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912ULS Overheating
in 912 / 914 Technical Questions
13 years ago
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by MARK JACKSON » 13 years ago
Did you do a carb sync immediately before noticing the the temps were high?
Mark
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by Michael Nault » 13 years ago
Mark / Roger: I'm hoping to find out tomorrow if the vacuum leak may have been the problem all along. The temp problem began several flight hours after I synched the carbs. Either the vacuum plug vibrated off or I somehow knocked it off dinking around in the engine compartment.
I'm still going to install an EGT gauge with a probe on each bank thinking the more engine information the better.
thanks guys - I'll let you know
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by Michael Nault » 13 years ago
The overheating was caused by the vacuum leak. After fixing the leak I did a couple of high speed taxi tests and once there was no indication of high temps I did four touch and gos with WOT all the way to pattern altitude. Water temp was around 210, CHT 200, Oil 200, OAT 75d. If I had an EGT gauge when this started, I might have saved myself a lot of head scratching as it would have immediately provided a clue to the lean condition. I've got one on order with two probes for switching between sides. Thanks to all for your input. Some wise man said if you're not busy learning you're busy dying. Well, if that's the case an aircraft will surely keep you learning.
Mike
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by mike hallam » 13 years ago
Michael,
I put two EGT probes in the front two pipes earlier this year.
This site (or Rotax) say 100 mm from the flange.
It's cheaper and easier to buy & compare/read in flight a twin needle gauge, rather than a switch and less hassle to fit.
mike hallam [England].
Thank you said by: Michael Nault
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by Roger Lee » 13 years ago
I think Mike is right. A single two needle gauge or a digital gauge would be better than a gauge with a switch. You need to see both or all four EGT's all the time.
Roger Lee
LSRM-A & Rotax Instructor & Rotax IRC
Tucson, AZ Ryan Airfield (KRYN)
520-349-7056 Cell
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