Today's Message Index:
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1. 04:52 AM - Re: 912 ULS Fuel Pressure (david park)
2. 10:39 AM - Re: 582 grey head ignition (blumax008@aol.com)
3. 07:54 PM - Re: 912 ULS Fuel Pressure (Richard Girard)
Message 1
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| Subject: | Re: 912 ULS Fuel Pressure |
I have exactly the same experience, this was after fitting the new
mechanical pump which operates at a slightly higher pressure, it didn't
happen before the new pump was fitted.?
The drop in pressure does not effect the engine performance but am wary
of switching the electric pump back on if required.
Regards Dave Park G-LDVO
On 21 Jul 2015, at 22:29, Carl <b.carl@sympatico.ca> wrote:
> HI Stan
> One year ago I had the same symptoms that you had. I believe this was
caused by the fact that the electric pump has a slightly higher pressure
than the engine pump and this causes the engine pump to stop pumping
while the electric pump is "on." This stagnation of fuel in the engine
pump during TO/Climb cause that fuel to vaporize and a momentary loss of
pressure when the electric pump is turned "OFF".
> I've moved my gascolator, filter and boost pump to the rear
compartment and firesleeved all the lines. I also ran a return line to
my right wing tank. Seam to have helped some but I still see the
pressure drop and the occasional warning light when I turn the boost
pump "OFF". Never affected the engine but always ready to reselect to
boost pump.
> After shutdown on a hot day burning auto fuel, put an ear close to the
engine pump; bet you will hear the fuel boiling.
> Carl
>
> ----- Original Message -----
> From: Stan Tew
> To: rotaxengines-list@matronics.com
> Sent: Monday, July 13, 2015 6:47 PM
> 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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Message 2
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| Subject: | Re: 582 grey head ignition |
Enough to go absolutely insane....
Tell me about it Bart.
I've been flying two cycle UL's since '78. I thought I knew all the mysteries of
the 2-cycle engine. Right.
Had a carb leaking fuel badly on my Hornet. Changed it. The replacement leaked
just as bad. Changed to a 3rd. carb...same thing.
All three were rather old carbs that used Ethanol back when I couldn't get E-free.
Finally, I took one (Bing 54) off my Trike that I knew worked okay and fitted it.
Didn't leak.
I consulted two old time 2-cycle operators: Beaver Borne in Reserve, LA and Rick
Davis in Naples, FL. They too were at a loss.
I took all carbs apart & found eroded Viton tips we're pretty sure was due to Ethanol
& causing the Viton to not seal properly - and causing fuel overflow into
float bowl and engine failure.
Bottom line, don't use E fuel. Photo was taken in 2010 when I couldn't get any
E-free fuel.
blumax008@aol.com
-----Original Message-----
From: Bart Rond <bartrond@hotmail.com>
Sent: Tue, Jul 21, 2015 5:49 pm
Subject: Re: RotaxEngines-List: 582 grey head ignition
Hi Richard and Guy,
Thanks for the tips, you were both right! So far I was able to track it down to
either the generator or the wires to ignition box 2. Sunday we switched out the
ign.box for a spare one and the problem stayed the same. I also measured the
coils in the generator, the kill switches and the wires that connect them, no
problem there. When I interchanged the connectors of the wires to the kill switches,
the problem moved to the other switch.
Today I mounted new connectors in the white and green wire between the generator
and the e-box, no change, the engine still stopped with ign2 ON and ign1 OFF.
Not all the time tough, but after a few minutes of taxiing!!
Then I was sure I had it fixed, when I cut the white and green wire close to the
generator housing and connected new wires instead. The engine kept running all
the time on both ignitions!!
So I cut the engine to put insulation on all connections and secure all wires with
tie-ripps, and then the downer occurred: the engine only ran on ign.1 and
ign.2 did NOT function anymore!
Enough to go absolutely insane....
To be continued!
Bart
Verstuurd vanaf mijn iPad
Op 19 jul. 2015 om 15:42 heeft Richard Girard < aslsa.rng@gmail.com> het volgende
geschreven:
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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Message 3
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| Subject: | Re: 912 ULS Fuel Pressure |
When I was growing up vapor lock was not an uncommon in the autos of the
50's and 60's. Now it's virtually unheard of. Why? The engines of the time
had block mounted fuel pumps. Fuel was pulled from the tank into a hot
engine compartment. Sound familiar? Now the fuel pumps are in the tank and
push fuel all the way to the injector rails. To keep the fuel, which is at
40+ psi, excess fuel is sent back to the tank to cool.
Rotax has had the return line in its recommended fuel system but have the
manufacturer's kept up with the rest of the system? A 912 ULS consumes 7
gallons an hour at full throttle. That's 1617 cu. in. of gas (air) that has
to be let in to the tank to replace the 1617 cu. in. of gas that's been
pumped out.
Do the simple things first and start with the basics. Check all vents to
make sure they are clear. Next, raise the tail of the aircraft to flight
position, disconnect the fuel line at the mechanical pump and time the fuel
flow for 6 minutes. Measure how much fuel ran out and multiply X 10.
That's the maximum fuel flow potential you can get to the pump. Until you
know that you're just casting about in the dark.
Rick Girard
do not archive
On Wed, Jul 22, 2015 at 6:51 AM, david park <dpark748@icloud.com> wrote:
> I have exactly the same experience, this was after fitting the new
> mechanical pump which operates at a slightly higher pressure, it didn't
> happen before the new pump was fitted.?
> The drop in pressure does not effect the engine performance but am wary of
> switching the electric pump back on if required.
> Regards Dave Park G-LDVO
> On 21 Jul 2015, at 22:29, Carl <b.carl@sympatico.ca> wrote:
>
> HI Stan
> One year ago I had the same symptoms that you had. I believe this was
> caused by the fact that the electric pump has a slightly higher pressure
> than the engine pump and this causes the engine pump to stop pumping while
> the electric pump is "on." This stagnation of fuel in the engine pump
> during TO/Climb cause that fuel to vaporize and a momentary loss of
> pressure when the electric pump is turned "OFF".
> I've moved my gascolator, filter and boost pump to the rear compartment
> and firesleeved all the lines. I also ran a return line to my right wing
> tank. Seam to have helped some but I still see the pressure drop and the
> occasional warning light when I turn the boost pump "OFF". Never affected
> the engine but always ready to reselect to boost pump.
> After shutdown on a hot day burning auto fuel, put an ear close to the
> engine pump; bet you will hear the fuel boiling.
> Carl
>
>
> ----- Original Message -----
> *From:* Stan Tew <stan2tew@gmail.com>
> *To:* rotaxengines-list@matronics.com
> *Sent:* Monday, July 13, 2015 6:47 PM
> *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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