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rhtrudder

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Everything posted by rhtrudder

  1. rhtrudder
    Where I located it would be the hottest part of the circuit,I thought , I checked out the Rotax forums where there are well informed contributors and looks like the liquid pumps around that fast it wouldn’t make much difference where it was located , anyhow just another gauge to look at.
  2. rhtrudder
    Point taken, I think the later engines have the sensor in the coolant and not on the head, I have blocked off part of the oil cooler to get the oil temps up, I was surprised that there was as big a difference between the two readings, maybe the head temperatures are not as accurate
  3. rhtrudder
    Just fitted a coolant sensor in the radiator hose between the collector and the radiator, went flying and was surprised that the temperature got up to 100 degrees, the sensor in the head only showed about 80 , did drop back to 90 as I came into land, was a cold day, I did wonder how accurate the original gauge was , oil temperature was down , rotax allows up to 120
  4. rhtrudder
    I think he will hook up another pressure gauge, can it be done with a mechanical one which I guess would screw into where the electric sender is, should give us a definitive answer
  5. rhtrudder
    Got a mate with a 230 , engine recently rebuilt but now noticing oil pressure drops way off as the oil temps goes the other way , no noticeable difference in the way it runs , could it be a wiring problem
  6. rhtrudder
    Thoughts on using anti puncture goo in aircraft tyres, planning on some trips away , don’t need flats, anyone tried this
  7. rhtrudder
    Would there be any benefit of spraying inox inside the wings and fus to help with any corrosion, aluminum aircraft
  8. rhtrudder
    Okay if my problem is from the prop would it be noticeable below 5000 but smooth out above or would it be through the whole rev range
  9. rhtrudder
    Has anyone fitted one to the flywheel end, looks easy enough, do you think it would make a difference, my plane has a noticeable vibration under 5000 feel it through the cabin support, I realize the engines run like a thrashing machine up at cruise, you only have to take you headsets off, so it may be just what it is,
  10. rhtrudder
    Hi are you still bringing in the balancers
  11. rhtrudder
    Not the original builder
  12. rhtrudder
    Just found out the pilot was a local boy from Tongala,I took him up a couple of years ago for his first flight, he was very keen and soon had his instructors ticket and was possibly on his way to a commercial, looks like his brother and cousin were lost as well, I think he had relatives in the area I guess that’s why all the orbits, he had only just taken over the plane , sad times.
  13. rhtrudder
    I thought the bristell was aluminum, but it looks like fiberglass the way the fire took hold
  14. rhtrudder
    What’s the safest detergent to use on a aluminum plane, I figure ph neutral, but should keep away from phosphate , most of the auto cleaners have sodium in some form, a lot to choose from
  15. rhtrudder
    In the past if I have left one off I could barely notice the difference but not now , both sides the same, feels like it will cut out, I’ve never come across this information before, can drop up to 500, at 4000 , just found out the 914 runs one side a bit more advanced , I guess to help with detonation, read somewhere the earths off the cdi and coils can corrode, just cleaned them up , fly tomorrow and hope my imagination was the trouble all along
  16. rhtrudder
    Still trying to figure out my engine, switch between the mags below 4000 not much drop, up in cruise, above 5000, the is a big drop on both sides, I know the ignition systems are separate from each other but is there something common to effect both
  17. rhtrudder
    Planning a trip from northern Victoria heading up north along the darling , still in the planning stages, anyone welcome to tag along, Greg
  18. rhtrudder
    Don’t think my 914 has bounced back, maybe something to do with the reduction gearing
  19. rhtrudder
    I guess that’s why the the hot up mobs offer to weld up the crankshaft to take the strain of the extra power, I think I will leave it standard
  20. rhtrudder
    True, the 914 is a 80hp with a turbo, low compression on start up , HP comes up when over 30 on the map gauge
  21. rhtrudder
    How many hrs on your engine
  22. rhtrudder
    Worst cylinder was no 2, left front, could definitely hear bubbling in the oil tank, so I reckon the valves are good, 70/80 , the bore scope sounds a good idea but I’m not sure I’d know what I would be looking at, wonder if just a set of rings would make a difference, read that the bores hardly wear, hard as a cats head, found on eBay a full set of pistons and cylinders only 95hrs, $1200 plus freight from the US could be a scam but might be worth the gamble.
  23. rhtrudder
    Would it be possible to replace the pistons and rings and maybe valve guides give the old cylinders a hone and go again, I reckon the bottom end looks solid, could be a cheap way out although I have out jewed myself in the past with mixed results
  24. rhtrudder
    Only private flying, having trouble trying to justify over $50K on a replacement so I guess I keep up the service and hope for the best, worked okay so far , Wally tells me plenty have well over 3000 up
  25. rhtrudder
    Over 1900 hrs on my engine, no 2 always felt a bit soft in compression when flipping over the prop, leak down showed 70/80 , rest about 75/80 , going past the rings , should this be a concern or just keep flying, engine doesn’t use any more oil than usual
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