Today's Message Index:
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1. 05:19 AM - Re: I Love Left handed drill bits (Thom Riddle)
2. 05:30 AM - Re: Dynon EGT D180 Erratic (Thom Riddle)
3. 05:56 AM - Re: Re: Dynon EGT D180 Erratic (Jay Hyde)
4. 06:10 AM - Re: Dynon EGT D180 Erratic (FLYaDIVE)
5. 02:24 PM - Re: I Love Left handed drill bits (Roger Lee)
6. 02:30 PM - Re: Dynon EGT D180 Erratic (Roger Lee)
7. 06:17 PM - Engine starts to quit after airborne (namedroppers@juno.com)
Message 1
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| Subject: | Re: I Love Left handed drill bits |
Anyone who thinks that this connection needs thread locker clearly does not understand
that aluminum has a very high coefficient of friction. In use, there is
no external torque that would tend to loosen this connection. Applying thread
locker to this connection is unnecessary and a very bad idea.
--------
Thom Riddle
Buffalo, NY (9G0)
Don't worry about old age... it doesn't last very long.
- Anonymous
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404178#404178
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| Subject: | Re: Dynon EGT D180 Erratic |
Also, Rotax does not even specify EGT monitoring on the 912 series engines in their
installation manual. Even the Diamond Katana type certificated airplane with
912-F3 does not have an EGT gauge.
Without manual mixture control there is no real need for an EGT since the Bing
64s, when properly maintained, do a good job of maintaining safe and reasonably
appropriate mixtures at most density altitudes. Not as good as FI of course
which the 912-Si engine results have proven, but good enough for carburetors.
--------
Thom Riddle
Buffalo, NY (9G0)
Don't worry about old age... it doesn't last very long.
- Anonymous
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404179#404179
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| Subject: | Re: Dynon EGT D180 Erratic |
The most important reason for having EGT's is so that you can watch the
trend of the temperatures over time; they are excellent indicators of
pending failure if you use them this way.
Jay
-----Original Message-----
From: owner-rotaxengines-list-server@matronics.com
[mailto:owner-rotaxengines-list-server@matronics.com] On Behalf Of Thom
Riddle
Sent: 08 July 2013 02:30 PM
Subject: RotaxEngines-List: Re: Dynon EGT D180 Erratic
--> <riddletr@gmail.com>
Also, Rotax does not even specify EGT monitoring on the 912 series engines
in their installation manual. Even the Diamond Katana type certificated
airplane with 912-F3 does not have an EGT gauge.
Without manual mixture control there is no real need for an EGT since the
Bing 64s, when properly maintained, do a good job of maintaining safe and
reasonably appropriate mixtures at most density altitudes. Not as good as FI
of course which the 912-Si engine results have proven, but good enough for
carburetors.
--------
Thom Riddle
Buffalo, NY (9G0)
Don't worry about old age... it doesn't last very long.
- Anonymous
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404179#404179
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| Subject: | Re: Dynon EGT D180 Erratic |
John:
I have seen some really crazy exhaust systems being used with the Rotax
engine... I recall one on a Diamond Moto-Glider that made a 180 Deg turn.
The point being is: Variance in EGT between planes of the same type and
between cylinders on the same engine is greatly affected by Probe Location.
Things like unequal distance from the cylinder head, sharp turns, even
simple turns in one stack that are not in the other stack and of course I
mentioned; peak and trough of wave formation. But, YES, I would start with
the simple checks first; connectors and as Rick said - Swap probes. EGT is
a diagnostic tool, whether you have manual control over your mixture or
not, it can show trends. If you are use to seeing 1300 F on a regular
basis and all of a sudden the temp starts to drop say 200 F that is an
indication of a richer (not rich) running system. If you are running dual
carbs and you see a difference in one set of cylinders - Your carbs could
be going out of sync. Even in a fuel injected engine, if a cylinder is
running extra cool or extra rich that is an indication of injector or
airflow issues.
The real issue with EGT & CHT or for that matter ANY instrumentation is
COCKPIT FIXSATION - Not LQQKing out the window.
*Barry*
On Sun, Jul 7, 2013 at 10:43 PM, Richard Girard <aslsa.rng@gmail.com> wrote:
> Swap the probe with one from another cylinder and see if the problem
> follows the probe. That way you know the problem is the probe.
> Have you made sure you have good grounds for the Dynon.
>
> Rick Girard
>
>
> On Sun, Jul 7, 2013 at 2:27 PM, JohnF <n29cx@ridgeviewtel.us> wrote:
>
>>
>> One EGT reads in about correct range (+/-) 10-degrees of the other probe,
>> but it 'jumps up and down about 10 to 20 degrees.
>>
>> I am going to replace the probe's connectors that go to the D180 and if
>> that doesn't do it I probably will change the probe, but hesitate to spend
>> the money if it is not really necessary.
>>
>> Any suggestions?
>>
>>
>>
Message 5
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| Subject: | Re: I Love Left handed drill bits |
Hi Thom,
I comes with a dry blue Loctite from Bing. Either from the factory or if ordered
separately.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center - Heavy Maint. Rated
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404233#404233
Message 6
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| Subject: | Re: Dynon EGT D180 Erratic |
Personally I like EGT's.
EGT's used properly can give some good info for performance, jetting and engine
issues. They tend to read fast and give some indication on what's going on with
the burn inside the cyl. CHT's on the other hand are slow and don't indicate
as much because they are water cooled. The correct distance for an EGT sensor
on a Rotax exhaust pipe is 100mm or 3.9" out from the head. You do need to be
able to interpret what gauges are telling you and sometimes need to cross reference
one gauge to another to see if what it is telling you is real or a sender
only problem.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center - Heavy Maint. Rated
Home 520-574-1080 TRY HOME FIRST
Cell 520-349-7056
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=404236#404236
Message 7
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| Subject: | Engine starts to quit after airborne |
I own a Pipistrel Virus motorglider with a Rotax 912 UL. This is a high
wing aircraft like a Cessna. After installing a fuel pressure guage by p
lacing a T fitting between the fuel pump and the four way distribution b
lock and after changing the spark plugs the engine now sputters and want
s to quit after lifting off. Before I did this the engine ran fine so I
undid what I did. I put the original fuel line back with no T fitting, b
lew out all the fuel lines and took the carb fuel bowls off and cleaned
them out. The same fuel is in the tanks when it was running ok and I had
just taken a 40 minute trip so I doubt it's fuel contamination. I run t
he engine on the ground at full throttle with no problems. The only thin
g I didn't do was change the spark plugs back to the originals but I wou
ld think if that was the problem it wouldn't run ok on the ground. I'm t
hinking it might have something to do with the attitude of the aircraft
or maybe the ignition system is heating up ?????Any thoughts guys.Giovan
ni
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