climate just did not provide enough
> fuel in the mid range, so by drilling out the needle jet to the next
> size, solved his problem. But I have the same engine, same jetting,
> same temps, but do not have the box.
> My carbs are getting the warmer air from the rear of the engine, but
> his gets the cold air from above the gear box.
> I hope if someone gets into a similar situation can learn something
> from this experiment.
>
> Best wishes,
> Johann G.
> Iceland.
>
>
> On 30.11.2010, at 14:17, Roger Lee wrote:
>
<ssadiver1@yahoo.com
> >
> >
> > So the bottom line was the guy that rebuilt the carbs put the
> wrong jets/needle in them?
> >
> > --------
> > Roger Lee
> > Tucson, Az.
> > Light Sport Repairman - Maintenance Rated
> > Rotax Repair Center
> > Home 520-574-1080 TRY HOME FIRST
> > Cell 520-349-7056
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=321781#321781
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > ="http://www.aeroelectric.com">www.aeroelectric.com
> Matt Dror?RotaxEngines-List"
target="_blank">http://www.matronics.com/Navigator?
> ============
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
On 11/30/2010 1:46 PM, Dave G wrote:
> Looking for ideas here. My test pilot says he is losing about 500 rpm
> upon becoming airborne. Has low rpm all during climb and is doubtful
> of full power on cruise. EGT's appear fine, although he was not
> riveted on the gauge having a few other things to watch.
Dave,
I once over-pitched my prop and had a hilarious outcome. I had
great static RPM off the stops but about 50' down the runway RPM started
to drop. By the time I got to 500' RPM was down to 5800 and by the time
I got to 1000' it plummeted to about 4700. Needless to say I wasn't
going anywhere. Best I can figure was that the prop was stalled static
and hooked up as I started moving forward. Now how that works with my
912 brethren who use 2 1/2d more pitch for the same prop spinning the
other way I can't figure. I only know that when I reduced pitch 1/2
degree everything worked "normally" with no drop on takeoff.
Guy Buchanan
Kitfox IV-1200 / 582-C / Warp 3cs / 500 hrs
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb |
heater
Johann=0Aunfortunately I'm not young enough to benefit, that is if the bure
aucrats in =0ABrussels allow us to fly at all! =0A=0AGraham=0A=0A=0A=0A=0A_
_______________________________=0AFrom: J=F3hann J=F3hannsson <joeing701@si
mnet.is>=0ATo: rotaxengines-list@matronics.com=0ASent: Tuesday, 30 November
, 2010 23:14:15=0ASubject: Re: RotaxEngines-List: Re: Problem solved. Rough
running cured with =0Acarb heater=0A=0A=0AHello Graham.=0A=0AYes the fuel
injection is very timely for this engine. Other competitors are =0Aeven goi
ng to another type of fuel. Who knows, we may even see an electric motor
=0Afor kind of airplanes very soon???=0A=0AJohann G.=0AIceland.=0A=0A=0AOn
30.11.2010, at 17:03, GRAHAM SINGLETON wrote:=0A=0AJohann=0A>yes we did lea
rn something thanks! You experience demonstrates that the Bing =0A>carb doe
sn't properly compensate for temperature or altitude.=0A>Also that obeying
Rotax is not always the right thing to do. Be guided, yes but =0A>not blind
ly led=0A>It's time Rotax gave us fuel injection perhaps=0A>Graham=0A>=0A>
=0A>=0A>=0A>=0A>=0A________________________________=0AFrom: J=F3hann J=F3ha
nnsson <joeing701@simnet.is>=0A>To: rotaxengines-list@matronics.com=0A>Sent
: Tuesday, 30 November, 2010 16:54:16=0A>Subject: Re: RotaxEngines-List: Re
: Problem solved. Rough running cured with =0A>carb heater=0A>=0A>--> Rotax
Engines-List message posted by: =?ISO-8859-1?Q?J=F3hann_J=F3hannsson?
