Tim=2C
I have been having exactly the same cold start problems as yourself with th
e 912s. I have tried a number of things that were suggested=2C and sometime
s I see an improvement=2C but it always comes back. No problems on a warm d
ay or with pre-heat. So=2C I have given up and will tow it next month to th
e local Rotax agent to look at.He thinks he is an expert and gives the cour
ses=2C so it should be a nice problem for him=2C and the engine will be col
d. No point in flying in.I have had the new starter for a long time=2C and
it certainly helped. Looked at the soft start module=2C but I could do the
same delayed ignition by pushing my separate starter button=2C and then sw
itching on the magneto four seconds later. I understand from others that th
e ssm is no guarantee for improvement anyway.If I have a fix I will be post
ing it.
Cheers=2C
Karl
> From: ward.t@xtra.co.nz
> To: europa-list@matronics.com
> Subject: Re: Europa-List: Rotax 914 starting problems when hot
> Date: Wed=2C 14 Mar 2012 10:22:30 +1300
>
>
> Frans=2C
>
> Don't have a 914 but I know others who have suffered the same problem wit
h
> the 912S and =2C for what it is worth=2C they always
> open their oil and coolant doors on top of the top cowling to allow faste
r
> cooling of the engine compartment during stopovers.
>
> Otherwise don't mention starting problems to me! I have now got to replac
e
> my Sprag Clutch due to cold starting problems with my 912S
> at 300 hours!! Always had it and got worse with time. So watch out when
> trying to persist in trying to start the motor as it quickly destroys you
r
> Sprag Clutch. I have also the
> old mono "classic" engine frame which doesn't allow enough room for the n
ew
> Heavy Duty Starter which Rotax suddenly decided was
> necessary for the 100 HP 912S. So=2C after replacing the Sprag Clutch=2C
the
> Rotax man is going to look at how to fix the starting problem
> in cold weather. Maybe a case of redesigning the engine frame to allow fo
r
> the HD Starter?
> Once it is going there is no problems with starting=2C so I haven't got t
he
> vapour lock problem.
> All a bit frustrating as you have found out and expensive. Might as well
> throw in the 912iS=2C but that may unleash a different set of problems.
>
> Anyone have some input to my problem? Tried new battery=2C preheating the
> engine which has helped=2C haven't tried the soft start module=2C
> and kicking the tyre!!
>
> Cheers=2C
>
> Tim
>
>
>
> Tim Ward=2C
> 12 Waiwetu Street=2C
> Fendalton=2C
> Christchurch 8052
> New Zealand
>
> Ph=3B 03 3515166
> Mob=3B 0210640221
>
> email=3B ward.t@xtra.co.nz
> -----Original Message-----
> From: Frans Veldman
> Sent: Wednesday=2C March 14=2C 2012 9:01 AM
> To: europa-list@matronics.com
> Subject: Europa-List: Rotax 914 starting problems when hot
>
>
> Hi everyone=2C
>
> I guess I'm not the only one having this problem. The main problem here
> is that I don't understand why it is happening.
>
> If I arrive at an airfield in hot weather=2C I can restart either right
> away=2C or after a considerable time. If I just refuel without having a
> meal=2C I get into a time window where the engine has difficulties starti
ng.
>
> It is a vapour lock problem of some sort=2C but I don't know how this can
> happen. Sure=2C the inside of the cowling is hot and residual heat from
> the turbo is=2C without the large fan upfront turning=2C cooking the fuel
.
> But I thought that the 914 is supposed to be immune from the problem.
>
> Up to the pressure regulator the fuel is recycling when I switch on the
> electric fuel pump. Any vapour up to the pressure regulator is directed
> back into the tank and being replaced by fresh and cold fuel.
>
> The carb bowls might have been cooked empty=2C but then the floats will
> have dropped and fresh fuel will pour in as soon as I switch on the
> pumps. The fuel line between the pressur regulator is not recycled but
> if it contains vapour then it will escape via the opened carb needle and
> not raise the floats=2C so it will gently escape until being replaced by
> liquid fuel=2C being driven there by the electric pumps.
>
> So... why won't then darn thing just start?
>
> Yesterday I was exactly experiencing this problem. After arriving at an
> airport to go to the service center for the bi-annual pitot and static
> systems test=2C and with the engine switched off for about ten minutes I
> couldn't restart it. No matter how long I kept the fuel pumps running=2C
> applied choke=2C (just in case the mixture was too lean) or was just
> cranking with the throtthle wide open to vent the cylinders (in case it
> was too rich)=2C the engine would just crank without even a faint single
hit.
> So I abandoned the plan to taxi to the refueling station=2C and had a
> lunch instead. Of course after that the engine started up right after
> just a half turn of the prop...
>
> So... why is this happening? I'm interested in solving this problem=2C bu
t
> primarily I want to know why this is happening because according to my
> reasoning it shouldn't be happening in the first place. What am I
> missing here?
>
> Oh BTW=2C on the return home I got caught by non predicted early set in o
f
> night fog=2C with a very rapidly dropping cloud base (never seen it
> falling that fast). With my home base being the closest and most
> promising airfield once I got forced down to 500 feet I advanced the
> throttle to 100% (not 115%) and got over 155 knots IAS worth out of it
> on my freshly calibrated ASI=2C which was quite an experience so low over
> the ground. At my homefield I arrived less than 15 minutes later with
> the local cloud base still at 1000 feet (as announced/predicted by ATC
> half an hour earlier)=2C but I was thankful nevertheless to have been abl
e
> to speed out of that threathening situation that fast. If it weren't for
> the obligatory static/pitot test to renew my airworthiness review
> certificate I wouldn't have been flying at all that day=2C so much for th
e
> bureaucrats that want to enforce my safety this way. Anyway=2C the
> pitot/static systems worked flawless (I would have had noticed it myself
> it if they weren't) and I'm good to apply for renewal of the desired
> certificate.
> All this while I had unwittingly broke my smallest toe by bumping into
> my wife unintentionally (honestly!) and was undergoing this flying
> experience with some discomfort to enhance the flying experience even
> further. At least the latter problem has been diagnosed correctly today
=2C
> so now I just want to get diagnosed the vapour lock problem as well. Who
> can shine some light on this mystery?
>
> Frans
>
>
>
>
>
>
>
>
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