Today's Message Index:
----------------------
1. 05:57 AM - Electronic Headsets.. (VideoFlyer@aol.com)
2. 06:08 AM - Re: Electronic Headsets.. (VideoFlyer@aol.com)
3. 06:12 AM - Re: Electronic Headsets.. (VideoFlyer@aol.com)
4. 07:00 AM - Re: Electronic Headsets.. (Randy Stout)
5. 07:22 AM - More decisions about buying the Rotax 912 for my 701 (george.mueller@aurora.org)
6. 07:22 AM - Re: Rivet sizing and part numbers (pilot4pay)
7. 08:28 AM - Re: More decisions about buying the Rotax 912 for my 701 (Frank Stutzman)
8. 09:04 AM - Re: Time to buy the 912S (billmileski)
9. 09:07 AM - Re: 601XL flap rib control plate (lwinger)
10. 11:03 AM - Re:701 Engine Choice (Zed Smith)
11. 12:07 PM - Re:OT Re:701 Engine Choice (Noel Loveys)
12. 12:27 PM - A new Evans Question (ricklach)
13. 01:08 PM - Re: A new Evans Question (LarryMcFarland)
14. 01:19 PM - Re: A new Evans Question (Bill Cardell)
15. 01:34 PM - Re: A new Evans Question (Ken Arnold)
16. 02:17 PM - Re: Re:701 Engine Choice (Randy L. Thwing)
17. 04:01 PM - 912s vs 912 ()
18. 05:17 PM - Re: A new Evans Question (ronlee)
19. 05:27 PM - Re: More decisions about buying the Rotax 912 for my 701 (Dan)
20. 06:19 PM - Re: More decisions about buying the Rotax 912 for my 701 (Dave Ruddiman)
21. 06:29 PM - Re: Electronic Headsets.. (Tim Shankland)
22. 06:53 PM - Re: Time to buy the 912S (RURUNY@aol.com)
23. 07:04 PM - Off topic, kinda on topic (RURUNY@aol.com)
24. 09:19 PM - Re: Off topic, kinda on topic (Dave Ruddiman)
25. 10:56 PM - Re: Electronic Headsets.. (Eddie G.)
26. 11:34 PM - Re: Re: A new Evans Question and 912 vs. 912S (Dabusmith@aol.com)
Message 1
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| Subject: | Electronic Headsets.. |
I recently converted a pair of headphones with the noise cancelling module
from Headsets, Inc. It was a fairly simple job and I'm happy with the results.
The cost, while not as much as most "off-the-shelf" systems, was about
$150...plus the headset.
Yesterday, I got a catalog/flyer from Harbor Freight. And in it I found a
pair of "electronic earmuffs." The ad says..."revolutionary technology blocks
out only sounds that exceed safety levels." It uses two AA batteries. And the
sale price is a whopping $9.99 ....regular cost is $19.99! What's the catch?
Has anyone ever used a pair of these ear muffs? Do they actually work? I
know.....if something sounds too good to be true, etc. etc.......
Here's the page on their website.....
http://www.harborfreight.com/cpi/ctaf/displayitem.taf?function=Search
Dave
601XL/Corviar
Message 2
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| Subject: | Re: Electronic Headsets.. |
Hmmm....I don't think the link that I sent works. If you search the Harbor
Freight web site, look for item number 92851.
Or try this link....maybe it will work.
Harbor Freight Tools - Quality Tools at the Lowest Prices
Dave
Message 3
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| Subject: | Re: Electronic Headsets.. |
OK....that link doesn't work either....sorry. If you search for item number
92851 you'll find it.
Dave
Message 4
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| Subject: | Electronic Headsets.. |
Try this one:
ELECTRONIC EAR MUFFS
<http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=92851>
http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=92851
Where did you see the $9.99. I got $19.99 from the web site.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21; http://www.mykitlog.com/r5t0ut/
n282rs at satx.rr.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
VideoFlyer@aol.com
Sent: Thursday, January 18, 2007 8:12 AM
Subject: Re: Zenith-List: Electronic Headsets..
OK....that link doesn't work either....sorry. If you search for item
number 92851 you'll find it.