= =0A><joeing701@simnet.is>=0A>=0A>Hello Roger.=0A>=0A>No, the original o
wner used the plane in Florida or somewhere south where the =0A>temps were
higher than up north or even in Iceland, so the jetting was according =0A>t
o Rotax, the standard setting.=0A>But this jetting in our cold climate just
did not provide enough fuel in the mid =0A>range, so by drilling out the n
eedle jet to the next size, solved his problem. =0A>But I have the same eng
ine, same jetting, same temps, but do not have the box.=0A>My carbs are get
ting the warmer air from the rear of the engine, but his gets =0A>the cold
air from above the gear box.=0A>I hope if someone gets into a similar situa
tion can learn something from this =0A>experiment.=0A>=0A>Best wishes,=0A>J
ohann G.=0A>Iceland.=0A>=0A>=0A>On 30.11.2010, at 14:17, Roger Lee wrote:
ahoo.com>=0A>> =0A>> So the bottom line was the guy that rebuilt the carbs
put the wrong jets/needle =0A>>in them?=0A>> =0A>> --------=0A>> Roger Lee
=0A>> Tucson, Az.=0A>> Light Sport Repairman - Maintenance Rated=0A>> Rotax
Repair Center=0A>> Home 520-574-1080 TRY HOME FIRST=0A>> Cell 520-349-705
6=0A>> =0A>> =0A>> =0A>> =0A>> Read this topic online here:=0A>> =0A>> http
://forums.matronics.com/viewtopic.php?p=321781#321781=0A>> =0A>> =0A>>
=0A>> =0A>> =0A>> =0A>> =0A>> =0A>> =0A>> ="http://www.aeroelectric.com">
http://wwsp; -Matt =0A>>Dror?RotaxEngines-List" target
="_blank">http://www.matronics.com/Navigator? =0A>> ===
===========0A>=0A>=0A>=0A>=0A>=0A>=0A>color="#000000"
face="courier new,courier">www.aeroelectric.com=0A>href="http://www.bu
ildersbooks.com">www.buildersbooks.com>=0A>href="http://www.homebuilthelp
.com">www.homebuilthelp.com>=0A>href="http://www.matronics.com/contributi
on">http://www.matronics.com/contribution=0A>=0A>href="http://www.matroni
cs.com/Navigator?RotaxEngines-List">http://www.matronics.com/Navigator?Rota
xEngines-List=0A>=0A>href="http://forums.matronics.com">http://forums.mat
==0A
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Dave, I'm back.
By using a mainfold pressure guage you are getting a reference to power. Not
an exact corellation but a reference. MP increases with power.
With a cheap angle protractor, you can get a reference to angle of attack.
You have RPM already.
True airspeed using a GPS is pretty close airspeed rather than IAS.
With these 4 variables you can begin to collect and understand your aircraft
better.
As your airplane picks up speed your prop becomes more efficient since it's
not slipping as it does at static on the ground. An increase in angle of
attack, (Observed on your cheapo inclinometer) - like climbing a hill in a
car will require more power (observed as an increase of MP on the MP guage),
thus causing your RPM to decrease, as it does in your car when climbing a
hill. However if your prop was not engaged with the air (for lack of a
better description) and if it was slipping and not biteing into the air, the
rpm would not decrease, it would stay closer to the same as static. Your RPM
should decrease with a climb and increase with decent. That is normal. To
find out what your actual charataristics are, you would record the 4
variables under different conditions and use as a baseline for future
references to see if anything has changed.
If however you are only concerned that the rpm is decreasing with attitude,
that is normal and not to be worried about unless you feel it's abnormal or
too low. That is why I suggested the more extensive test that I did. These
were down dirty and cheep ways to measure your ships performance if you want
to keep track of it. Remember it is also a factor of all metrological
conditions as well ie: temp, B pressure and and so on.
