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  3. AOPA article 12/21/17

    Lots of good information on this video Tim. Thanks for posting.
  4. AOPA article 12/21/17

    Nice video with recent (Jan '18) status information. Tom Peghiny and the new FD CEO Lars Joerges.
  5. Green Nav Light

    I have to say this forum is great. I posted about needing a green nav light on Tuesday, and I had one in my mailbox on Friday. A big shout out and thanks to Aeromut!
  6. The perfect Rotax Oil Filter wrench

    Hi Corey, Got your PayPal for the oil filter wrench. It will go out tomorrow.
  7. Last week
  8. Amps verses volts

    The 22k capacitor is the minimum recommended by Rotax. You absolutely can go larger in capacity. This usually means larger in size to.
  9. Amps verses volts

    I think so. A larger one will smooth out the readings better than a small one.
  10. Amps verses volts

    Would that cap also work for a 2007 CTSW? I have been thinking of upgrading.
  11. Camguard

    I could have sworn you post said 100LL initially, but going back and looking now it clearly says Mogas.
  12. Camguard

    Corey, thanks. What I am averse to is the idea that the 912 is an engine unlike any other engine and that it needs an engine oil unlike any other oil (even those oils that meet to the same JASO standard as does Shell Sport4). When it comes to known variables, I find it hard to believe that Mobil 1 Racing 4T is not a known product. Regarding MSDS, clearly they don't list every ingredient. What they do show is that the ingredient proportions are not fixed, even for Shell Rotax Sport Plus4. This suggests to me that the argument that other oils kept changing their formulas (while somehow still maintaining their certifications) while Shell is formula constant is speculation. I remember when Rotax authorized use of Mobil 1 Racing 4T and a few other oils and all I ever heard was how the 912 would run way past TBO, no problem. If the 912 needs just one special oil, how was it possible that it was so reliable before that oil was even on the market? I have no problem with being safe rather than sorry. My engine has AeroShell Sport4 in it right now. But, bluntly, I see no daylight between what Rotax has done with Shell and the requirement for one and only one oil and pure marketing hype. Dick, I have never seen a shred of actual evidence that Mobil 1 4T is a problem for the 912. My guess is that I never will.
  13. Camguard

    Fred, I bought a LOT of Mobil 1 4T oil so if someone does come forward with evidence this oil is NFG for my Rotax, I've got a number of years supply of motor oil for my lawn mower!
  14. Camguard

