So you think a 40 hour endurance flight......mmmmm
Nope itll have to be next year :-(
William Daniell
LONGPORT
+57 310 295 0744
On Mon, Jul 15, 2019, 14:06 Peter Zutrauen <peterz@zutrasoft.com> wrote:
> But there's more than 50 hours till Osh-tuesday ;-)
>
> Oh well, next year?
>
> Cheers and blue skies,
> Pete
>
> On Mon, Jul 15, 2019 at 1:45 PM William Daniell <
> wdaniell.longport@gmail.com> wrote:
>
>> Sadly I am still in the test period and con not leave the test area....:
-(
>> William Daniell
>> LONGPORT
>>
>>
>> On Sun, Jul 14, 2019 at 3:55 PM Pete <peterz@zutrasoft.com> wrote:
>>
>>> Great info Will! Thx!
>>>
>>> How bout a show and tell osh next week? ;-)
>>>
>>> On Jul 14, 2019, at 3:05 PM, William Daniell <
>>> wdaniell.longport@gmail.com> wrote:
>>>
>>> Just to follow up the last para of Buds email - I have flown Colombian
>>> turbo since 2004 with zero issues - as bud says I only use 33".
>>> I can put you in touch with the man in Colombia (the Colombian
>>> Connection!) - he'll make a kit and come fit it or you can fit it
>>> yourself. Mine complete mod cost about USD4k including new exhaust,
>>> airbox, oil scavenge tank, jets and mounting brackets and I think that
>>> included the turbo. You have to use a stock 80 horse - the high
>>> compression of the ULS causes detonation. The only mod to the engine i
s
>>> something done to the oil pump to make sure that the oil is scavenged.
>>>
>>> The Colombian guy doesnt speak English which will make for some
>>> interesting interactions....he's a great bloke by the way.
>>>
>>> Happy to show and tell if anyone is in the area.
>>>
>>> Will
>>> N460HJ
>>>
>>>
>>> On Sun, Jul 14, 2019 at 1:50 PM Bud Yerly <budyerly@msn.com> wrote:
>>>
>>>> 1484733363178281329x_MsoNormal">Martin,
>>>> 1484733363178281329x_MsoNormal">I know the XS uses a Rotax ring mount
and
>>>> changing engines from the UL to the ULS or 914 basically fits on any X
S
>>>> existing Fire Wall Forward (FWF), but the exhaust bends may be close t
o the
>>>> cowl front and the ULS new fuel pump gets pretty close to the cowl als
o.
>>>> So some fiddling required. 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal">The Classic is somewhat different beca
use
>>>> of the shorter nose and exhaust systems changed slightly between the U
L and
>>>> ULS. The 914 on the Classic during an engine upgrade was a pain. Fra
nkly,
>>>> I just installed a whole new XS FWF on my Classic and it was worth eve
ry
>>>> penny. The high torque starter Rotax provides is a bit long for the
>>>> Classic. Consider the aftermarket Sky-Tec starter as it appears to fi
t and
>>>> is roughly half the cost and the same size as the original Rotax low t
orque
>>>> starter. 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal">I didn=99t recommend any 912ULS
at Custom
>>>> Flight until after 2006. Hard starting, poor starters needing 12.5 vo
lts
>>>> to start, kick back on start, sprag clutch issues, case cracking, horr
ible
>>>> shutdown and start up shaking, etc. just sowered me to recommending th
e
>>>> engine. After 2006, Rotax finally made adjustments that addressed the
se
>>>> issues. Although they never admitted to what they had to do it was ob
vious
>>>> when the new engines came out. Field reports indicate the 912ULS (pos
t
>>>> 2006) are as reliable as the 80HP UL. 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal">The 912ULS new case is stronger, the
>>>> ignition timing and boxes are optimized for smooth starts and running,
it
>>>> is equipped with a high torque starter standard, and many other little
>>>> touches that have completely changed my outlook on the 912ULS. The
>>>> purchase price is very near that of a rebuild 912UL that is 1000 plus
hours
>>>> old. I can do carbs, so the 912ULS is actually more appealing to me t
han a
>>>> 912iS fuel injected engine as its fuel economy does not completely tru
mp
>>>> the maintenance complexity and cost over the short term.