I hope that makes sense and is a help to you,
Bruce
On Tue, Nov 30, 2010 at 2:22 PM, b d <gpabruce@gmail.com> wrote:
> You might try adapting a simple manifold pressure guage (an automotive
> vaccuum guage in other words) so you can get some additional data, another
> point of reference. Record your aircraft attitude/angle of attack
> (improvise a cheap protractor level mounted inside the cockpit) and speed
> by GPS (not to be confused with altitude) although you may want to note
> altitude as well.
>
> It is possible that your prop is running more efficiently "at speed" and he
> RPM drop is a factor of power to airspeed. It maybe a good thing. You cannot
> necessarily depend on your airspeed indicator to make this assumption, I
> would use a GPS to backup my airspeed. The manifold pressure is an
> indication of power. The higher the manifold pressure, the higher the power
> output.
>
> I have to go but will write more later.
>
> Bruce
>
> run around 1000-1025 on a Westach gauge.
>
>>
>> Currently reviewing a my documentation for ideas. Right now I'm leaning
>> toward doubting the tach.
>>
>> Engine has 82 hours and was recently checked out by a service center.
>>
>> Dave Goddard
>> KitFox IV 1050 / 582 / Warp
>>
>> *
>>
>>
>>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
> Looking for ideas here. My test pilot says he is losing about 500 rpm upon becoming
airborne. Has low rpm all during climb and is doubtful of full power
on cruise. EGT's appear fine, although he was not riveted on the gauge having
a few other things to watch.
>
> I checked fuel flow and the function of the vacuum fuel pump to be ok. I also
had a look at the plugs and they look a little dark but not wet and certainly
not lean.
>
> I did a one minute run at full power on the ground with no loss of rpm, it
pulls a little over 6200 static, EGT's run up to around 1100 but drop off quickly
with only a little pull back on the throttle and normally run around 1000-1025
on a Westach gauge.
>
> Currently reviewing a my documentation for ideas. Right now I'm leaning toward
doubting the tach.
>
> Engine has 82 hours and was recently checked out by a service center.
>
> Dave Goddard
> KitFox IV 1050 / 582 / Warp
>
Dave, Your static RPM sounds in the right range 6000 t0 6300 IF your tach is
correct - Get a Tiny tach if you do not have one.
EGT gauge is only for reference not for actual temps but it might read accurate
- WHO KNOWS !! Plugs will tell you what is going on inside.
At cruise 5800 to 6000 RPM plugs should be med to light brown. MEd or darker is
too rich or too much pitch. You should be be using NGK BR8ES. If you do not
have the right plugs order some from Bob Robertson when you order the tiny tach
1-866-418-4164.
If your EGT are correct you should see 1100 to 1200 rpm in cruise no colder. Your
EGT are calibrated for 70 F right now the temps are about 20 to 30 F outside
do you are reading 50 F higher than it really is.
Cheers
Your needle clip should be in the 3 rd notch from the top but changing to the bottom
notch once temps are below 0 C ( 32 F) for the winter.
--------
Rotax Dealer, Ontario Canada
http://www.cfisher.com/
http://www.kitfoxflyer.com/
http://rotaxaircraft.com/forum/
Realtime Kitfox movies to separate the internet chatter from the truth
http://www.youtube.com/user/kitfoxflyer
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321854#321854
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Well, once again, it is a two stroke. Not a 912. two stroke would melt
running EGT's typical of a 912.
I should note that I am aware of the extreme feelings of some persons
regarding two strokes, no need to repeat them here thanks.
I got a couple of emails that say a warp prop will load up more as you
begin to move/ climb. I had understood load to be max at static load,
apparently this is not true?
Static is as I wrote, 6200
You wrote :
YES you DEFINITELY should lose RPM when you pick the nose UP for
rotation and begin your climb.
Are you indicating that climb RPM will be less than static RPM? This is
apparently what I am experiencing.
