Jump to content

Tom Baker

  • Content Count

  • Joined

  • Last visited

  • Days Won



About Tom Baker

  • Rank
    Master Star Fighter

Profile Information

  • Location
  • Interests
  • Gender

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Air box that is connected to the carbs. The carb heat valve connections are on the back side. There are 2 valves that are connected when you pull the carb heat control you close the valve to the filtered air and open the valve to the heated air. There is a spring to aid in over center when turning carb heat off.
  2. Yes the LS is different than the CTSW. It actually runs a duct to the heat shroud on the muffler. It may only show a drop of 50 RPM on run up, but the loss in power is more noticeable at takeoff power After re-reading the original post I would definitely get rid of the old fuel and replace with new, or at a minimum add an equal amount of 100LL. With auto fuel that old it could lead to detonation, and that will be costly. I don't think this is your issue, but I would hate to see you ruin an engine.
  3. A 2010 would not have had the heavy ailerons.
  4. I have had similar before, and carb heat was on with the knob in the off position. Once the nut seccuring the cable behind the airbox came loose. The second time was an issue behind the panel. Also over application of the K&N red oil can restrict airflow. It is one of those things that takes way less than you think it should.
  5. The first layer is the firewall blanket, and it is sandwiched between the airbox and the firewall. You can cut it back a little to get to the rivnut.
  6. They used a metric rivnut. I would just remove the old ones and install new.
  7. I have a pair of 6's in my parts drawer, and they are to small for the front end of the rod. I think you want a GA8. You can likely find a replacement at the hardware store or Amazon.
  8. He said he didn't have current at the light with it removed. I assumed he meant voltage instead of current. If he actually meant current the light could still be the issue. A electrical item that has an open circuit will not draw any current even with voltage present.
  9. They shouldn't be real stiff. The lube port is kind of like a chainsaw grease fitting. Getting it to take grease is almost impossible.
  10. My dad made the ones I had. IIRC I cut the pieces to fit the airplane, then had them bound.
  11. I would check the connection in the wing root next. You may be able to reach it through the aileron belcrank hole and have enough slack to check it. It gets disconnected when pulling the wings for the inspection and sometimes the wires get pulled on.
  12. I suspect it was PSI. I think the numbers Roger gave were for the fuel injected engines, not ones with carburetors.
  13. 43-46 is way to high for the 912 ULS. Without looking it up I think we set the high limit with the new style pumps to 7 or 7.2 PSI. The low end was around 2. Fuel pressure is not as critical as fuel flow. If you can flow enough fuel at 2 PSI or less the engine will run fine. You have a valve in each carburetor the allows fuel into the float bowl. When those valves are closed the pressure will be higher, and when they open the pressure drops. If both open at the same time as when high fuel flow is needed you may see a bigger drop in pressure. The flow needs to be sufficient to fill the float bowls back up and close the valves. According to Rotax a low fuel pressure alarm is acceptable with the new style fuel pump as long as it last for less than 5 seconds.
  14. Not exactly what you are asking for, but here is a video. I do the removal and re-installation with 1 helper. I also see some no nos on the video, like resting the wing on your head. The video is at the top of the page.
  • Create New...