Today's Message Index:
----------------------
1. 12:51 AM - Test (Randy Stout)
2. 02:09 AM - Re: 912S Hard Starting (Phil & Michele Miller)
3. 02:11 AM - Get scientific was Too many Zodiacs down! (Dr. Perry Morrison)
4. 02:20 AM - Re: automotive conversion observation (Phil & Michele Miller)
5. 04:37 AM - Status on my engine failure (Philip Polstra)
6. 05:07 AM - Re: 912S Hard Starting (CBRxxDRV@aol.com)
7. 10:16 AM - Re: 912S Hard Starting (Don Honabach)
8. 11:55 AM - Re: Too many Zodiacs down! (JERICKSON03E@aol.com)
9. 11:59 AM - (David Tellet)
10. 12:00 PM - Engine Selection (David Tellet)
11. 01:15 PM - Re: Engine Selection (Mike Fothergill)
12. 03:00 PM - Cold start Rotax (Dave Alberti)
13. 03:11 PM - Re: Engine Selection (Jeff & Marcia Davidson)
14. 03:16 PM - New builder (Rockin Rim Ranch, Inc.)
15. 03:17 PM - New builder (Rockin Rim Ranch, Inc.)
16. 03:17 PM - New builder (Rockin Rim Ranch, Inc.)
17. 03:17 PM - New builder (Rockin Rim Ranch, Inc.)
18. 03:43 PM - Re: Engine Selection (Jeff & Marcia Davidson)
19. 04:39 PM - Re: Engine Selection (Mike Fothergill)
20. 05:00 PM - Re: Too many Zodiacs down! (Larry McFarland)
21. 05:40 PM - Re: Too many Zodiacs down! (Ramperf@aol.com)
22. 05:48 PM - Re: Engine Selection (Ramperf@aol.com)
23. 05:58 PM - Re: 912S Hard Starting (Johann G.)
24. 06:00 PM - Re: 912S Hard Starting (David & Maria Lumgair)
25. 06:47 PM - Rotax 912 Primer Fitting Problem (Brenton Battles)
26. 09:34 PM - Re: Engine Selection (Pwalsh4539@aol.com)
Message 1
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--> Zenith-List message posted by: "Randy Stout" <r5t0ut@ev1.net>
Just testing. I haven't been receiving any messages lately, so I thought I'd test
the list.
Do not archive
Message 2
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| Subject: | 912S Hard Starting |
--> Zenith-List message posted by: "Phil & Michele Miller" <millerpg@ps.gen.nz>
Battery is 32 amp/hr. Leads are sized correctly for current draw and
distance from starter. Engine cranks over at 285rpm with mags off.
Technique is Rotax recommendation of full choke and throttle at idle
(ie: closed).
With mags on the engine cranks through a couple of compressions then
kicks and often stops dead as it kicks. The symptoms are exactly what
you would expect if the ignition timing was way too far advanced. Have
checked timing on all plugs and both left and right systems and it is
correct at 4 degrees BTDC. The jolts when it kicks cause the engine to
move harshly on the engine mounts (standard mounts as per ZAC plans).
After a few kicks the carbies flood badly which I think is due to the
floats bouncing and allowing fuel past the float valves.
Cheers,
Phil M
--> Zenith-List message posted by: Mike Fothergill
--> <mfothergill@sympatico.ca>
Hi;
My 912's have always started easily is sub zero weather. I fly all
winter. Use choke to start. Is the starter turning fast enough. ie what
size battery/wires? Check spark plug gap. Mike C-FRND CH-601HDS/912S UHS
Spinners
Message 3
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| Subject: | Get scientific was Too many Zodiacs down! |
--> Zenith-List message posted by: "Dr. Perry Morrison" <perrymorrison@yahoo.com>
It's very important to distinguish between failure types and their significance.
For me a failure from fuel contam, coolant loss, cracked distributor, shorted wire
etc says nothing. That's because (a) they happen to most engines (b) they can all
be easily prevented and most importantly (c) they don't indicate a systematic
and major
problem in the engine DESIGN.
Major structural failures in engines say much more. Broken metal like crankshafts,
valves, rods, heads, studs, fins and cases or seals say a lot more. Many of these
are much harder to rectify because they are components of an entire design-
meaning that fixing the problem shifts other aspects of the design as well. Although
sometimes they can be remedied with an easy fix such as say better cooling.
So, if if someone mentioned that a 912 failed, I would probably not look up from
the newspaper. But if they said it broke a crankshaft in flight and had less than
200 hrs and that this was the second one in 3 months, then I would definitely
sit up and pay attention.