Vacuum fuel pump is a little misleading, the two strokes run a crankcase
port to a mechanical pump that uses vacuum/pressure from the engine to
pump fuel. I expect the two stroke guys knew what I meant.
----- Original Message -----
From: FLYaDIVE
To: rotaxengines-list@matronics.com
Sent: Tuesday, November 30, 2010 7:20 PM
Subject: Re: RotaxEngines-List: Losing rpm on takeoff
Dave:
Not Enough Information...
YES you DEFINITELY should lose RPM when you pick the nose UP for
rotation and begin your climb.
Start with a STATIC reading - Record RPM
Then a high speed taxi and and the RPM should go UP - You are
unloading the prop. - Record RPM
Take Off and climb to 2500' AGL fly S&L - Record RPM & IAS & OAT
Establish S&L - From the S&L do a climb at 500 FPM, climb to 3500' AGL
- Record RPM during climb. YES - It should be less than S&L. How long
did it take for the climb? <-- Checking VSI
WHAT IS A VACUUM FUEL PUMP?
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Problem solved. Rough running cured with carb heater |
Hi Johann,
Something is wrong some where. I have seen the Rotax 912 run in -20F weather and
never miss a beat. It seems like it has to be the wrong needle, wrong jets,
wrong needle clip position, some thing else in the carbs? You may have put a band-aide
on the problem, but might have not fully solved it?
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321856#321856
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Guy:
Your data does not make sense. If you were over pitch and started to roll
you would be unloading your prop and the RPM would Go UP. ANYTIME you start
your take off roll the RPM goes UP. If not.... Then something else is
wrong.
Even if you were under pitched there would be a increase in RPM ... Not as
much as if you had the correct pitch or over pitched... But it would still
go UP.
You had something else wrong and fixed it by mistake - not realizing it.
Barry
Dave,
> I once over-pitched my prop and had a hilarious outcome. I had great
> static RPM off the stops but about 50' down the runway RPM started to drop.
> By the time I got to 500' RPM was down to 5800 and by the time I got to
> 1000' it plummeted to about 4700. Needless to say I wasn't going anywhere.
> Best I can figure was that the prop was stalled static and hooked up as I
> started moving forward. Now how that works with my 912 brethren who use 2
> 1/2d more pitch for the same prop spinning the other way I can't figure. I
> only know that when I reduced pitch 1/2 degree everything worked "normally"
> with no drop on takeoff.
>
> Guy Buchanan
> Kitfox IV-1200 / 582-C / Warp 3cs / 500 hrs
>
> *
> *
>
>
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Dave:
Two Stroke engines use gas to cool more than four stroke engines. They also
have more raw gas being pumped over board in this cooling process. The EGT
will also be dependent on the location of the EGT Probe.
Flexible Props will increase in pitch as the RPM drops. This is why some
may say they load up.
BUT! Any time you point the nose UP the RPM will DROP. It is simple
physics. And it does NOT matter what prop is on the plane. It is Pitch and
Load that cause the RPM to drop.
YES - Climb RPM will ALWAYS be less that S&L ... BUT - Do not use the term
STATIC. When the plane is flying the prop is unloaded less than when it is
in a STATIC state. Unless you are doing something like a departure stall
and are full power and stalling at the same time.
Vacuum Fuel Pump is TOTALLY misleading and the wrong terminological... You
are using Crank Case Pressure to move the fuel.
You can't have it both ways... It is PRESSURE not "vacuum/pressure'.
Check for leaks in the Crank Case Pressure lines - Just in case you are not
getting good fuel flow.
Fly the test outline I sent and then we will have information to make a
real diagnosis.
Barry
PS:
I also do not understand why your Test Pilot does not understand
the princeables of flight. Is he qualified or just so excited to fly?
On Tue, Nov 30, 2010 at 7:05 PM, Dave G <occom@ns.sympatico.ca> wrote:
> Well, once again, it is a two stroke. Not a 912. two stroke would melt
> running EGT's typical of a 912.
