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  #11  
Old 03-23-2018, 01:51 PM
rvbuilder2002 rvbuilder2002 is offline
 
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Originally Posted by bob1393 View Post
We will check them now and the gascolator also to see if there is any debris or contamination as well as weigh the floats.

Bob
If it ends up being debri causing your problem, it will be in one (or both) of the carbs. Finding nothing in the float bowls also doesn't mean it is not a contamination/debri problem. Disassembling the carbs and blowing out passages over a white sheet is sometimes the only way to tell that anything was there.
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  #12  
Old 03-23-2018, 02:09 PM
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Piper J3 Piper J3 is offline
 
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Originally Posted by bob1393 View Post
Thanks Scott and others for the reply. We have the new floats and did check them at 200 hours and they were fine. We did not check them again at 400 hours. We will check them now and the gascolator also to see if there is any debris or contamination as well as weigh the floats.

Bob
Still curious if this was an engine started from cold or was it warm(hot) from a previous flight...
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Jim Stricker
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PPL/ASEL 1970 - Sport Pilot since 2007
80 hrs Flying Aeronca Chief 11AC
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RV-12 E-LSA #120058 AWC Jul 2012 - Bought Flying Oct 2015 with 48TT - Hobbs now 406

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  #13  
Old 03-23-2018, 02:57 PM
Peterk Peterk is offline
 
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I'm with Joe. Vapor lock. Not uncommon. Its been flown since with no problem.
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  #14  
Old 03-27-2018, 08:21 AM
Bad1996 Bad1996 is offline
 
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Location: Dalton, Ga
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Quote:
Originally Posted by bob1393 View Post
Thanks Scott and others for the reply. We have the new floats and did check them at 200 hours and they were fine. We did not check them again at 400 hours. We will check them now and the gascolator also to see if there is any debris or contamination as well as weigh the floats.

Bob
I believe the 200 hour check Scott speaks of is a complete disassembly/rebuild of the carbs. The float check is every 25 hours. While I may not agree with a 25 hour check every time, all the time, it sounds like you are going waaay over what would be prudent.

https://www.rotax-owner.com/en/rotax...oat-inspection
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  #15  
Old 03-27-2018, 10:57 AM
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tomkk tomkk is offline
 
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Originally Posted by Bad1996 View Post
I believe the 200 hour check Scott speaks of is a complete disassembly/rebuild of the carbs. The float check is every 25 hours. While I may not agree with a 25 hour check every time, all the time, it sounds like you are going waaay over what would be prudent.

https://www.rotax-owner.com/en/rotax...oat-inspection
I just checked the latest version of "SB-912-065 UL_SB-914-046 UL_R3_Periodic inspection of the float buoyancy for ROTAX® Engine Type 912 and 914 (Series)" from the Rotax/BRP website (flyrotax.com) and it included a note in the Compliance section that doesn't appear in the above link so that link might not be to the latest version of the SB.

The note was
"1.5) Compliance
NOTE: The installation of new floats as per SB-912-067/SB-914-048 “Exchange of floats” (latest issue) supersedes and cancels the requirement to comply with SB-912-065/SB-914-046 (latest issue).
- Before the first installation in the aircraft and/or the initial start-up. ..."
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  #16  
Old 03-27-2018, 11:04 AM
rvbuilder2002 rvbuilder2002 is offline
 
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Quote:
Originally Posted by tomkk View Post
I just checked the latest version of "SB-912-065 UL_SB-914-046 UL_R3_Periodic inspection of the float buoyancy for ROTAX® Engine Type 912 and 914 (Series)" from the Rotax/BRP website (flyrotax.com) and it included a note in the Compliance section that doesn't appear in the above link so that link might not be to the latest version of the SB.

The note was
"1.5) Compliance
NOTE: The installation of new floats as per SB-912-067/SB-914-048 “Exchange of floats” (latest issue) supersedes and cancels the requirement to comply with SB-912-065/SB-914-046 (latest issue).
- Before the first installation in the aircraft and/or the initial start-up. ..."
I think measuring the float weight is still part of the 200 interval carburetor inspection though.

One thing I would like to clarify..... the 200 hr inspection interval is not an overhaul interval. There is no requirement to purchase an expensive carb. overhaul kit every 200 hrs. Replacement of parts is on a condition basis at each inspection interval.
The part replacement requirement is on the 5 year replacement interval for rubber parts (diaphragms, carb. mount sockets, etc.)
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  #17  
Old 03-27-2018, 11:18 AM
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Quote:
Originally Posted by rvbuilder2002 View Post
I think measuring the float weight is still part of the 200 interval carburetor inspection though.
It is. Actually, "Every 200 hrs (or annual check)". I just wanted to make sure we were looking at the latest SB.
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RV-12 N121TK ELSA #120845; first flight 06/10/2015
RV-12 N918EN ELSA #120995 Eagles Nest Project
SPA Panther N26TK in progress
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  #18  
Old 03-27-2018, 11:59 AM
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DaleB DaleB is offline
 
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While we're on the subject of 912ULS carb inspections/rebuilds...

We're approaching 400 hours. We suspect that the carbs are in need of some attention, and they certainly need inspection. We can ship them off to LEAF for a $485 overhaul (plus shipping both ways, of course) or buy parts and do it ourselves. I've rebuilt automotive carbs before, but it's been many years. My flying partner has much more recent experience with motorcycle carbs. That said... we know what we don't know.

Is there a compelling reason to ship them off to let someone else overhaul, or is this a no-brainer for guys who have some clue which end of the screwdriver is pointy?
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  #19  
Old 03-27-2018, 12:18 PM
rvbuilder2002 rvbuilder2002 is offline
 
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Quote:
Originally Posted by DaleB View Post
While we're on the subject of 912ULS carb inspections/rebuilds...

We're approaching 400 hours. We suspect that the carbs are in need of some attention, and they certainly need inspection. We can ship them off to LEAF for a $485 overhaul (plus shipping both ways, of course) or buy parts and do it ourselves. I've rebuilt automotive carbs before, but it's been many years. My flying partner has much more recent experience with motorcycle carbs. That said... we know what we don't know.

Is there a compelling reason to ship them off to let someone else overhaul, or is this a no-brainer for guys who have some clue which end of the screwdriver is pointy?
My suggestion would be to look through the carb. inspection portion of the manual and see if it all makes sense you you based on your former experience. If it does, then it might be something you could do yourselves.
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  #20  
Old 03-27-2018, 12:31 PM
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tomkk tomkk is offline
 
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There are also some good videos on rotax-owner.com that shows it step-by-step.
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RV-12 N918EN ELSA #120995 Eagles Nest Project
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