    FredG: MSDS doesn't show a complete list of ingredients. Oil is VERY complex. See the various types of additives and the purpose they serve. https://en.wikipedia.org/wiki/Oil_additive#Types_of_additives Also, I am not talking about minor formulation changes. I am talking about major ones. For years, oil for a rotax was quite experimental. Recommendations were based on field experience and best guess. Now, Rotax and Aeroshell spent a lot of money developing the formulas they have now. I understand your aversion to "follow what the priesthood says", but topics like this don't pop up because someone wants to experiment. They want to know what has been tested. They want to know what is safe so they don't have to spend 10,000 to fix an engine because of a bad guess. Aeroshell sport plus 4 is a KNOWN variable with a lot of history already in Rotax. People LIKE known and predictable variables. Doesn't preclude curiosities, but again, it's aviation, curiosity is expensive. The other oils have had a history of working as well. But we have far less support from the factory anymore if you chose to run a different oil. Could Rotax one day run its customers through the ringer in the name of profits? Sure. Would I love to experiment with alternatives? Of course. But paving the way to new frontiers is vey expensive and I don't know anyone on this forum willing to push the boundaries if there is a risk of a large bill.
  15. 11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Correction to the rate at Ruby's Inn. Quoted rate ($112) I first received was different from the final rate ($119). Trying to resolve the difference also between cancellation policy as given on the phone for the block (3 weeks) and on the booking site. Standby.
  16. 11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    As announced, this year’s Page, AZ Fly-In dates are Wednesday October 17 - Sunday October 21, 2018. THE FOLLOWING IS LENGTHY BUT READ AND UNDERSTAND IF YOU ARE PLANNING ON COMING, PARTICULARLY IF YOU INTEND TO COME TO THE PRE-EVENT AT BRYCE CANYON!!! “Official” arrival in Page, Arizona is Wednesday, Oct. 17th and we head for home Sunday morning Oct. 21th. We will do group flights over the Grand Canyon, Lake Powell, Monument Valley (breakfast), Zion Canyon and Bryce Canyon (breakfast), Bullfrog Marina and Resort (breakfast), once again to Escalante, Utah (breakfast), and also offer options to fly up to Monticello, Utah via spectacular Comb Ridge and to Sedona, Arizona (breakfast) if enough are interested. Each year we change a few things to add variety to the experience. A total of 32 rooms have been blocked off at the Clarion Inn, once again with a rate of $65 (2 queen beds). Breakfast is free in the mornings. The Clarion has not only a continental breakfast but a hot breakfast menu as well. Just like in years past make your reservations early so you don't miss out; the hotel won't hold all 32 rooms forever. Book it now and you can cancel up to 24 hours before Oct. 17th. Get it booked and reserved, then if you have to cancel you can, but if you wait again then you may not be staying with the rest of us and at your own peril for rates and possibly a different hotel. They book darn near the whole town in October. "You must tell them you are with the "CT Group" for your reference and the rate of $65 a night or you will end up being charged full price. Ask for the General Manager, Illisa M. Tso if you have any issues with your reservations or contact either John-Olav Johnsen or Tim Greer through the CTFlier.com forum. Clarion Inn - Page 751 South Navajo Drive Page, AZ 86040 928-645-9000 We will have evening meals together Wednesday, Thursday, Friday, and Saturday. Location to be announced for Wednesday through Friday evenings. The Dam Grill will once again be the host for our final dinner on Saturday. It is important that you attend the Wednesday through Friday dinners to take part in the flight briefings and to sign up for what flights you want to take the following morning if you intend to fly in one of the groups. The advantage of being in a group flight is safety plus flight leaders are experienced and knowledgable with the geography and routes of the flights. We will fly into the Page airport - KPGA. We are staying with Classic FBO. The CT Fly-In group will receive a 30 cent per gallon discount on fuel. Classic is not the first FBO next to the runway, but the second one behind them. The Antelope Canyon tour and the tour of the Glenn Canyon Dam is open if anyone wants; you make these tour arrangements on you own. These are land tours. You are welcome to invite other planes that are not CT's and everyone is welcome. Find some more LSA's. Everyone is welcome!!! AND...this year for the first time we are having a "pre-event" fly-in to the Bryce Canyon Airport. This will be Monday October 15 - Tuesday October 16 and then we will have a group "fly out" to Page on Wednesday morning October 17. This will give everyone a full day at Bryce Canyon National Park to explore, hike, or do anything you want to do. A block of 10 rooms have been set aside at Ruby's Inn in Bryce Canyon City; if we have enough early interest in this pre-event that leads to all 10 rooms in the block being reserved early we may be able to increase the block size but this option will start closing as summer approaches. You can cancel up to 21 days prior. These are non-smoking rooms with two queen beds. The rate is $112 plus tax. You will need to book and guarantee your room at the following link: https://www.bestwestern.com/en_US/book/hotel-rooms.45040.html?groupId=1J9HR0I0 . IMPORTANT: Be sure to identify yourself as being in the Group Identifier "Pilot Fly-in/IND". If you have any issues please contact the Ass't Manager, Olga Syrett at (435) 834-5341 Ext. 7986 or if problems are encountered contact either John-Olav or Tim through the CTFlier.com forum. BE SURE TO NOTIFY JOHN-OLAV AND TIM AS TO WHETHER YOU ARE ATTENDING PAGE, OR BRYCE CANYON, OR BOTH...AND CONFIRM WITH US WHEN YOUR RESERVATIONS ARE MADE SO THAT WE CAN GENERATE THE GROUP ROSTER AND GET NAME TAGS MADE!!!
  17. Camguard

    Dick, I certainly have no reason to believe that 10w-40 Mobil 1 Racing 4T motorcycle oil will provide anything other than excellent protection of your 912. But, what do I know?
  18. 11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    As will Lee and Chris, looking forward to the Bryce add on. Thanks Admin!
  19. Camguard