The subaru failures over the last few years suggest a major structural problem
in these particular conversions that hasn't been evidenced in other subaru
conversions.
That may offend some people. Others may shrug their shoulders and either deny
it or judge it as an acceptable risk. That's up to each individual. But when engines
fail systematically in this way then there's little point in playing spin doctor.
As someone once said to me: "There's no point worrying. Either do something
or accept the consequences".
I suggest that a more scientific collection of the evidence/history takes place
and the affected parties try to solve it. But I don't think there's much point
in
denying that there is definitely something very wrong here IF what is expected
is a level of reliability that resembles that of an aero engine.
As someone who still (occasionally) flies on 2 strokes, I accept that I'm not
behind an aero engine and fly accordingly. But I certainly don't delude myself
that that engine won't stop in a heartbeat without any kind of warning. That's
because the cruel facts show that it will.
And there endeth the sermon!
Perry Morrison
Apart from individual judgements about risk and safety, the other main issue what
level of reliability do you expect (and paid for) and what have you
Don Walker <dwalk3dw@msn.com> wrote:
--> Zenith-List message posted by: "Don Walker"
Very true. My friend in Dallas had an engine out, Rotax 912, on his HDS and was
forced to land on the road on the side of a hill. don w.
do not archive
----- Original Message -----
From: Michel Therrien
Subject: Re: Zenith-List: Too many Zodiacs down!
--> Zenith-List message posted by: Michel Therrien
I think this is a good point. In my area, I remember
the S44 Mystere that went down and killed the pilot
during a test flight because of a Rotax 912 engine
failure (carburator failure I believe). There is
someonelse here that experienced forced landing after
an oil fitting broke in flight, resulting in loss of
oil and engine. Also a Rotax.
During a presentation at our local RAA chapter a few
years ago, a mechanic working on Lycoming engine was
discussing the various ADs for the engine and the many
failure that happened or could happen with the engine.
Very scary and it seemed to be very expensive to just
own one of those engines (At one point, Lycoming was
trying to resolve a problem with the oil pump and the
customer had to pay several times to get updates
during that experimentation period).
It seems to me that any engine can fail and as
builders, we should do our best to understand the
failures and make the corrections for our
installation. I'm not a pilot yet, but it appears
very clearly now that as pilot, we can also prepare
ourselves for engine failure and continue to walk even
after a severe accident.
Michel
do not archive
--- Ramperf@aol.com wrote:
> --> Zenith-List message posted by: Ramperf@aol.com
>
> Paul
> I have a hard time beleiving that you all
> would just give up on a
> Subaru engine because of one builder's problems. You
> are marking all builders or
> just one engine because of one builder. Ok, Stratus,
> has had his problems in
> areas that he has overlooked or left up to someone
> incompetent of doing the job,
> but don't use that to judge other builders. How many
> Rotax engines do you
> think have gone down? Lycom?Cont?Jabaru? And are
> they still using them , you bet!
> This maybe a "surface discussion" but I don't like
> being judged by the
> failures of others. Take the time to ask questions
> and do your homework, find out
> how many failures other builders have had and stay
> away from them! Not all
> builders build the same!!!!!!
> Thanks
> Ron
----------------------------
Michel Therrien CH601-HD
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
__________________________
Dr. Perry Morrison
Morrison Associates Pty Ltd
+61 08 89 88 4617
0408892638
perrymorrison@yahoo.com
__________________________
Message 4
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| Subject: | automotive conversion observation |
--> Zenith-List message posted by: "Phil & Michele Miller" <millerpg@ps.gen.nz>
Grant,
You're very welcome.
Much as I really like the 701, it's a pretty hopeless glider. Heh,
heh!!!
Do not archive
Cheers,
Phil M
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Grant
Corriveau
Subject: Re: Zenith-List: automotive conversion observation
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
Phil,
thanks. I guess sometimes the 'engine starts easier on the other side
of the airport'... (i.e. the grass is greener...).
Engines are complex pieces of machinery, so I guess ultimately, the only
way to avoid having to deal with their idiosyncracies --- is build a
glider!
Thanks again for the info.