>
> I should note that I am aware of the extreme feelings of some persons
> regarding two strokes, no need to repeat them here thanks.
>
> I got a couple of emails that say a warp prop will load up more as you
> begin to move/ climb. I had understood load to be max at static load,
> apparently this is not true?
> Static is as I wrote, 6200
> You wrote :
> YES you DEFINITELY should lose RPM when you pick the nose UP for rotation
> and begin your climb.
>
> Are you indicating that climb RPM will be less than static RPM? This is
> apparently what I am experiencing.
>
> Vacuum fuel pump is a little misleading, the two strokes run a crankcase
> port to a mechanical pump that uses vacuum/pressure from the engine to pump
> fuel. I expect the two stroke guys knew what I meant.
>
> ----- Original Message -----
> *From:* FLYaDIVE <flyadive@gmail.com>
> *To:* rotaxengines-list@matronics.com
> *Sent:* Tuesday, November 30, 2010 7:20 PM
> *Subject:* Re: RotaxEngines-List: Losing rpm on takeoff
>
> Dave:
>
> Not Enough Information...
>
> YES you DEFINITELY should lose RPM when you pick the nose UP for rotation
> and begin your climb.
>
> Start with a STATIC reading - Record RPM
> Then a high speed taxi and and the RPM should go UP - You are unloading the
> prop. - Record RPM
> Take Off and climb to 2500' AGL fly S&L - Record RPM & IAS & OAT
> Establish S&L - From the S&L do a climb at 500 FPM, climb to 3500' AGL -
> Record RPM during climb. YES - It should be less than S&L. How long did it
> take for the climb? <-- Checking VSI
>
> WHAT IS A VACUUM FUEL PUMP?
>
> *
> *
>
>
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Barry I understand you like to be a stickler for terminology, I'm not
and it's unlikely that I'll change. If you knew what pump I was
referring to, mission accomplished as far as I'm concerned. I know how
it works and how to rebuild it, I mentioned it only to make people aware
that it had been checked and it's fine, moving on.
My test pilot is quite accomplished thanks.
Now, I truly do appreciate the help, but I do not understand why you are
tossing in stuff I did not mention, I'm sure that everyone understands
that when you climb you are loading the engine and rpm may drop
somewhat, this is not what I am asking and at this point I am not
concerned about S&L.
Lets get down to basics. I tied the aircraft to a big heavy thing that
does not move... on the ground. I then started and warmed up the engine,
at full throttle in this state RPM is 6200 and the EGT's are around
1100. When the aircraft is flown, rpm drop below the rpm I experience
while the aircraft is stationary on the ground tied to a big, heavy
thing. I previously called this static RPM, it seemed easier and I
understood the term to be commonly used.
I am asking if anyone can help me to understand why a moving aircraft
might experience a lower RPM than one tied to a big heavy thing on the
ground as this strikes me as contrary to my previous understanding.
This is the only question I wish to address at this point. I did not
know that propellers slow down when they are tilted up, I expect this is
not what you meant.
Once again, I appreciate the attempt to assist. If I do not use the
language the way you wish, please try to adapt. Thanks.
----- Original Message -----
From: FLYaDIVE
To: rotaxengines-list@matronics.com
Sent: Tuesday, November 30, 2010 8:40 PM
Subject: Re: RotaxEngines-List: Losing rpm on takeoff
Dave:
Two Stroke engines use gas to cool more than four stroke engines.
They also have more raw gas being pumped over board in this cooling
process. The EGT will also be dependent on the location of the EGT
Probe.
Flexible Props will increase in pitch as the RPM drops. This is why
some may say they load up.
BUT! Any time you point the nose UP the RPM will DROP. It is simple
physics. And it does NOT matter what prop is on the plane. It is Pitch
and Load that cause the RPM to drop.