    Tom and Fred. Good information. Firstly, I said I use MoGas and not 100LL so this is why I do use full synthetic oil. I recall perhaps it was Roger who presented the wear testing results from Mobil 4T. (Perhaps Amsoil motocycle was included too?) Besides the results showing that these oils contained a healthy amount of ingredients needed for lubrication of the wet clutches found in motorcycles, the test which I thought was most relevant was the "3 ball" test. As I recall, Mobil (and perhaps the Amsoil) was listed as one of the top performers. As Fred indicates though, there has been a long period of time since these tests were published and better testing or time weighted results may tell a different story now. Also, Shell has deep pockets and does heavily promote the use of it's products wherever specialty vehicles are raced or operated. Until shown otherwise, I believe that Mobil synthetic oils are still premium oils and that the 4T should be a reliable lubricant when used in Rotax engines that burn MoGas.
  20. 11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Ron & Jan will BE THERE!
  21. IFR?

    Yes, if you are instrument rated, current, have a medical or BasicMed, the aircraft has the equipment needed for the flight, and it has had the checks required by CFR 91.411 and 91.413.
  22. IFR?

    A friend needed to fly within the 30nm TFR around Palm Beach last weekend. He flies a JABARU (LSA). To go in there he needed to file a flight plan. So he filed IFR on a VMC day. Naturally he's instrument rated. Viola! He's there. Anybody know if this is permitted? Sure would be helpful to us Florida pilots.
  23. 2007 CTSW For Sale

    2007 CTSW for sale in NC. 535 hours, tundra gear, N915CT- AERA GPS upgrade and ADS In and out via Stratus transponder and GL 39 BT 252-903-9146. $79,900 OBO 252-903-9146
  24. Camguard

    I find it very hard to get information about motor oils for Rotax engines that is anything other than anecdotal or is provided by Rotax. As Dick noted above, Rotax used to approve Mobil 1 Racing 4T (a full synthetic four-stroke motorcycle oil that meets requirements of JASO MA/MA2). JASO certified motorcycle oils meet requirements for engines that use a common oil for engine lubrication as well as lubrication of the gearbox and wet clutch. That might be why Rotax previously allowed motorcycle engine oil in 912 series engines. They bear a strong resemblance to motorcycle engines. Also, many (maybe all) premium motorcycle engine oils are formulated with ZDPP, an additive that reduces friction and is believed to damage catalytic converters. Now, Rotax has an internal oil standard, RON 424. From Rotax documentation, "The ROTAX® Norm 424 (RON 424) is a BRP-Rotax internal standard, which is only available on special request via the ROTAX® Authorized Distributor and will not be disclosed to third parties without prior consent." So, is that different than JASO MA oil (which would justify using only Shell Sport PLUS4) or just a marketing ploy between Rotax and Shell (that would not preclude other oils)? Regarding changes in formulation, review of the Material Safety Data Sheet for AeroShell Sport PLUS4 shows ZDPP at 1-2%, highly refined mineral oils at 80-95%, and calcium long chain alkyl salicylate at 1-3%. Given the variability of the ingredients, I don't see how it is possible to claim that the formula for AeroShell is somehow more stable over time than the formula of other oils. The Material Safety Data Sheet for Mobil 1 Racing 4T is also available online. It also shows an ingredient that appears to be ZDPP (although with slightly different nomenclature) as well as a few others. Like AeroShell, a range is provided for each ingredient. Ultimately, I strongly suspect that every motor oil is will vary in formulation over time. I suspect this is due to fluctuation in the cost of ingredients. I also suspect that the manufacturers can vary the formulations somewhat and maintain compliance with JASO (and other) requirements for motorcycle oil. I have no reason to believe that Shell does not vary its formulas over time, provided the oil sold in the red bottle still meets all requirements for engine protection. So, where does all this get us? I strongly suspect nobody knows. The prevailing wisdom is to use motorcycle oil in the 912 series engine due to the need to lubricate the engine itself as well as the gearbox and wet clutch. To me, this makes sense. Motorcycle oils still have ZDPP as an anti-wear additive that was reportedly removed from automobile fuel due to damage to catalytic converters. Also widely believed is that semi-synthetic oils keep lead in suspension better than full-synthetic oils. Anecdotal images of engines run on 100LL and full synthetic motor oil are consistent with this belief. So, like Tom suggested, an engine that burns 100LL may be cleaner over time with a semi-synthetic oil than with full synthetic oil. Ultimately unanswered, however, is the question of whether a 912 engine run solely on Mogas is at any risk of premature wear as a result of regular use of a premium full-synthetic motorcycle motor oil recommended for motorcycle engines (eg., Mobil 1 Racing 4T) in comparison to regular use of Shell Sport PLUS 4.
  25. Parachute Recommendation