Dave
Message 5
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| Subject: | More decisions about buying the Rotax 912 for my 701 |
I received some very helpful feedback from the list on experiences with
Rotax vendors, as it is time for me to buy the 912S for my 701. However
one response has stopped my in my tracks for now. It was from a 701 flyer
that had a 912S who wished he had the 80 HP 912. The advantages of the
80HP were: easier starting, doesn't shake the tail apart (although I have
redone all the HS mounts, both on the fuselage and HS in .063), the 100hp
only needed if flying floats, the only benefit without floats is you get a
bit of a boost on take off (I thought I might add floats down the road,
but it is not for sure, I might never get around to it and shortening take
off distance in a 701, well how short does it need to be?), the 912 S
needs a gearbox clutch and the prop alternatives are slightly more
limited, the 80hp has a lower price, slightly less fuel usage, less
vibration and somewhat higher reliability. My whole life I have always
considered more horsepower to be better, but now I am wondering.....I have
the Skyshops FWF so I am committed to the Rotax 912 ( I assume the FWF
fits the 912 or the 912s both, I ordered about a year ago and I can't
remember if I had to specify which engine, but I think both engines are
identical on the outside).
What has been the experience of the 80hp flyers vs the 100hp flyers?
I have to make a decision fast, as Rotax engine prices are going up $1,000
on Feb 1.
George in Milwaukee
Message 6
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| Subject: | Re: Rivet sizing and part numbers |
Thanks for all of those who took the time and effort to dig up information for
me. I have all the information now. I will need 2 heads for my puller, I can modify
them my self, and I have the data sheet for the specific rivet type used.
I had suspected it was the 1604, but wanted to be sure, not guess.
Looking forward to this project, just waiting for Can-Zac to schedule the next
rudder workshop to get started.
Any other 640 builders out there?
--------
Craig Smith
Future CH640 builder
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88599#88599
Message 7
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| Subject: | Re: More decisions about buying the Rotax 912 for my 701 |
On Thu, 18 Jan 2007, george.mueller@aurora.org wrote:
> the 100hp
> only needed if flying floats, the only benefit without floats is you get a
> bit of a boost on take off (I thought I might add floats down the road,
> but it is not for sure, I might never get around to it and shortening take
> off distance in a 701, well how short does it need to be?),
If I ever do get started on a 701, it is very likely that I am going to be
using it to fly into some fairly remote moutain strips. That extra 20 HP
might be very useful when the summer density altitude hits.
Just something to consider.
Frank Stutzman
Bonanza N494B "Hula Girl"
Hood River, OR (soon to be Boise, ID)
Message 8
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| Subject: | Re: Time to buy the 912S |
> George I hear nothing but good things about Lockwood.
Ditto. I didn't even buy my 912S from Lockwood, but they have been very very helpful
to me many times. If I bought again, I'd buy from them.
For what it's worth, I would consider the 912 instead of the 912S. I have significant
startup vibration with the 912S even with some efforts to reduce it, and
besides the ridiculous takeoff capability, I cruise well below 75% power all
the time, can approach Vne in horizontal flight, and have concluded that the
80hp version would be a very sensible match, with its lower cost, and lower compression.
It would probably cruise about right at 75%, give similar great short
field performance, tolerate wider fuel quality, burn slightly less gph (maybe),
and vibrate less. Just food for thought. Although in the resale world, some
might worry that people want the 912S instead..
Best of luck, and all of your options are great, I have a friend with a Jab 2200
in his newly completed 701 and it is really nice (performance figures not measured
yet)..
Bill Mileski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88629#88629
Message 9
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| Subject: | Re: 601XL flap rib control plate |
Thanks to all for the input and perspective.
Do not archive.
--------
Larry Winger
Tustin, CA
601XL #6493 from scratch
Tail done / Working on flaps
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88630#88630
Message 10
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| Subject: | Re:701 Engine Choice |
Don't remember the source, but if memory serves, Chris Heintz originally designed
the 701 with 50 or 60 horsepower in mind.....earlier plans/kits used the 2-stroke
Rotax 582.
If more power and less vibration are of concern the PT-6A might work.
Regards to all,
Zed/701/r912/90+%/etc/do not archive
Message 11
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| Subject: | Re:701 Engine Choice |
Definitely would have more power and less vibration..... Maybe put the wins
on the hub and spin the plane...