YES - Climb RPM will ALWAYS be less that S&L ... BUT - Do not use the
term STATIC. When the plane is flying the prop is unloaded less than
when it is in a STATIC state. Unless you are doing something like a
departure stall and are full power and stalling at the same time.
Vacuum Fuel Pump is TOTALLY misleading and the wrong terminological...
You are using Crank Case Pressure to move the fuel.
You can't have it both ways... It is PRESSURE not "vacuum/pressure'.
Check for leaks in the Crank Case Pressure lines - Just in case you
are not getting good fuel flow.
Fly the test outline I sent and then we will have information to make
a real diagnosis.
Barry
PS:
I also do not understand why your Test Pilot does not understand the
princeables of flight. Is he qualified or just so excited to fly?
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
occom wrote:
> Well, once again, it is a two stroke. Not a 912. two stroke would melt running
EGT's typical of a 912.
>
> I should note that I am aware of the extreme feelings of some persons regarding
two strokes, no need to repeat them here thanks.
>
> I got a couple of emails that say a warp prop will load up more as you begin
to move/ climb. I had understood load to be max at static load, apparently
this is not true?
> Static is as I wrote, 6200
>
>
This will for sure be the case if it's a taper tip prop (dont know about the square
tip). The way it works is the tips are essentially stalled at static airflows,
but then they unstall as the airflow picks up through the prop disk.
This happens for quite a range of airspeeds, which is how the prop manages to work
almost like a constant-speed and gives a very consistent load over a wide
range of speeds.
So the static rpm almost doesn't tell you anything. The first time I ran a taper
tip on my 912 I didn't understand how it worked. I added pitch until I got about
5200 static, but when I went out to do a taxi test, the rpm dropped and dropped
and dropped as I picked up speed just like the other poster said. By the
time I was at rotate speed (about 60mph or so) I was down to about 4700 rpm!
So basically you have to pitch for correct rpms when moving (i.e. just bumping
up against redline at max level speed and wide open, or for desired rpm at your
desired airspeed, i.e. 6300 or so for the 582).
The taper tip has a really wide speed range so you can get it just about spot on
by pitching for redline at max. level and you're pretty much done at that point.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=321865#321865
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Losing rpm on takeoff |
Thanks Lucien, this sounds quite close to what I am experiencing. It is
indeed a taper tip, my previous was a GSC which behaved much differently.
----- Original Message -----
From: "lucien" <lstavenhagen@hotmail.com>
Sent: Tuesday, November 30, 2010 9:30 PM
Subject: RotaxEngines-List: Re: Losing rpm on takeoff
> <lstavenhagen@hotmail.com>
>
>
> occom wrote:
>> Well, once again, it is a two stroke. Not a 912. two stroke would melt
>> running EGT's typical of a 912.
>>
>> I should note that I am aware of the extreme feelings of some persons
>> regarding two strokes, no need to repeat them here thanks.
>>
>> I got a couple of emails that say a warp prop will load up more as you
>> begin to move/ climb. I had understood load to be max at static load,
>> apparently this is not true?
>> Static is as I wrote, 6200
>>
>>
>
>
> This will for sure be the case if it's a taper tip prop (dont know about
> the square tip). The way it works is the tips are essentially stalled at
> static airflows, but then they unstall as the airflow picks up through the
> prop disk.
>
> This happens for quite a range of airspeeds, which is how the prop manages
> to work almost like a constant-speed and gives a very consistent load over
> a wide range of speeds.
>
> So the static rpm almost doesn't tell you anything. The first time I ran a
> taper tip on my 912 I didn't understand how it worked. I added pitch until
> I got about 5200 static, but when I went out to do a taxi test, the rpm
> dropped and dropped and dropped as I picked up speed just like the other
> poster said. By the time I was at rotate speed (about 60mph or so) I was
> down to about 4700 rpm!