>>>> 1484733363178281329x_MsoNormal"> 1484733363178281329x_MsoNormal">Don
=99t get
>>>> me wrong. The iS engine starts and runs smooth, is very economical, a
nd
>>>> very complex. Your ability to maintain the fuel/electronics has been
>>>> removed from the average owner/operator. Problems currently are with
the
>>>> automatic electronic fuse box switching controls failing, overheating
on
>>>> the ground due to its running in lean at all times, a much larger, or
fan
>>>> augmented, radiator is a must for summer time operations, a larger or
>>>> multiple oil coolers are needed to keep the oil in limits, troubleshoo
ting
>>>> guides are still in flux so give your dealer a break if he can
=99t give you a
>>>> quick turn around. I have worked with a number of Pipistrel owners wi
th
>>>> the iS and Lockwood and Pipistrel have taken ownership of fixing the i
ssues
>>>> under warranty, but slowly and in my opinion, incompletely. Pipistrel
has
>>>> had to add fans to the radiator (as has Lockwood on the AirCam), large
r oil
>>>> coolers, and Pipistrel had to make cowl modifications which were bette
r,
>>>> but not enough. 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal">Although the 912ULS burns more gas, it
>>>> doesn=99t overheat on the ground, is easier to troubleshoot, ann
ual
>>>> maintenance doesn=99t require a trip to the Rotax dealer, and is
quite a bit
>>>> cheaper to buy. One can install a carb leaning work around (HACman) i
f
>>>> high altitude fuel economy is needed. The HACman works by lowering th
e
>>>> float bowl pressure via a needle valve controlling vacuum from the int
ake
>>>> manifold to the float bowl tube. The lower pressure in the float bowl
>>>> reduces the flow slightly through the main jet. (A bit Rube Goldberg,
but
>>>> it is effective if you fly above 3500 MSL. It takes some fiddling with
part
>>>> throttle setting and even finely adjusted needle settings to fine tune
your
>>>> mixture to get the EGT in the proper range. WOT makes it less effectiv
e as
>>>> the manifold and carb throat pressure are nearly equal.)
>>>> 1484733363178281329x_MsoNormal"> 1484733363178281329x_MsoNormal">Do n
ot be
>>>> sucked in to the =9Cbig bore, higher power or other aftermarket
cylinder and
>>>> cam mods=9D as the mean time between failure is just not documen
ted. Keep
>>>> the engine reasonably stock. One exception is what I call the
=9CColumbian
>>>> Turbo mod for the 912UL. This is a reasonable turbo normalizing of a
stock
>>>> UL 80 HP to about a 95 HP engine. This mod is now made by an Italian
>>>> company as well. Basically a small auto turbo with dash pot, using Ro
tax
>>>> type plumbing, a different exhaust geometry and the stock carbs. The
key
>>>> is it is a low boost pressure giving more sea level performance at hig
her
>>>> cruising altitudes. Pricey, but well within the capabilities of the 9
12 as
>>>> a 914 is just a 912 with a different set of carbs and turbo management
>>>> system. Other companies have what they call =9CBad Ass=9D
and higher output
>>>> mods increasing output beyond the prop capabilities. Quite pricey, an
d as
>>>> I found on the Jason Parker fuel injected turbo conversion, prone to
>>>> owner/operator tweaking which over boosted the engines making reliabil
ity a
>>>> problem. Props are made in certain power ranges: 80-120, 125-140,
>>>> 150-180, 250-300. Check your prop capability before upgrading your en
gine
>>>> or you may have not just engine costly problems.
>>>> 1484733363178281329x_MsoNormal"> 1484733363178281329x_MsoNormal">Just
my
>>>> two cents. 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal">Bud Yerly
>>>> 1484733363178281329x_MsoNormal">Custom Flight Creations, Inc.
>>>> 1484733363178281329x_MsoNormal"> 1484733363178281329x_MsoNormal">
>>>> 1484733363178281329x_MsoNormal"> 1484733363178281329x_MsoNormal">Sent
from
>>>> Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for Windows 10
>>>> 1484733363178281329x_MsoNormal">
>>>> ------------------------------
>>>> *From:* owner-europa-list-server@matronics.com <
>>>> owner-europa-list-server@matronics.com> on behalf of Martin Tuck <
>>>> MJKTuck@cs.com>
>>>> *Sent:* Saturday, July 13, 2019 10:13:51 PM
>>>> *To:* Europa Builders Forum
>>>> *Subject:* Europa-List: Rotax 912ULS
>>>>
>>>>
>>>> I think I may have traced my intermittent starting problem of my old
>>>> 912UL to the ignition boxes, so I'm weighing up my options.
>>>>
>>>> Two new ignition boxes are around $1,000 each (!) so I'm not sure I
>>>> want
>>>> to sink that kind of money into a 20 year old engine even though it
>>>> only
>>>> has 300 hours on it.
>>>>
>>>> I like the look of the 912ULS, it has a bit more power, a heavy duty
>>>> starter and a slow start module that seems to have resolved the ragged
>>>> starting issues of the early engines.
>>>>
>>>> If you have a 912ULS I'd be interested to hear what you think of the
>>>> engine and how long you have had it. Also, will it fit in the same
>>>> engine ring mount as the 912UL - I'm thinking particularly of the size
>>>> of the starter.
>>>>
>>>> Many thanks,
>>>>
>>>> Martin Tuck
>>>>
>>>> N152MT
>>>>
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