Ron
In one of your posting to the forum, you stated you were told that the 914 can
be hand propped!!!!!!! You were told wrong...As Rob Houseman stated in his memo
to you, the manual stated 1200 RPM before it will start. It seems to me the
manual said 300 RPM but I will check my maintenance manual next few days, I
could be wrong!!
The 914 requires Denso plugs, not NGK's. The new manual may say differently.
I run auto gas in my 914 and I routinely fly at 17.500 ft and have not had any
problem with vapor lock, due to the excess fuel being recirculated back to the
tank.
The 914 has a TBO of 1000 hr.. this is correct if installed in certified
aircraft. i.e. Katanas, if installed in experimental there is no TBO.
Your list has some good information in it, but it also has some personal
opinions from some of the people you have talked to that goes counter to what
Rotex recommends in their manuals.
Keep asking questions!!!! That's how you get answers.
Regards
Jim Brown
Ron Parigoris wrote:
>
> Rotax notes
>
> For what it is worth, i copy and pasted my rotax notes from excel into
> this E-Mail, poor format. You can probably wade through.
>
> Again i am not an Expert, i have never seen a rotax up close except at
> the factory for a demo flight. I am pretty good about picking peoples
> brains who know, then try beating up what is told me to get what is
> probably pretty close what i want to know.
>
> Please beat anything up listed if it sounds not right.
>
> Ron Parigoris
>
> 12-30-2002 conversation with Phil Lockwood from LOCKWOOD
> AVIATION in FL. Kerry is other technition 1-800-LA ROTAX or Technical
> Assistance 1-863-655-6229
> Gal from Lockwood recced. Looking at www.rotax-owner.com
> Lockwood Aviation sells Rotax motors and flight and engine instruments
> and is largest Rotax dealer in Country, they will honor all Warrenty
> work
> If purchase from them, expect more special treatment after warrenty
> Motors like to be mounted fairly rigid, he is not real thrilled with
> continental 0-200 Lord mounts if they are softer
> Cylinders are Nicocil plated Aluminium, they do not rust or wear! If
> they need replacing, they only cost ~$250, he said some real high time
> like 4000 hours only .001 wear
> Spark plugs are standard NGKs. Change bout 200 hours. They load up and
> run rough, especial with Leaded fuel
> Has E.I. By Ducati, black box with a stator and a coil on block
> Reccomended MoGas for lower power settings and less than 12,000 feet.
> Above, MoGas can vapor lock, although not bad on 914, high pressure
> pumps circulating fuel. Best use 100LL and TCP, some fly high on MoGas
> and 914s
> If you run 100LL run 5,000 to 5,500 RPM and use TCP, or it can stick
> valves. Jeff from ABC Rental said he trained on Katana, choir to keep
> temps. Up to make TCP work, need heat to get lead out
> 914 is motor that is used in Preditor, tons sold, a lot of R+D went into
> it and newest one is pretty good
> 914 runs a bit smoother with lower compression compared to 912S 100HP,
> also 912S can not be hand propped, 914 can
> 914 will run all day till TBO at 35 inches, 40 inches for 5 minutes. 30
> inches and MoGas should make things last longer and work fine.
> 914 has a 2.43 to 1 gearbox, and the 912 a 2.27 to 1 box (1800RPM Idle
> will equate to a slightly slower prop than 912? So perhaps idle up just
> a bit)
> 914 has hydrolic lifters, if motor turned backwards, will suck air in
> oil lines, or if lines filled with air, can cause lifter problems
> Fill oil filter, and hand prop or crank motor till pressure
> TBO on 914 is 1000 hrs.
> Europa Demo has close to 1,000 hrs., use auto or better cycle oil with
> gear lube, not aviation oil, Lockwood likes synthetic
> Turbo is air cooled, works well
> Intercooler a good idea, 90 degree TO will overheat airbox temp and
> boost will go down
> John @ Europa said Intercooler an easy option, it mounts above air
> intake, need to move oil tank from right to left side
> Some folk had turbo stick with non synthetic oil
> Turbo Exhaust is Factory and nice, recently they made it out of thicker
> material, significant change. He said older thinner would go to TBO
> newer ones should be longer.