    Farmland is always rough. Try to land with the rows. But you still won't come out unscathed in many circumstances. The nose gear is the weak point on a CT field landing. If it digs in the slightest, you're going over. Try to keep it off the ground.
  26. Camguard

    Camguard isn't designed for rotax. That clutch is likely where the most havoc would be seen, which will cause other issues down the line. Aeroshell and rotax did a LOT of testing, and use the best formulation from those tests now. The issue with using the older oils is the formulas do change, and that accepted oil list list used to change after someone found out.
  27. Amps verses volts

    A big, huge help is to check voltage drop with all equipment running except the engine itself. When doing what I am telling you, you will need to test, write down the numbers, clean, test again. This way you can see if you are doing any improvements. On all power connections that you clean, use emery cloth or a dremel with a wire wheel. Spit shine those connections. You need to apply a thin layer of dielectric grease before reinstalling on the terminals only, don't goop up a bunch of the terminal screws. DO NOT APPLY DIELECTRIC GREASE TO DATA CARRYING CONDUCTORS. The procedure: Set a voltmeter to dc. Start with touching one of the tabs on the ground bus attached to the inside right firewall, and go to battery ground. You want this to be as low as possible. Hundredths of a volt preferred, but no more than a couple tenths. If you see more than that, clean the grounds and try to move any terminals grounding through the starter solenoid case to the same side to see if that brings it down. Lower voltage is better, it means better ground. If cleaning the terminals doesn't seem to work, you may need to crimp on new terminals or replace the wire with a larger gauge. Also, make sure that you sand off some of that anodizing under the bolt head that runs through the firewall and connects to the negative wire, and apply a very thin layer of dielectric. Next, test from the positive side of the battery to the input side of the ammeter shunt. That should be the left, but not always. The shunt has a very low resistance, the side which reads lower resistance to the battery positive is the input. Same thing, lower is better. Test from the input side of the shunt to the grounding bus. You will see 12v here. It should be relatively stable, preferably not swinging more than a tenth of a volt (stobes are noisy) but you will have to get a feel for this. Now test from engine to battery negative, clean and grease those connections too. If necessary, you can add a second grounding wire but it MUST be as large as the installed engine ground. I would prefer people install larger grounds rather than install a second one due to ground loops, but up to you. Unplug the voltage regulator, inspect for arcing burns or deformities, replace connectors if any found. Spray an electrical contact cleaner and let it set. For extra measure, you can test the charging coil resistance while you have this off if you want, but rotax coils are highly reliable and generally do not fail. Then apply dielectric grease and reconnect. Take a close look at your capacitor connections. Some are soldered. They should be clean beads. If they look dried out, resolder with extra flux. For push on connections, remove the connections, put your voltmeter on it until it gets close to zero. Switch to ohmmeter mode. You should see the resistance rise over time, this means the cap is working correctly. Use contact cleaner and dielectric grease before reconnecting. The connection should be tight. Remove the connector on the back of the EMS. Inspect for deformities. Spray with contact cleaner, let set. DO NOT USE DIELECTRIC GREASE. Reinstall. The EMS picks up its power from wires leading to the input side of the ammeter shunt. This must be done due to how electronic amplifiers work, or they will pick up noise. That connection is fused. If you want to, you can open the inline fuse container and clean it up too, but those arent really exposed to the air. The last place to consider is the back of the circuit breaker panel. FD really should have used a bus for this, but they chose to use jumper wires which are a pain. You can remove and clean up those terminals too, and check resistance across the circuit breaker with connections removed (should be zero resistance, no more than a few thousanths of an ohm) but this is a lot of effort. I would only do this if I thought there was a problem. This will clean up your system a lot. Regardless, rotax engines are very noisy due to the way the regulator rectifier is designed. You're going to see a little ammeter swing from the voltage pulses. A capacitor across the ammeter shunt input to ground might smooth that out but it seems unnecessary.
  28. Green Nav Light

    Yes. I just switched them out. Email me your address to Aeromut@aol.com.
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