--
Grant Corriveau
C-GHTF / HDS / CAM100
> From: "Phil & Michele Miller" <millerpg@ps.gen.nz>
> Reply-To: zenith-list@matronics.com
> Date: Fri, 20 Jun 2003 17:33:09 +1200
> To: <zenith-list@matronics.com>
> Subject: RE: Zenith-List: automotive conversion observation
>
> --> Zenith-List message posted by: "Phil & Michele Miller"
> <millerpg@ps.gen.nz>
>
> Grant,
>
> I wish it was that easy. I have a 912S with only 72 hours on it an it
> is an absolute pig to start when cold. There is no Rotax service agent
> here in New Zealand and we have been trying to solve this one for 14
> months with no success. The flight/troubleshooting ratio is probably
> about 1/20 since I have owned this plane. V-e-r-y
> f-r-u-s-t-r-a-t-i-n-g !!!!!
>
> Cheers,
> Phil Miller
> New Zealand (701)
direct advertising on the Matronics Forums.
Message 5
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| Subject: | Status on my engine failure |
--> Zenith-List message posted by: "Philip Polstra" <ppolstra@mindspring.com>
The salvage company finally managed to get the plane out. However, I have
to wait until Tuesday afternoon to have the engine torn down. So, as much
as I want some closure on the whole thing, I have to wait.
Message 6
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| Subject: | Re: 912S Hard Starting |
--> Zenith-List message posted by: CBRxxDRV@aol.com
In a message dated 6/21/03 5:09:45 AM Eastern Daylight Time,
millerpg@ps.gen.nz writes:
> Battery is 32 amp/hr. Leads are sized correctly for current draw and
> distance from starter. Engine cranks over at 285rpm with mags off.
> Technique is Rotax recommendation of full choke and throttle at idle
> (ie: closed).
>
> With mags on the engine cranks through a couple of compressions then
> kicks and often stops dead as it kicks. The symptoms are exactly what
> you would expect if the ignition timing was way too far advanced. Have
> checked timing on all plugs and both left and right systems and it is
> correct at 4 degrees BTDC. The jolts when it kicks cause the engine to
> move harshly on the engine mounts (standard mounts as per ZAC plans).
> After a few kicks the carbies flood badly which I think is due to the
> floats bouncing and allowing fuel past the float valves.
> Cheers,
> Phil M
>
Stopping dead in its tracks.........something is amiss.
Just a few more questions.
What size are the leads ? 4 , 6, or 8
How long are the leads?
Where is our ground cable attached?
Did your engine require and recieve the Stator as per the SB?
Have you ever tried starting on "L" or "R" instead of both ?
Are you using an electric fuel pump?
When it is warmed up is all well or is it still hard to start?
Ever try a different / larger / jump battery?
Sal Capra
Lakeland, FL
<A HREF="http://hometown.aol.com/cbrxxdrv/index.html">My Home Page
http://hometown.aol.com/cbrxxdrv/index.html
Message 7
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| Subject: | 912S Hard Starting |
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
I'd still be tempted to check the starter/battery/cable thing.
Even if the cables are sized correctly, if you have lots of connection
points in-between, you may be losing more AMPs than is realized. It
doesn't take much for the starter to not get enough power to spin the
engine quick enough especially when cold.
Have you tried doing a test hook up with a fully charged spare battery
that is directly connected to starter using 2GA wire at a relatively
short length(say less than 5 feet)?
Any way - just my 2 cents..
Don Honabach
-----Original Message-----
From: Phil & Michele Miller [mailto:millerpg@ps.gen.nz]
Subject: RE: Zenith-List: 912S Hard Starting
--> Zenith-List message posted by: "Phil & Michele Miller"
--> <millerpg@ps.gen.nz>
Battery is 32 amp/hr. Leads are sized correctly for current draw and
distance from starter. Engine cranks over at 285rpm with mags off.
Technique is Rotax recommendation of full choke and throttle at idle
(ie: closed).
With mags on the engine cranks through a couple of compressions then
kicks and often stops dead as it kicks. The symptoms are exactly what
you would expect if the ignition timing was way too far advanced. Have
checked timing on all plugs and both left and right systems and it is
correct at 4 degrees BTDC. The jolts when it kicks cause the engine to
move harshly on the engine mounts (standard mounts as per ZAC plans).
After a few kicks the carbies flood badly which I think is due to the
floats bouncing and allowing fuel past the float valves. Cheers, Phil M
--> Zenith-List message posted by: Mike Fothergill
--> <mfothergill@sympatico.ca>
Hi;
My 912's have always started easily is sub zero weather. I fly all
winter. Use choke to start. Is the starter turning fast enough. ie what
size battery/wires? Check spark plug gap. Mike C-FRND CH-601HDS/912S UHS
Spinners
direct advertising on the Matronics Forums.
