My 912S delivered almost a year ago is fitted with a slipper clutch.
Jerry
LTS@avnet.co.uk
www.avnet.co.uk/touchdown
----- Original Message -----
From: "Jim Thursby" <athursby@tampabay.rr.com>
Subject: RE: Flying: Performance: Speed kit.
> That's because there is not a slipper clutch available for the 912S yet.
At
> least not a few months ago when I was still in the loop.
>
> James Thursby
>
> -----Original Message-----
> From: owner-europa@post.aviators.net
> Subject: Re: Flying: Performance: Speed kit.
>
> 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.
> > >
> > __________________________________________________
> > ____________________
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> > >
> >
> >
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>
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