Noel
Only kidding ... Do not archive
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Zed Smith
> Sent: Thursday, January 18, 2007 3:31 PM
> To: zenith-list@matronics.com
> Subject: Zenith-List: Re:701 Engine Choice
>
>
>
> Don't remember the source, but if memory serves, Chris
> Heintz originally designed the 701 with 50 or 60 horsepower
> in mind.....earlier plans/kits used the 2-stroke Rotax 582.
> If more power and less vibration are of concern the PT-6A might work.
> Regards to all,
> Zed/701/r912/90+%/etc/do not archive
>
>
>
>
>
>
Message 12
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| Subject: | A new Evans Question |
I have read all the "SB" and all the thoughts posted on this List and I am undecided
about which way to go. I have read on this List that the Evans product
dose not pull as much heat out of the motor as the 50/50 mix dose. So all other
things left unchanged, the engine will run hotter with Evans than with the
50/50 mix. I have also read post that say it is FLAMABLE, see link below. If this
is true and a leak accurse in the cooling system near an exhaust pipe that
could be a big deal. The Evans product defiantly works at a higher temperature
than the 50/50 mix dose, but Im not so sure thats enough to make it worth changing.
:(
Link to one Flammable post:
http://forums.matronics.com/viewtopic.php?t=21513&highlight=sb912043king the change considering the drawbacks.
Rick
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88669#88669
Message 13
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| Subject: | Re: A new Evans Question |
Rick,
You are probably right about reconsidering use of a Evans coolant mix.
If you worry about cooling at all, the first concerns should be if you
have adequate cooling at all or are you at the edge of overheating.
Evans doesn't resolve that by simply not boiling off. Excessive temps
localized to spots within the engine should not be allowed to occur in
the first place. Different if you are using an unlimited race car
stripped of everything to achieve a brief maximum. The airplane engine
needs consistent cooling while idling, taxiing or climbing out of the
pattern. Evans is not an end run around a mediocre cooling situation.
When antifreeze 50/50 provides the advantage in real cooling, I'd be
unlikely to trade off to the promise of better control of excessively
high temps when a proper radiator and hoses should do the job. Without
the flame issue, most good cooling designs don't need the extra cost,
complexity, special handling and change that goes with a "special coolant".
Larry McFarland - 601HDS at www.macsmachine.com
ricklach wrote:
>
> I have read all the "SB" and all the thoughts posted on this List and I am undecided
about which way to go. I have read on this List that the Evans product
dose not pull as much heat out of the motor as the 50/50 mix dose. So all other
things left unchanged, the engine will run hotter with Evans than with the
50/50 mix. I have also read post that say it is FLAMABLE, see link below. If
this is true and a leak accurse in the cooling system near an exhaust pipe that
could be a big deal. The Evans product defiantly works at a higher temperature
than the 50/50 mix dose, but Im not so sure thats enough to make it worth
changing. :(
>
> Link to one Flammable post:
> http://forums.matronics.com/viewtopic.php?t=21513&highlight=sb912043king the change considering the drawbacks.
>
> Rick
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=88669#88669
>
>
>
Message 14
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| Subject: | A new Evans Question |
Most of the listed benefits can be achieved with slightly lower antifreeze concentrations
(which improve heat transfer over a 50/50 mix) and higher pressure
rad cap, which raises the boiling point.
TurboDog's Dad
Bill Cardell
www.flyinmiata.com
1-800-FLY-MX5S
970-242-3800
-----Original Message-----
From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of LarryMcFarland
Sent: Thursday, January 18, 2007 2:07 PM
Subject: Re: Zenith-List: A new Evans Question
--> <larry@macsmachine.com>
Rick,
You are probably right about reconsidering use of a Evans coolant mix.
If you worry about cooling at all, the first concerns should be if you have adequate
cooling at all or are you at the edge of overheating.
Evans doesn't resolve that by simply not boiling off. Excessive temps localized
to spots within the engine should not be allowed to occur in the first place.
Different if you are using an unlimited race car stripped of everything to achieve
a brief maximum. The airplane engine needs consistent cooling while idling,
taxiing or climbing out of the pattern. Evans is not an end run around a mediocre
cooling situation.
When antifreeze 50/50 provides the advantage in real cooling, I'd be unlikely to
trade off to the promise of better control of excessively high temps when a
proper radiator and hoses should do the job. Without the flame issue, most good
cooling designs don't need the extra cost, complexity, special handling and
change that goes with a "special coolant".