Message 8
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| Subject: | Re: Too many Zodiacs down! |
--> Zenith-List message posted by: JERICKSON03E@aol.com
In a message dated 6/21/2003 12:18:08 AM Central Daylight Time,
orion@silcom.com writes:
> Guess I have sort of sounded off here...the problem with a few drinks on a
> Friday night...but having been in aviation for 40years either as a mechanic
> or as flight crew I do tend to get frustrated when there seems to be a lack
> of understanding of what we are doing
>
> Ed, Great comment's. Thanks for adding to the educational value of the list.
> You have helped to put things in perspective, as to our experimental
> airplanes.
>
> I'm close to the decision point on engine selection for my 701. All of the
> comments lately are of use in the process of choosing.
>
> As another A&P I do like the C. O-200,,, and the VW& Valley Re Drive as
> well. So, the pro's and con's of the way to go are at a tug of war.
>
> I would appreciate hearing what other 701 builders have to say about engines.
>
> Jerry 701SP, Wings in work
Message 9
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--> Zenith-List message posted by: David Tellet <telletdl@erols.com>
> List,
>
> I am at the last part of the center wing assembly sequence for my
> HD (just prior to bungee installation in the Zenith manual) but I'm not
> sure when I need to (or can) rivet in the seat structure, seatbelt side
> attachments etc. The manual seems to show the seats out of the section
> when attaching and aligning the rear fuselage section, but there
> doesn't seem to be an explicit step where the seats go back in and get
> riveted. Any thoughts?
>
> Thanks,
>
>
> David Tellet, 601HD, ~50% done
>
Message 10
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| Subject: | Engine Selection |
--> Zenith-List message posted by: David Tellet <telletdl@erols.com>
> List,
>
> I'm starting to jump the gun and look at engines for my HD. I
> know there are a lot of choices out there and a lot of advocates for
> each one. Right now I am looking for comments on power. I am debating
> between the nominal 80hp of the Jabiru 2200 and Rotax 912, or the 100+
> of the 3300 or 912S. I know that the top end on the draggy HD won't
> change much, but I wonder if there are other advantages of the larger
> engines (climb, prop matching ...).
>
> JustPlaneSteve seems to be satisfied with his 912 powered HD. Any
> other advise out there?
>
> Thanks,
>
>
> David Tellet, 601HD, ~50% done
>
Message 11
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
Hi;
I personally prefer the 912S, but will recommend that you delete the Jabiru
2200 from your list. The others are all OK.
Mike
C-FRND 912S
UHS Spinners
David Tellet wrote:
> --> Zenith-List message posted by: David Tellet <telletdl@erols.com>
>
> > List,
> >
> > I'm starting to jump the gun and look at engines for my HD. I
> > know there are a lot of choices out there and a lot of advocates for
> > each one. Right now I am looking for comments on power. I am debating
> > between the nominal 80hp of the Jabiru 2200 and Rotax 912, or the 100+
> > of the 3300 or 912S. I know that the top end on the draggy HD won't
> > change much, but I wonder if there are other advantages of the larger
> > engines (climb, prop matching ...).
> >
> > JustPlaneSteve seems to be satisfied with his 912 powered HD. Any
> > other advise out there?
> >
> > Thanks,
> >
> >
> > David Tellet, 601HD, ~50% done
> >
>
Message 12
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| Subject: | Cold start Rotax |
--> Zenith-List message posted by: "Dave Alberti" <daberti@execpc.com>
If using the standard Bing carbs with the cold start package on the side of
the carb it is absolutely imperative that the throttle plates be closed when
using the choke. If they are open the cold start circuit will not draw a
vacuum and thusly will not work. My 912S starts like a champ and several
have commented that they wish their engines started as well.
Dave
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Phil & Michele
Miller
Subject: RE: Zenith-List: automotive conversion observation
--> Zenith-List message posted by: "Phil & Michele Miller"
<millerpg@ps.gen.nz>
Grant,
I wish it was that easy. I have a 912S with only 72 hours on it an it is
an absolute pig to start when cold. There is no Rotax service agent here
in New Zealand and we have been trying to solve this one for 14 months
with no success. The flight/troubleshooting ratio is probably about 1/20
since I have owned this plane. V-e-r-y f-r-u-s-t-r-a-t-i-n-g !!!!!
