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912ULS Overheating
in 912 / 914 Technical Questions
13 years ago
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by Michael Nault » 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].
You're absolutely right Mike but like many of us my choices are dictated by the size of my "aviation budget" and the single gauge w/switch was considerably cheaper.Ideally, I would have gone digital.
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by mike hallam » 13 years ago
Quite so Mike,
Budget is a big controller,I agree as I'm a pensioner of 75.
But even in relatively expensive England where USA parts cost £1 per $1 ($1.6) plus 20% tax Aircraft Spruce basic kit wasn't expensive from LAS, so I went for it, saves a little wiring and only one hole extra in the panel.
I find now I'm always consulting the EGT in normal flight so I get an idea of what 'normal' is & may be will notice when it goes astray.
mike hallam.
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by Mark Taylor » 11 years ago
HI. i have a 1995 912UL and I can tell you that on a liquid cooled head EGT (exhaust gas temp) is a lot more important than coolant temp. Exhaust gas reacts very quickly to any changes occurring inside the engine, including a too lean condition. By the time the coolant heats up it is often too late. CHT on a liquid cooled head is also insufficient as it is influenced by the coolant as well. Coolant temp will tell you when the engine has warmed up enough to take off on a cold day though.
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by David HEAL » 11 years ago
Out of curiosity, can one determine if the coolant pump is working by looking into the open expansion tank (engine just started and running COLD with the expansion tank cap removed) and seeing coolant flowing?? Watch that prop! :woohoo:
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by Rob Seaton » 11 years ago
Yes, if you can see the coolant moving the impeller is doing something. as opposed to the impelled being jammed/stripped/stuck...
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