Jerry,
Same thing happened here in NZ. Fortunately not me as I dealt with the same
agent. Anyway another builder of a Ban-bi, which has a Rotax 912s and had
terrible vibration problems, eventually put it down to no slipper clutch which
he had ordered.
So watch out as there is little to tell you on the outside if a slipper clutch
has been installed, I think. Otherwise you have to open it up. We got no
paperwork to confirm it. I faxed Bombardier-Rotax in Austria with engine number
to confirm it.
Happy Xmas,
Cheers,
Tim
LTS wrote:
> I have just learnt that the owner of a 912S fitted with an MT problems had
> suffered vibrations from day one, much to everyone's surprise. Eventually it
> was discovered that the 912S had not been fitted with a slipper clutch
> despite one having been ordered and paid for. That particular Rotax dealer
> is no longer a Rotax dealer.
>
> Jerry
> LTS@avnet.co.uk
> www.avnet.co.uk/touchdown
> ----- Original Message -----
> From: "Peter Zutrauen" <peterz@zutrasoft.com>
> Cc: <europa@avnet.co.uk>
> Subject: RE: Flying: Performance: Speed kit.
>
> > Another question from the uninitiated:
> >
> > I wonder, are the "crankshaft oscillation" and resonant RPM's less
> critical
> > on a geared engine like the rotax vs. a direct-drive Jabiru? Are they
> > significant at all? I would imagine that the gear-train filters much of it
> > out? Or does the gear backlash etc. set the system up for some worse
> > resonance's? I assume the former from Tony's subsequent reply?
> >
> > Cheers & and Holiday Wishes,
> > Pete
> >
> > -----Original Message-----
> > Cc: 72016.3721@compuserve.com; europa@avnet.co.uk
> > Subject: Re: Flying: Performance: Speed kit.
> >
> >
> > Hi! Mike.
> > MT Propellers ,in my case supplied the propeller
> > kit fully balanced, however they insisted that to
> > maintain warranty conditions it must be supplied
> > back to them within 50 hours for strain gauge and
> > dynamic balance tests with the particular engine
> > combination to identify any resonant RPM's over
> > the full range of operation.
> > This now completed a "non-flying" peak resonant
> > range between 2150 rpm and 2400 rpm has shown to
> > be present, and they are recommending not to
> > cruise in that range if possible.
> > I guess if I can't live with that it means
> > another trip back to the factory for flight
> > testing to try to narrow the non- useable range.
> > The point about this is that simple balance isn't
> > the full story and further strain gauge testing
> > needs to be carried out to do the job in a
> > professional manner. Only with that test can it
> > be established what crankshaft oscillation is
> > taking place, allowing you to select the most
> > engine /propeller friendly flying.
> > Best regards
> > Bob Harrison
> > G-PTAG Europa MKI /Jabiru 3300
> >
> >
> >
> >
> >
> >
> >
> > Quoting DuaneFamly@aol.com:
> >
> > > Please excuse a dumb question.
> > >
> > > How do you know you have an out of balance
> > powerplant setup? If it is
> > > "really" out and you start the engine, can you
> > do damage before being
> > > able to
> > > shut it down?
> > >
> > > Mike Duane, San Jose (soon to be Redding)
> > California
> > > Lurking for a long time but hope to build soon.
> > >
> > __________________________________________________
> > ____________________
> > > The Europa List is supported by Aviators
> > Network UK - info@avnet.co.uk
> > >
> >
> >
> > -------------------------------------------------
> > This mail sent through UK Online webmail
>
--
Timothy P Ward
12 Waiwetu Street,
Fendalton,
Christchurch,
NEW ZEALAND
Ph. 0064 03 3515166
email ward.t@xtra.co.nz
Mobile 025 2649325
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