Cheers,
Phil Miller
New Zealand (701)
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Grant
Corriveau
Subject: Re: Zenith-List: automotive conversion observation
>If I'd spent the extra 10,000 or so for the Rotax, I'd be able to just
drop the aircraft off at the local Rotax agent for annual tune-ups,
troubles, etc... But then, would I be able to afford that? ;-)
>The main thing that I'd probably benefit from is the many-thousands of
hours of experience that the engine has, and the information base that
exists so I don't have to be the first to experience the problem.
>So, my recommendation is: IF you like having your hands in the
machinery and solving problems, making solutions, etc. -- auto
conversion; IF youre less mechanically inclined and prefer a higher
flight/maintenance ratio -- aircraft engine. FWIW
--
Grant Corriveau
C-GHTF / HDS / CAM100
direct advertising on the Matronics Forums.
Message 13
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: "Jeff & Marcia Davidson" <jdavidso@fcc.net>
Mike Fothergill,
Just to delve a little deeper if I may, is your preference for the 912S
due to performance, reliability, prop selection, or other reasons?
Thanks ...
Jeff Davidson
CH601 HD
Message 14
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--> Zenith-List message posted by: "Rockin Rim Ranch, Inc." <dave@rockinrimranch.com>
After much research, I settled on the 912S for my 601HD. Now if I can only get
the big bucks together!
Dave
Message 15
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--> Zenith-List message posted by: "Rockin Rim Ranch, Inc." <dave@rockinrimranch.com>
After much research, I settled on the 912S for my 601HD. Now if I can only get
the big bucks together!
Dave
Message 16
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--> Zenith-List message posted by: "Rockin Rim Ranch, Inc." <dave@rockinrimranch.com>
After much research, I settled on the 912S for my 601HD. Now if I can only get
the big bucks together!
Dave
Message 17
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--> Zenith-List message posted by: "Rockin Rim Ranch, Inc." <dave@rockinrimranch.com>
After much research, I settled on the 912S for my 601HD. Now if I can only get
the big bucks together!
Dave
Message 18
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: "Jeff & Marcia Davidson" <jdavidso@fcc.net>
Mike Fothergill,
Just to delve a little deeper if I may, is your preference for the 912S
due to performance, reliability, prop selection, or other reasons? Thanks
...
Jeff Davidson
CH601 HD
Message 19
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
Hi;
I ran a 912 for about 800 hours on my 601HD which was converted to an HDS. The
only failure was the engine fuel pump. The Facet pump kept me up.(I leave the
Facet boost pump on all the time anyway) I then changed to a 912S which is running
great and also starts easily in cold weather. It has about 200 hours on it now.
The 912 installation is more complicated by all the plumbing required, but Keeping
cool is all important.
The Jabiru 3300 is much simpler to install, but choice of props is limited by high
RPM. They do run nice though.
Mike
Jeff & Marcia Davidson wrote:
> --> Zenith-List message posted by: "Jeff & Marcia Davidson" <jdavidso@fcc.net>
>
> Mike Fothergill,
> Just to delve a little deeper if I may, is your preference for the 912S
> due to performance, reliability, prop selection, or other reasons?
> Thanks ...
> Jeff Davidson
> CH601 HD
>
Message 20
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| Subject: | Re: Too many Zodiacs down! |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Subject: Re: Zenith-List: Too many Zodiacs down!
>
> I don't know about you but buying an engine out of a car, throwing rings
and
> bearings at it,installing aircraft carbs and a redrive does not make a
> Aeromotive engine, Thats why the failures. The engine was built to run
1500 to 2000
> rpms, with the parts involved not 4500 constant with the same parts.
That's
> just the start.
> I'm not going to soap box, (too,late)
> Ron
Ron,
The Subaru engine has an earlier history that was put
forward first for aircraft applications but the industry changed.
The engine still has a better history than earllier VW experimental
conversions. I'd take one of these over a 2-cycler or an air cooled
engine any day. You have to decide based on what your
preferences are. I'd rather be pulled into the air by a Stratus Subaru
than any Lyc, Continental or such because there are enough Soobs
with a good number of hours of flying history. The unfortunate few that
have problems are the cutting edge of what we resolve or fixate on.
If you want to read scary statistics, look up
the number of Piper Cherokee 140s that have crashed because of
engine or pilot and you'll find the list is so long that there just has to
be
a conspiracy or something is wrong with the airplane.
Nuff Said! I think Stratus has a good reputation and will not tarnish it
by ignoring what's occured in recent months without some positive reaction.
Do Not Archive
Larry McFarland - 601hds w/Stratus
Message 21
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| Subject: | Re: Too many Zodiacs down! |
--> Zenith-List message posted by: Ramperf@aol.com
Larry
I was not bashing Stratus you have taken my email to someone else out
of context. There was two before this one. I was talking about the
unprofessional.
