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Found 11 results

  1. On my 2006 CTSW I recently installed a data logger on my GRT EIS that I use to monitor the engine. I can now see my EGT's graphically which revealed an interesting EGT puzzle. At 4900 RPM, (on takeoff) the EGT's are all very close from side to side and front to back. 4900 RPM EGT1: 1363 EGT3: 1397 EGT2: 1422 EGT4: 1405 (------------ Right ----------------) (-------------- Left ----------------) But when I throttle back to 4660 - 4750 RPM (for cruise) something interesting happens. The EGT's on the front two cylinders goes down a little over 200F. and the EGT's on the back two cylinders goes up about 25-50F. 4660 RPM EGT1: 1238 EGT2: 1269 EGT3: 1421 EGT4: 1467 (------------- Front ---------------) (------------- Rear -----------------) It's a lot easier to see this on the graphs I have attached. The PUZZLE: So what is causing this phenomenon? Is this normal? I have some speculative ideas, but nothing I'm completely comfortable with. So I won't poison your thinking by falsely leading you astray with speculation. I look forward to ideas and discussion by the group. Thanks, Rob If the attached images don't appear here, you can find them on this link. https://photos.app.goo.gl/PRi6wsDANnzYiiqq5
  2. I have heard that the Fiat rubber bushes (FD part No C9997739) used in the CTsw engine mount have been 'superseded' by nylon bushes Can anyone advise and maybe identify the nylon bushes by application or part number Thanks Duski Don
  3. It's like magic. I was sitting in my 2008 CTLS, in the hangar, all powered down. I decided to turn on the master switch to light up the EMS D-120 in order to check the recorded fuel levels. Behold, I've got 50 psi of oil pressure with the engine not moving. See attached panel photo. The motor was cold (well, that is to say ambient temperature for a summer day); the airplane had not flown for more than a week as of then. Clearly something's not quite correct here. What can cause the EMS D-120 to think we have oil pressure when there is none? In recent flights, oil pressure was in the low 40's with occasional dips to the 37-38-39 psi area. These were flights on very hot summer days. Anyone seen this before? Jim
  4. On the way back from Page Fly Inn, we had a sudden power loss during the hard climb. After arriving KIGQ, we took the cowlings off and we saw green fluids on the carb trays. We are wondering what caused the sudden power loss... Attached video with sound you can hear loss of power at 5 sec ~ 6 sec mark. Also, 4 pictures of carb trays and pipes into carbs are wet and green fluids are on the trays. I called around to see what could have caused this...but it was a very scary moment and the last leg of our flight ROTAX 912 POWER LOSS IN CLIMB.wmv
  5. Greetings! Spring 2017 Rotax Class Schedules are now available at http://www.cps-parts.com/menus/rtx/zclasses.html Please see the attached press release for details. CPS2017SpringClasses.doc
  6. We have paid our CTLSi in 2013, we have contract and still have no aircraft delivered two years after, and virtually we have no information or follow-up: the Flight Design management (Germany) is almost unreachable by phone or by email and when they finally reply it is to keep telling us the aircraft cell is soon delivered from Ukraine and they postpone the delivery date (twice by addendum to the contract). We fear a bankrupt due to the massive investments and the delay of the C4 certification. Any one with similar recent experience with the CTLSi assembled in Germany??? Many thanks for your comments and posts.
  7. Hello there, I wondered whether anyone would have power setting table for CTLSi? There is one in Rotax Operator's Manual (chapter 5, Performance data) but I am not sure it applies to all aircraft with this engine. The table does not show what the power setting at different altitudes is - I might think that ECU does the job but I am not sure. I have also another question to someone with more expertise on this engine. I have access to a rented plane and occasionally I see that RPM gets unstable. It oscillates up to +/- 200 RPM at and above 4500. It gets stabilised after some workout with MP and/or RPM but I am not sure it is normal. I spoke to Rotax - they exchanged MP sensors and things got better (they were worse before). Thanks in advance.
  8. Just would like to add my inputs on Rotax no start from this side of the Atlantic. My CTSW/100 ps Rotax/2007/800 hours has refuses to start for 2 weeks, not even a small evidence that, at least, sparks plug got something. Listening mechanical and other friends, I tried: - looking at a Spark on spark plug: nothing, even on a dark room. - recharge the battery: not better. - check the fuel if any contamination in the filter, or in the bowl carb: nothing (bowl full, no water, no contamination) - checking ignition key if on 1+2 position is not grounded: Ok - checking impedance from all generator coil: Ok( I compare it with an other Rotax dismounted) - replace the Regulator by a new one: no improvement. - check grounding connection: nothing was looking bad. Finnaly, one person in a shop give me this adivce: with all your test, your engine should work! Stop to touch everything, set your engine in best condition for a good start, and try again. So, back to the airfield and it finnaly starts with the following: - listen Roger witch is strongly pushing on grounding: I have clean and tight all grounding bolt. Changed the one with spot of corrosion. -fully charge the battery again (with an advanced digital charger) 3 A/H was missing. - replace all spark plus by new ones (not done on the last 200 hours) - let run some fuel out. -ignition for 10 s.: nothing (bowl carb. Were empty) - try #2: almost started! (large smile) - try #3: started : flew arround the pattern (on safe altitude): everything worked fine to allow nice local flight in Burgundy) Conclusion: -read and execute Roger's advices! Thanks again for your inputs: no one got your level here! Engine did not start due to a component failure, but due to the addition of several "weakeness" as battery partially discharge, old spark plugs, high air temperature, some grounding not 100% perfect and probably poor fuel quality. Hope this helps....
  9. Attached is a letter from California Power System Rotax training center in S.California. This letter was written by Kevin Kane as an outline of the 912is features for attendees. Kevin is a wealth of information on Rotax engines and he is one of the instructors. Kevin told me that approx. 80% of the 912IS engine has been redesigned, he has updated this from the 60% he quotes in the letter. I asked him recently why the new engine takes a lot more strength to turn the propeller compared ULS engine. He said the generator has super strong permanent magnets called rare earth magnets. Here's a Wikipedia explanation; Rare-earth magnets are strong permanent magnets made from alloys of rare earth elements. Developed in the 1970s and 80s, rare-earth magnets are the strongest type of permanent magnets made, producing significantly stronger magnetic fields than other types such as ferrite or alnico magnets. The magnetic field typically produced by rare-earth magnets can be in excess of 1.4 teslas, whereas ferrite or ceramic magnets typically exhibit fields of 0.5 to 1 tesla. Anyway the CPS 912is install letter is an interesting read that I wanted to share with the group. Thanks to Kevin Kane. Note; Kevin will be attending the Arlington Washington Fly-in July 11-13th. I will be there too with a 2012 CTLS. Happy flying! Ron CPSAttends912iSTraining.pdf
  10. I'm trying to source a wiring diagram for installing the ignition modules from a 2007 ctsw on an earlier model. These modules have two 6 pin plugs, one male and the other female without the red lead to the off switch. I.m sure I've seen the diagrams somewhere in the manuals so any help in the right direction would be appreciated. Mac
  11. Adam

    N764AC is Born!

    From the album: N764AC (Hawthorne CA, KHHR)

    This is a 912ULS (not the fuel injected version). Does show the new high output lithium battery option.
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