Today's Message Index:
----------------------
1. 06:38 AM - Re: Re: 912 rough running below 3000 rpm (Pete Christensen)
2. 06:43 AM - Re: 582 grey head ignition (Richard Girard)
3. 06:47 AM - Re: 912 ULS Fuel Pressure (Richard Girard)
4. 06:51 AM - Re: 582 grey head ignition (blumax008@aol.com)
Message 1
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| Subject: | Re: 912 rough running below 3000 rpm |
A story about a Jabiru engine failure here: http://www.craigr.com/2011/11/0
9/forced-landing-in-the-jabiru/
"The second unexpected response was the disappearance of confidence I have i
n the Jabiru engine. This was actually the second engine failure we=99
ve had. The first engine lasted about 60 hours before a piston failed. My da
d discovered that problem while taking off one day. The engine just didn
=99t seem right, so he aborted his take-off just before lifting off. The rep
lacement engine they sent us had experienced the same problem during its ini
tial testing after being mounted on a new airplane. They replaced the engine
on that airplane, then replaced the failed piston in the bad engine and sen
t it to us. They assured us the replacement was like new, but then our last
=9Cnew engine=9D (which really was new) had failed after only 60 ho
urs. So we=99ve owned two Jabiru engines: One that failed catastrophic
ally after 60 hours, and one that failed catastrophically after 2.5 hours an
d again after 480 hours. That=99s an average of 180 hours between cata
strophic failures. At that rate we can expect a forced landing in a cow past
ure every 18 months. It=99s difficult to imagine what they can do to t
urn what appears to be a problem engine into one in which I can have confide
nce."
> On Jul 17, 2015, at 5:52 PM, Lowell Fitt <lcfitt3@gmail.com> wrote:
>
> FLYaDive,
> I just read your post relaxing with my phone then lunged at my computer. T
rue story. When I was building my first airplane in the late 90s, a friend s
tarted his as well. We were pretty much on a parallel course. Like you, he
was concerned about the abundance of service letters and bulletins from Rot
ax, so he opted for a Subaru EA-81 which was then supported by our kit plane
factory. The Subaru conversion company was completely, read COMPLETELY, sil
ent on anything at all and that gave him great comfort. I stayed with my g
ut feelings and went 912. I first flew in 1998 and subsequently put 900 hou
rs on mine. To this date, he has less than 40 on his and it has been up for
sale for at least ten years with no takers. I also have a very good frien
d who flies behind a Jabaru. I have helped him with some issues. The insid
e of his lower cowl looks like a catch basin for an oil change bay. He has h
ad one overhaul in less than 400 hours and now no longer has to re-torque th
e head bolts after every flight, but still adds oil after every flight. Nei
ther of these guys have ever been on any type of email list or forum.
>
> If you really feel that no news is good news, then good luck to you.
> Lowell Fitt
> From: FLYaDIVE
> Sent: Friday, July 17, 2015 11:03 AM
> To: rotaxengines-list@matronics.com
> Subject: RE: RotaxEngines-List: Re: 912 rough running below 3000 rpm
>
> If safety was his concern he would not be flying a Rotax!
>
> I am at a loss for words. I just do not understand why you guys are so lo
yal to an engine that has so many problems and poor designs. I read the Lyc
oming, Continental, Jabaru, Subaru, and WV sites, they do not have the ridic
ulous problems that Rotax does, and when a problem does surface they fix it b
y eliminating it. Not by living with it!
>
>> On Thursday, July 16, 2015, Richard Girard <aslsa.rng@gmail.com> wrote:
>> Congrats, Flynn,
>> Just to be safe, stay within gliding distance of your field for the next c
ouple of hours. A couple of years ago I had a piece of mystery crud come bac
k to block the main jet. Not fun.
>>
>> Safe skies,
>> Rick Girard
>> do not archive
>>
>>> On Wed, Jul 15, 2015 at 12:20 PM, Flynn Elliott <foxflynn@worldonline.co
.za> wrote:
online.co.za>
>>>
>>> Hi Roger,and all who offered advice,
>>> The rough running is now in the history books.