> He said Rotax motors gets a bad rap, because some Mfgs. Made less than
> great exhaust systems that were no where near the quality of the Rotax
> motor
> Oil change at 50 hours, especial 100LL, synthetic cycle oil with gear
> lube, think Castrol GTR (think 100 hrs recced? But 100LL gets things
> dirty)
> He said motors are kinda broken in at Factory, uses Synthetic from get
> go
> Jeff ABC Rental trained in a Katana with 80HP said Castrol GTX does not
> hold up under shear stress
> Motor takes 3 qts oil, dosent leak or will you need to be adding.
> Overall very reliable, give it fuel and oil and they run very reliably
> Blocks crack in some glider tow operations. Very few. They begin to leak
> oil. Incrediable loads, and they crack after the motors are high time.
> No failures, just leak oil. Rotax investigating, thinks they will never
> resolve completely. Full power, get hot, dive no power and cool, hard on
> any motor.
> Prop strike can twist a crank. Cranks are pressed together. Rotax only
> allows 1 pressing, so at TBO you replace them. ~2800
> Rods have plain bearing, no can service, mains 2 piece and replacable
> Aeromaster CS props OK, uses warp drive CF Blades. Had problem with
> ejecting blades early on, thinks problems resolved. He does not sell
> aeromaster.
> Said MT and Hoffman or MT/Hoffman was expensive but great ~$7500, but
> uses wood core blades???
> think without accessories, motor is 124 lbs!!!
> He uses Blue Aeroquip hoses, he thinks good to 300PSI? I think these are
> ones Brian uses on Balloons for LPG even though they are not rated for
> LPG and do not have certification.
> He thinks teflon/wire reinforced may take a set after a while??? He says
> no need for anything more than Blue in his opinion
> Gearbox failures, the worst noisey worn box will not let you down in
> flight. They will not start. The motor relies on some inertia from prop
> and box, worn will not allow a start, has light flywheel
> Katana problems: Idle at 1800RPM Min.!!!! Less will wear out gearbox so
> minimum 1800RPM he said he can hear motor pounding too low RPM or out of
> sync carb across field
> Gearbox 600 hours new belville spring washers and re shim, if no do this
> big repair at 900 hours, splines and other, pounding does them in
> (Europa sends in box at 300 hours for inspection
> Say no to pounding for long gearbox life. Minimum of 1800RPM idle,
> cutting out motor with fuel cut off may cause pounding??
> Europa said every 300 hrs. they send gearbox out for inspection, said 20
> minutes to take out
> You are right when it comes to abuse in the training fleet. The most
> frequently replaced parts on these planes is the gear-box and clutch.
> Must These motors have a slipper clutch to protect
> prop strikes, 1 guy had lead in it from 100LL and there is an
> adjustment, plobably the shims that rotax guy mentioned
> be the result of all that yanking of the throttle for all those practice
> engine-outs. Then it's rebuilding those carbs.... seems like they are
> always
> fiddling with those. Luckily with liquid-cooled heads shock cooling is
> not an issue.
> Dynamic balance prop. He said sometimes you get luckey, usual not. Have
> it dynamic Balanced, balance critical, Europa demo flight, not balanced,
> but he was headed to get it done, he just put on new blades as the ones
> he replaced had some corrosion from spending 40 days and 40 nights in
> the rain when it got stuck somewhere and they left it outside. anyway
> supposedly they have better seals now.
> Has Bing carbs, constant velocity, has 3 jet needle positions. Does not
> have a mixture control. Said works well. Forget number of hours, but
> carb snot a problem after a while (200 or 300 hour clean up?) same
> problem with R-100GS
> Said was not reccomended to cut off fuel? Said stabil a good idea or use
> AvGas if no fly for a while probably cutting off motor with fuel will
> make miss and hurt gearbox?
> Balance of carbs critical, first you must plug up balance tubes. Most
> carbs set that they go full bore if cable lets go. You need to pull to
> idle. Well idle stops are not real strong, he uses balance tubes for
> guage connection
> You are best off taking out idle stops and using cable stops for
> adjustment. He likes cycle arrangement better. Use stops and give
> cables a bit of free play. You can't pull against stops they will change
> after idle set at minimum 1800RPM sync carbs over idle, again have
> balance tubes plugged up. As a matter of fact, he plugs guages into
> those balance tube holes
> He can hear an out of sync Rotax across field
> Ira Said heard Turbo problems, overflow spewing out coolant all over
> supposedly AD on it
> Ira Said heard that wastegates stick on turbo??
>
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