>
> So basically you have to pitch for correct rpms when moving (i.e. just
> bumping up against redline at max level speed and wide open, or for
> desired rpm at your desired airspeed, i.e. 6300 or so for the 582).
>
> The taper tip has a really wide speed range so you can get it just about
> spot on by pitching for redline at max. level and you're pretty much done
> at that point.
>
> LS
>
> --------
> LS
> Titan II SS
>
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Losing rpm on takeoff |
Dave:
Barry is probably right in his description of the testing regimen but I
agree with you about getting back to basics. For me Getting back to basics
means making sure your tach is accurate. I'm willing to bet dollars to
doughnuts that your tachometer is reading way too high. If it is, thinning
the pitch will allow your engine to develop more torque.... hence more power
for takeoff.
No doubt you will be actively working on this so keep us informed.
Noel
From: owner-rotaxengines-list-server@matronics.com
[mailto:owner-rotaxengines-list-server@matronics.com] On Behalf Of Dave G
Sent: November 30, 2010 9:58 PM
Subject: Re: RotaxEngines-List: Losing rpm on takeoff
Barry I understand you like to be a stickler for terminology, I'm not and
it's unlikely that I'll change. If you knew what pump I was referring to,
mission accomplished as far as I'm concerned. I know how it works and how to
rebuild it, I mentioned it only to make people aware that it had been
checked and it's fine, moving on.
My test pilot is quite accomplished thanks.
Now, I truly do appreciate the help, but I do not understand why you are
tossing in stuff I did not mention, I'm sure that everyone understands that
when you climb you are loading the engine and rpm may drop somewhat, this is
not what I am asking and at this point I am not concerned about S&L.
Lets get down to basics. I tied the aircraft to a big heavy thing that does
not move... on the ground. I then started and warmed up the engine, at full
throttle in this state RPM is 6200 and the EGT's are around 1100. When the
aircraft is flown, rpm drop below the rpm I experience while the aircraft is
stationary on the ground tied to a big, heavy thing. I previously called
this static RPM, it seemed easier and I understood the term to be commonly
used.
I am asking if anyone can help me to understand why a moving aircraft might
experience a lower RPM than one tied to a big heavy thing on the ground as
this strikes me as contrary to my previous understanding. This is the only
question I wish to address at this point. I did not know that propellers
slow down when they are tilted up, I expect this is not what you meant.
Once again, I appreciate the attempt to assist. If I do not use the language
the way you wish, please try to adapt. Thanks.
----- Original Message -----
From: FLYaDIVE <mailto:flyadive@gmail.com>
Sent: Tuesday, November 30, 2010 8:40 PM
Subject: Re: RotaxEngines-List: Losing rpm on takeoff
Dave:
Two Stroke engines use gas to cool more than four stroke engines. They also
have more raw gas being pumped over board in this cooling process. The EGT
will also be dependent on the location of the EGT Probe.
Flexible Props will increase in pitch as the RPM drops. This is why some
may say they load up.
BUT! Any time you point the nose UP the RPM will DROP. It is simple
physics. And it does NOT matter what prop is on the plane. It is Pitch and
Load that cause the RPM to drop.
YES - Climb RPM will ALWAYS be less that S&L ... BUT - Do not use the term
STATIC. When the plane is flying the prop is unloaded less than when it is
in a STATIC state. Unless you are doing something like a departure stall
and are full power and stalling at the same time.
Vacuum Fuel Pump is TOTALLY misleading and the wrong terminological... You
are using Crank Case Pressure to move the fuel.
You can't have it both ways... It is PRESSURE not "vacuum/pressure'.
Check for leaks in the Crank Case Pressure lines - Just in case you are not
getting good fuel flow.
Fly the test outline I sent and then we will have information to make a real
diagnosis.
Barry
PS:
I also do not understand why your Test Pilot does not understand the
princeables of flight. Is he qualified or just so excited to fly?
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|