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.co
m>
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.co
m>
>> 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 is
>> 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:
>>
>>> Martin,
>>>
>>> I know the XS uses a Rotax ring mount and changing engines from the UL
>>> to the ULS or 914 basically fits on any XS existing Fire Wall Forward
>>> (FWF), but the exhaust bends may be close to the cowl front and the ULS
new
>>> fuel pump gets pretty close to the cowl also. So some fiddling require
d.
>>>
>>>
>>>
>>> The Classic is somewhat different because of the shorter nose and
>>> exhaust systems changed slightly between the UL and ULS. The 914 on th
e
>>> Classic during an engine upgrade was a pain. Frankly, I just installed
a
>>> whole new XS FWF on my Classic and it was worth every penny. The high
>>> torque starter Rotax provides is a bit long for the Classic. Consider
the
>>> aftermarket Sky-Tec starter as it appears to fit and is roughly half th
e
>>> cost and the same size as the original Rotax low torque starter.
>>>
>>>
>>>
>>> I didn=99t recommend any 912ULS at Custom Flight until after 2006
. Hard
>>> starting, poor starters needing 12.5 volts to start, kick back on start
,
>>> sprag clutch issues, case cracking, horrible shutdown and start up shak
ing,
>>> etc. just sowered me to recommending the engine. After 2006, Rotax fin
ally
>>> made adjustments that addressed these issues. Although they never admi
tted
>>> to what they had to do it was obvious when the new engines came out. F
ield
>>> reports indicate the 912ULS (post 2006) are as reliable as the 80HP UL.
>>>
>>>
>>>
>>> The 912ULS new case is stronger, the ignition timing and boxes are
>>> optimized for smooth starts and running, it is equipped with a high tor
que
>>> 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 91
2ULS
>>> is actually more appealing to me than a 912iS fuel injected engine as i
ts
>>> fuel economy does not completely trump the maintenance complexity and c
ost
>>> over the short term.
>>>
>>>
>>>
>>> Don=99t get me wrong. The iS engine starts and runs smooth, is v
ery
>>> economical, and 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 summ
er
>>> time operations, a larger or multiple oil coolers are needed to keep th
e
>>> oil in limits, troubleshooting guides are still in flux so give your de
aler
>>> a break if he can=99t give you a quick turn around. I have worke
d with a
>>> number of Pipistrel owners with the iS and Lockwood and Pipistrel have
>>> taken ownership of fixing the issues under warranty, but slowly and in
my
>>> opinion, incompletely. Pipistrel has had to add fans to the radiator (
as
>>> has Lockwood on the AirCam), larger oil coolers, and Pipistrel had to m
ake
>>> cowl modifications which were better, but not enough.
>>>
>>>
>>>
>>> Although the 912ULS burns more gas, it doesn=99t overheat on the
ground,
>>> is easier to troubleshoot, annual maintenance doesn=99t require a
trip to the
>>> Rotax dealer, and is quite a bit cheaper to buy. One can install a car
b
>>> leaning work around (HACman) if high altitude fuel economy is needed.
The
>>> HACman works by lowering the float bowl pressure via a needle valve
>>> controlling vacuum from the intake manifold to the float bowl tube. Th
e
>>> 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 MS
L.
>>> It takes some fiddling with part throttle setting and even finely adjus
ted
>>> needle settings to fine tune your mixture to get the EGT in the proper
>>> range. WOT makes it less effective as the manifold and carb throat pres
sure
>>> are nearly equal.)
>>>
>>>
>>>
>>> Do not be sucked in to the =9Cbig bore, higher power or other aft
ermarket
>>> cylinder and cam mods=9D as the mean time between failure is just
not
>>> documented. Keep the engine reasonably stock. One exception is what I
>>> call the =9CColumbian Turbo mod for the 912UL. This is a reasona
ble turbo
>>> normalizing of a stock UL 80 HP to about a 95 HP engine. This mod is n
ow
>>> made by an Italian company as well. Basically a small auto turbo with
dash
>>> pot, using Rotax type plumbing, a different exhaust geometry and the st
ock
>>> carbs. The key is it is a low boost pressure giving more sea level
>>> performance at higher cruising altitudes. Pricey, but well within the
>>> capabilities of the 912 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 beyo
nd the prop
>>> capabilities. Quite pricey, and as I found on the Jason Parker fuel
>>> injected turbo conversion, prone to owner/operator tweaking which over
>>> boosted the engines making reliability a problem. Props are made in
>>> certain power ranges: 80-120, 125-140, 150-180, 250-300. Check your p
rop
>>> capability before upgrading your engine or you may have not just engine
>>> costly problems.
>>>
>>>
>>>
>>> Just my two cents.
>>>
>>>
>>>
>>> Bud Yerly
>>>
>>> Custom Flight Creations, Inc.
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>> Sent from Mail <https://go.microsoft.com/fwlink/?LinkId=550986> for
>>> Windows 10
>>>
>>>
>>> ------------------------------
>>> *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 wan
t
>>> to sink that kind of money into a 20 year old engine even though it onl
y
>>> 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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