Larry McFarland - 601HDS at www.macsmachine.com
ricklach wrote:
>
> I have read all the "SB" and all the thoughts posted on this List and I am undecided
about which way to go. I have read on this List that the Evans product
dose not pull as much heat out of the motor as the 50/50 mix dose. So all other
things left unchanged, the engine will run hotter with Evans than with the
50/50 mix. I have also read post that say it is FLAMABLE, see link below. If
this is true and a leak accurse in the cooling system near an exhaust pipe that
could be a big deal. The Evans product defiantly works at a higher temperature
than the 50/50 mix dose, but IEUR(tm)m not so sure thatEUR(tm)s enough to
make it worth changing. :(
>
> Link to one Flammable post:
> http://forums.matronics.com/viewtopic.php?t=21513&highlight=sb912043king the change considering the drawbacks.
>
> Rick
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=88669#88669
>
>
>
Message 15
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| Subject: | Re: A new Evans Question |
Larry,
Excellent assessment. If its not broke, don't "fix" it.
Ken Arnold
CH701 on order
----- Original Message -----
From: "LarryMcFarland" <larry@macsmachine.com>
Sent: Thursday, January 18, 2007 4:06 PM
Subject: Re: Zenith-List: A new Evans Question
>
> Rick,
> You are probably right about reconsidering use of a Evans coolant mix. If
> you worry about cooling at all, the first concerns should be if you have
> adequate cooling at all or are you at the edge of overheating. Evans
> doesn't resolve that by simply not boiling off. Excessive temps localized
> to spots within the engine should not be allowed to occur in the first
> place. Different if you are using an unlimited race car stripped of
> everything to achieve a brief maximum. The airplane engine needs
> consistent cooling while idling, taxiing or climbing out of the pattern.
> Evans is not an end run around a mediocre cooling situation. When
> antifreeze 50/50 provides the advantage in real cooling, I'd be unlikely
> to trade off to the promise of better control of excessively high temps
> when a proper radiator and hoses should do the job. Without the flame
> issue, most good cooling designs don't need the extra cost, complexity,
> special handling and change that goes with a "special coolant".
>
> Larry McFarland - 601HDS at www.macsmachine.com
>
> ricklach wrote:
>>
>> I have read all the "SB" and all the thoughts posted on this List and I
>> am undecided about which way to go. I have read on this List that the
>> Evans product dose not pull as much heat out of the motor as the 50/50
>> mix dose. So all other things left unchanged, the engine will run hotter
>> with Evans than with the 50/50 mix. I have also read post that say it is
>> FLAMABLE, see link below. If this is true and a leak accurse in the
>> cooling system near an exhaust pipe that could be a big deal. The Evans
>> product defiantly works at a higher temperature than the 50/50 mix dose,
>> but Im not so sure thats enough to make it worth changing. :(
>> Link to one Flammable post:
>> http://forums.matronics.com/viewtopic.php?t=21513&highlight=sb912043king
>> the change considering the drawbacks.
>> Rick
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=88669#88669
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 16
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| Subject: | Re:701 Engine Choice |
>From the ZA archives:
Designer Chris Heintz flying the prototype STOL CH 701 (powered by a 52-hp
Rotax 503) in 1986.
That's why I thought it should fly on the Franklin 60 hp I intend to use
some day!
Regards,
Randy L. Thwing, Las Vegas
>
> Don't remember the source, but if memory serves, Chris Heintz originally
designed the 701 with 50 or 60 horsepower in mind.....earlier plans/kits
used the 2-stroke Rotax 582.
Message 17
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|
I have a 912s on my 701. Where I consider it necessary is when loaded.
The difference in lightly loaded vs heavy loaded is huge, even at near
sealevel altitudes.Climb rate/angle is affected dramatically, more so
than takeoff distance. As was said in one of the related posts density
altitude/gross weight is the determining factor here. I had planned on
summer ops in mountain areas and while it will be doable it will have to
be done with particular care and won't be a casual undertaking. For my
ops anyway I consider the 912s essential, disadvantages be damned.
Joe
Message 18
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| Subject: | Re: A new Evans Question |
I don't understand the questioning of the engine manufacture (Rotax) recomending
Evans. If they did not feel it was a benefit , they wouldn't recomend it.