>>> After cleaning the carbs yet again, blowing air around and through every
>>> nook and cranny all over a white towel with no crud to be seen whatsoeve
r, I
>>> reassembeled the carbs with new jet 'o' rings etc. Put the carbs back on
and
>>> balanced with gauges then a borrowed Carbmate (which is fantastic to use
)
>>> Fired up the motor and to my great surprise my 912 was back to her old s
elf,
>>> smooth as silk.
>>> I sooo wish we found some crapp in the carbs if only to tell me the prob
lem
>>> !!
>>> Many many thanks for the help.
>>> Flynn
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> -----Original Message-----
>>> From: owner-rotaxengines-list-server@matronics.com
>>> [mailto:owner-rotaxengines-list-server@matronics.com] On Behalf Of Roger
Lee
>>> Sent: 03 June 2015 04:01 PM
>>> To: rotaxengines-list@matronics.com
>>> Subject: RotaxEngines-List: Re: 912 rough running below 3000 rpm
>>>
m>
>>>
>>> Hi Flynn,
>>>
>>> The carb must be off the engine and held upside down. Take a MM ruler an
d
>>> stand it upright (straight up) on the outside lip of the carb. Now slide
it
>>> over towards the float armature so you can see the ruler marks next to t
he
>>> float armature. The top of the float armature should be 10.5mm. If it is
not
>>> just bend the tab where the float needle is suspended to obtain the prop
er
>>> 10.5mm height. This is what controls the fuel level in the bowl as the
>>> floats push up against it. If it is off adjustment it can cause some
>>> flooding and rough running.
>>>
>>> --------
>>> Roger Lee
>>> Tucson, Az.
>>> Rotax Instructor & Rotax IRC
>>> Light Sport Repairman
>>> Home 520-574-1080 TRY HOME FIRST
>>> Cell 520-349-7056
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=442934#442934
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> -----
>>> No virus found in this message.
>>> Checked by AVG - www.avg.com
>>>
>>>
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.com/Navigator?RotaxEngines-List
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on
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>>>
>>>
>>
>>
>>
>> --
>>
>>
>> Believe those who are seeking the truth, doubt those who find it.
>> -Andre Gide
>>
>>
>>
>> ist" target="_blank">http://www.matronics.com/Navigator?RotaxEngines-Li
st
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>
>
> --
> Sent from Gmail Mobile
>
>
> href="http://www.matronics.com/Navigator?RotaxEngines-List">http://www.m
atronics.com/Navigator?RotaxEngines-List
> href="http://forums.matronics.com">http://forums.matronics.com
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>
>
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 2
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| Subject: | Re: 582 grey head ignition |
Bart, Don't know if you've had any luck with this issue, but here are some
more things to check.
Wire/Coil and Wire/Boot connection. Trim a quarter inch or so (6mm) from
the each end of the wire so that the screw inside the coil and boot can get
a firm connection. While you have the boots off, check them for proper
resistance, they should be 5 ohms. If they are too much more consider
replacing them. You can get generics that are 1/10 the price Rotax charges.
Test the spark plug leads, too. They're wire core and s/b zero ohms.
Test your mag switches for intermittent failure. Just use an ohm meter and
flip the switch a couple of dozen times and see if the switch has a failure.
Rick Girard
On Sun, Jul 12, 2015 at 2:19 PM, Guy Buchanan <gebuchanan@cox.net> wrote:
>
> I'm going to say broken ignition (not plug) wire. See this on the 912 all
> the time. Use a continuity tester with needles to poke through the
> insulation. Work the wires to find the break.
>
> Guy B.
>
> Sent from my iPod
>
> > On Jul 12, 2015, at 11:45 AM, Bart Rond <bartrond@hotmail.com> wrote:
> >
> >
> >
> > Hi fellow 2-stroke flyers,
> >
> > I am currently working on testruns and (hopefully) testflights with my
> restoration project Pulsar 1, equipped with Rotax 582 grey head.
> > A few testflights had to be cancelled, because one of the two ignitions
> failed in the run-up before take-off. So far, we could not find the cause
> of this failure.
> > It does not fail constantly, sometimes it works and sometimes it doesn't!
> > We suspect one of the ignition coils. Does anyone recognise this problem?