Ron
Message 22
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: Ramperf@aol.com
David
Despite all the latest discussion on the Subaru, I still think it the
best (although I'm somewhat one sided on the subject). I have them in the 601
and 701 and with 140 hp RELIABLY the 601 climbs @1800fpm and will take 3
degrees more pitch in your prop and that will yeild 20mhp more at 4400.
Just a thought
Ron
Message 23
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| Subject: | 912S Hard Starting |
--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello Phil,
I am not a mechanic nor do I play one on TV, but I have had some oil under
my nails from engine tearing and braking, so I ask you, could the timing
still be incorrect?
Could it be that the timing wheels are not lined up correctly from the
factory? Just a thought. Because the engine is behaving like it is off time.
I know this has happened when changing time belt or chain in a car engine,
and the timing wheels are not at the correct markings.
The factory can make a mistake too.
Just something to check,
Best of luck with solving the starting problem,
Johann G.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Phil & Michele
Miller
Subject: RE: Zenith-List: 912S Hard Starting
--> Zenith-List message posted by: "Phil & Michele Miller"
<millerpg@ps.gen.nz>
Battery is 32 amp/hr. Leads are sized correctly for current draw and
distance from starter. Engine cranks over at 285rpm with mags off.
Technique is Rotax recommendation of full choke and throttle at idle
(ie: closed).
With mags on the engine cranks through a couple of compressions then
kicks and often stops dead as it kicks. The symptoms are exactly what
you would expect if the ignition timing was way too far advanced. Have
checked timing on all plugs and both left and right systems and it is
correct at 4 degrees BTDC. The jolts when it kicks cause the engine to
move harshly on the engine mounts (standard mounts as per ZAC plans).
After a few kicks the carbies flood badly which I think is due to the
floats bouncing and allowing fuel past the float valves.
Cheers,
Phil M
--> Zenith-List message posted by: Mike Fothergill
--> <mfothergill@sympatico.ca>
Hi;
My 912's have always started easily is sub zero weather. I fly all
winter. Use choke to start. Is the starter turning fast enough. ie what
size battery/wires? Check spark plug gap. Mike C-FRND CH-601HDS/912S UHS
Spinners
Message 24
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| Subject: | Re: 912S Hard Starting |
--> Zenith-List message posted by: "David & Maria Lumgair" <dlummy@visi.net>
Don,
I am with you completely with one exception - this statement...
> It doesn't take much for the starter to not get enough power to spin the
> engine quick enough especially when cold.
Seems to me that when electric motors (starters) are cold the are very
efficient - when they are hot...not so. hence the heat shield over the
starter on most vehicles.
This doesn't rule out the other possibilities though...wires, etc... Start
with the simple things - I think you are right on.
Dave
Message 25
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| Subject: | Rotax 912 Primer Fitting Problem |
--> Zenith-List message posted by: Brenton Battles <brentbattles@charter.net>
I just completed another annual condition inspection and chose to
replace a section of 1/4" fuel line due to some superficial external
cracks at one end. No big deal: the hose was in fine shape beneath the
surface. However, in replacing this 15" hose, the small "T" fitting
installed at the other end which is used to feed my
Lockwood/Rotax-supplied primer system broke at the juncture of the 1/8"
hose barb and the body of the "T". I never questioned the integrity of
this part when I installed it, but looking at it now it is evident that
this fitting is far from robust. I had the entire length of the fuel
line as well as the line to the primer pump well secured with numerous
ty-wraps so there was virtually no vibration to affect the fitting.
Had that fitting broken in flight, there would have been a source of
raw fuel - albeit small - potentially available for ignition. I
replaced the fitting with a standard 1/4 x 1/4x 1/4 tee and then
installed a reducer between it and the primer line.
I will call Lockwood next week to advise folks there I have worked with
and see if they might be moved to provide sturdier hardware.
Regards,
Brent Battles N16BZ 601 HD 912 400 hrs
Message 26
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| Subject: | Re: Engine Selection |
--> Zenith-List message posted by: Pwalsh4539@aol.com
David,
I have the HD with a 912 and gsc wood 3 blade ground ajustable prop. PLENTY
of power at gross weight, even on a hot (Texas) day. I fly from a 1500 ft
grass strip with obstacles at each end. Good climb as well. I am happy with my
setup. Of course, more power is better, I guess but I wouldnt change anything.
Patrick Walsh
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