It isn't the overall temp. of the engine, but the steam bubbles that form in pockets
in the heads, and they offer very little cooling in the area they form.
Steam absorbs VERY little heat, therefore, damage can occur to the area of overheating,
not to mention pre-ignition etc. Rotax makes a very good engine. I
would bet they know what they are talking about. Myself, I use Evans and live
and fly regularly in temps over 100. Considering the cost of my 912s I will adheare
to Rotax recomendations. It may just be to costly not to!
--------
Ron Lee
Tucson, Arizona
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88718#88718
Message 19
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| Subject: | Re: More decisions about buying the Rotax 912 for my 701 |
I just ordered the 912-S with the new Zenith 701 firewall forward
package. This new package looked good and the extra $1500 for the
engine is not that much in the big scheme of things.
Dan Wilde
PS - The real reason is my wife told me to get the bigger engine.
Do not archive
Message 20
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| Subject: | Re: More decisions about buying the Rotax 912 for my 701 |
See. Size does matter.
do not archive
----- Original Message -----
From: "Dan" <dwilde@clearwire.net>
Sent: Thursday, January 18, 2007 5:27 PM
Subject: Re: Zenith-List: More decisions about buying the Rotax 912 for my
701
>
> I just ordered the 912-S with the new Zenith 701 firewall forward package.
> This new package looked good and the extra $1500 for the engine is not
> that much in the big scheme of things.
>
> Dan Wilde
>
> PS - The real reason is my wife told me to get the bigger engine.
>
> Do not archive
>
>
>
Message 21
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| Subject: | Re: Electronic Headsets.. |
DAve,
They probably work, not becasue I have bought them but because I bought
a set at the drug store for about $10.00 and they work quite well. The
ones I bought for use on my computer when I am traveling and watching a
movie. I find that the road noise and the radio my wife has on made it
difficult to hear the sound. With the cheapy headset that backround road
noise just goes away. I have though about buying another set and doing a
little transplant to my aircraft headset, but I haven't got around to
that yet. What really burns me is this establishes that the circuitry
for the noise cancelling is DIRT CHEAP, but the headset manufacturers
charge BIG bucks for the feature.
Tim Shankland
VideoFlyer@aol.com wrote:
> I recently converted a pair of headphones with the noise cancelling
> module from Headsets, Inc. It was a fairly simple job and I'm happy
> with the results. The cost, while not as much as most "off-the-shelf"
> systems, was about $150...plus the headset.
>
> Yesterday, I got a catalog/flyer from Harbor Freight. And in it I
> found a pair of "electronic earmuffs." The ad says..."revolutionary
> technology blocks out only sounds that exceed safety levels." It uses
> two AA batteries. And the sale price is a whopping $9.99 ....regular
> cost is $19.99! What's the catch? Has anyone ever used a pair of
> these ear muffs? Do they actually work? I know.....if something
> sounds too good to be true, etc. etc.......
>
> Here's the page on their website.....
>
> http://www.harborfreight.com/cpi/ctaf/displayitem.taf?function=Search
>
> Dave
> 601XL/Corviar
>
>
Message 22
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| Subject: | Re: Time to buy the 912S |
I was at that same crossroads a couple years ago Dec 04 as Rotax was about
to increase the price of its
engines and asked the same questions. I ordered it that month from Zenith
and it was delivered Mar 1 05.
I got the lower price, a savings of $1300 or so. I had ordered a 912s
firewall fwd with my kit from Zenith earlier. My decision to switch to the 912
80hp was on some advice of some mountain flyers and you can see my response to
them back then below. If I could do this again now, I would get the engine
from Lockwood because thats where I'd probably send it to for major problems and
their expertice. I would get the firewall fwd from Skyshops because their
cowl is nicer, they have the airbox included, and its definately a more complete
setup. It was not available as a choice at the time. I would still get the
80hp.
Brian
701 90% and holding
_http://www.701builder.com_ (http://www.701builder.com) under
construction also but at 15%
Thanks Ken,Dave,and Gary for your thoughts and experience.
Since I live at sea level and will do most of my flying in this area and not
in
mountains I will get the 80 hp engine and not the 100. I'ts definately the
most
realistic choice for what I'll be doing.