> >
> > Cheers, Bart
> >
> > Verstuurd vanaf mijn iPad
> >
> >
> >
> >
>
>
--
Believe those who are seeking the truth, doubt those who find it.
-Andre Gide
Message 3
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| Subject: | Re: 912 ULS Fuel Pressure |
Stan, Check for blockage of tank vents. 'Tis the season for mud daubers
after all.
Rick Girard
do not archive
On Tue, Jul 14, 2015 at 11:06 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> "T" a mechanical pressure gauge into your fuel line.
>
>
> john h
>
> Fort Lewis, WA
>
>
> *From:* owner-rotaxengines-list-server@matronics.com [mailto:
> owner-rotaxengines-list-server@matronics.com] *On Behalf Of *Stan Tew
> *Sent:* Monday, July 13, 2015 3:47 PM
> *To:* rotaxengines-list@matronics.com
> *Subject:* RotaxEngines-List: 912 ULS Fuel Pressure
>
>
> My 912 ULS mounted in my Rans S7-S has 438 hr. I replaced the old style
> mechanical pump as recommended by Rotax. I have an electric fuel pump and
> fuel pressure gauge. I usually take off with the electric pump running in
> addition to the mechanical pump. When I level off to cruise I turn off the
> electric pump. My pressure usually is about 4.5 psi. Last week I was flying
> and noticed the EIS warning light and it identified my fuel pressure to be
> about 0.9 psi. I quickly turned on the electric pump. The pressure went to
> about 3.5 psi. I flew back and landed without incident. The engine never
> faltered.
>
> Any suggestion on how to test the mechanical pump? Any suggestion on what
> the problem might be? I have not had opportunity to remove the cowl to make
> any visual checks.
>
> Stan Tew
>
> N29TD
>
>
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Believe those who are seeking the truth, doubt those who find it.
-Andre Gide
Message 4
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| Subject: | Re: 582 grey head ignition |
so that the screw inside the coil and boot can get a firm connection. While you
have the boots off, check them for proper resistance, they should be 5 ohms.
If they are too much more consider replacing them. You can get generics that are
1/10 the price Rotax charges.
Rick....
You just mentioned something that is dear to all our hearts. ($$$).
Could you tell us where to buy coil generics at 1/10th. the price of similar Rotax.
I was just shocked by the price of a single Bing 54 carb.
Thank You!
Bill in Tallahassee
blumax008@aol.com
-----Original Message-----
From: Richard Girard <aslsa.rng@gmail.com>
Sent: Sun, Jul 19, 2015 9:43 am
Subject: Re: RotaxEngines-List: 582 grey head ignition
Bart, Don't know if you've had any luck with this issue, but here are some more
things to check.
Wire/Coil and Wire/Boot connection. Trim a quarter inch or so (6mm) from the each
end of the wire so that the screw inside the coil and boot can get a firm connection.
While you have the boots off, check them for proper resistance, they
should be 5 ohms. If they are too much more consider replacing them. You can
get generics that are 1/10 the price Rotax charges. Test the spark plug leads,
too. They're wire core and s/b zero ohms.
Test your mag switches for intermittent failure. Just use an ohm meter and flip
the switch a couple of dozen times and see if the switch has a failure.
Rick Girard
On Sun, Jul 12, 2015 at 2:19 PM, Guy Buchanan <gebuchanan@cox.net> wrote:
I'm going to say broken ignition (not plug) wire. See this on the 912 all the
time. Use a continuity tester with needles to poke through the insulation. Work
the wires to find the break.
Guy B.
Sent from my iPod
> On Jul 12, 2015, at 11:45 AM, Bart Rond < bartrond@hotmail.com> wrote:
>
>
> Hi fellow 2-stroke flyers,
>
> I am currently working on testruns and (hopefully) testflights with my restoration
project Pulsar 1, equipped with Rotax 582 grey head.
> A few testflights had to be cancelled, because one of the two ignitions failed
in the run-up before take-off. So far, we could not find the cause of this
failure.
> It does not fail constantly, sometimes it works and sometimes it doesn't!
> We suspect one of the ignition coils. Does anyone recognise this problem?
>
> Cheers, Bart
>
> Verstuurd vanaf mijn iPad
>
>
>
>
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-Andre Gide
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