With that decision made I called Warp drive Inc this morning and talked to
Daryll
about the change from the 912s to the 912. I received a 70" 3 blade warp
drive
prop with my Zenith firewall kit. He said that the blades be cut down to give
an overall 68" diam prop for the 80 hp. The factory will do all 3 blades for
about 30 dollors. He was very familiar with all Zenith models, engine
choices,
and prop choices for each. He also noted that all blades are cast at 72" and
tips cut down to specified size.
Here is a link to the price increase warning at a Rotax retailer.This is
causing
me to act quick and avoid the higher costs a couple months from now. Thanks
to the guys who tipped the list off to the increase.
Message 23
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| Subject: | Off topic, kinda on topic |
A classic.
_http://www.youtube.com/v/J3UDCoQnXjA_ (http://www.youtube.com/v/J3UDCoQnXjA)
Message 24
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| Subject: | Re: Off topic, kinda on topic |
Pretty funny. I wonder how many people remember Foster Brooks.
----- Original Message -----
From: RURUNY@aol.com
To: zenith-list@matronics.com
Sent: Thursday, January 18, 2007 7:03 PM
Subject: Zenith-List: Off topic, kinda on topic
A classic.
http://www.youtube.com/v/J3UDCoQnXjA
Message 25
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| Subject: | Re: Electronic Headsets.. |
1. Go to harborfreight's website.
2. Click on the link to the left that reads "Order from Printed Catalog"
3. Enter item number 92851-3RTH
4. In the next screen it wants to sell you 1 and 2 year extended plan - just ignore
and click continue. It should now show you the $9.99 price.
5. Click on "End and Display Choices"
6. Click on "Add to Order".
If you end up shopping more than $49.99, use coupon code 621-140-843 for a $5 discount.
Eddie
do not archive
[quote="n282rs(at)satx.rr.com"]Try this one:
ELECTRONIC EAR MUFFS http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=92851 (http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=92851)
Where did you see the $9.99. I got $19.99 from the web site.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21 (http://www.geocities.com/r5t0ut21); http://www.mykitlog.com/r5t0ut/ (http://www.mykitlog.com/r5t0ut/)
n282rs at satx.rr.com
>
> --
--------
Eddie
-------------------------
"Professionals built the Titanic. Amateurs built the Ark."
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=88784#88784
Message 26
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| Subject: | Re: A new Evans Question and 912 vs. 912S |
I have never had an issue with water temps on my 912S. I switched to Evans
as recommended by Rotax and did notice a few degrees increase .I flew in a 701
with the 912 engine having high water temperatures caused by not having
enough exit area under the cowling. It was cowled so tight on the bottom there
was maybe a one inch gap around the nose strut. He considered 260 deg. oil temps
the upper limit and that Rotax just kept humming along.
Oil temperatures can stray above 230 deg. in a climb over a mountain in the
summer with the stock oil cooler. The larger oil filter offered by Lockwood
cures the problem. The larger cooler and the oil thermostat
were worth every penny.
My 912S was very abrupt at start up and shut down. It is now tamed. The
original starter sprag clutch was apparently manufactured at the limits of
allowed tolerance. Changing to the new starter didn't help. The sprag clutch change
was dramatic. I wonder how many of you need a new sprag clutch. The other
change was to lower the idle RPM. I still idle the engine at around 1900-2000
RPM but at shut down I pull the idle way down before switching it off. Nice
and gentle now.
I would like to know who has the most hours on a 912S. I knew a fellow with
a 912 powered Rans S-10.He had 3400 hours on it. Never overhauled. He claimed
it hasn't changed since it was new. He reportedly flew back to Georgia from
Sun n fun at 5800 RPM the full way. No problems ever. Are there other
examples? I have never heard of a properly maintained and setup 912 or 912s having
any significant problems like cylinders or crankshafts. I have seen some
engine installations that led to cooling, oil supply or fuel problems. Many people
have chosen another engine based on experiences with the 2-stroke engines.
Some will claim problems with the radiators and gearboxes but have no
specific examples to point to. Do the aircraft manufacturers have some reason
to
choose the 912S so often? I would think the Jabiru would be ideal for the RV-12.
Any ideas? BTW the 701 with the 912 is GREAT. With the 912S it's GREAT!
Dave Smith
701 912ULS 620 hours
Do not archive
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