pudestcon

The last bit of throttle making no difference to the revs could also be caused by the carburettor not releasing more fuel too, couldn't it Nev. I'm thinking main jets too small or blocked main jets. This would have the same effect as "governing" the engine wouldn't it? I'm not sure I can get hold of a propeller to try what you suggest but it's a thought I will progress a bit further along the elimination process. Thanks Nev. Pud

Thanks Mike, all of what you mention has been verified as far as correct gauge readouts for RPM and water temps. I believe the climbout and cruise performance is ok, certainly no marked change from the training T500 I did my endorsement in. My T500 cruises at around 55kts 1 up with 5200 revs on the tacho. Cheers, Pud

Could no extra revs also be attributed to no extra capacity (fuel) from the carburettors - I'm thinking main jets too small or blocked, in effect, governing the engine? I'll keep your idea in mind Nev. Thanks. Pud

We will see TP, next time I'm at the hangar all things suggested here, if at all possible, will be tried. We will get to the bottom of the issue(s) sooner or later. Pud

Just one click on the 'Submit post' button will do it Motz - 2 clicks, or a double click is likely to submit 2 identical posts. You just want to get your post count up!! Pud

Last part of throttle movement has no effect on revs, and when reducing from wide open throttle there is no reduction in revs at first. There is full movement of the slide to the end of the throttle stick movement though - give or take a few millimetres. The EGTs reduce a little I think - not a definitive answer here because I need to check to be sure. I haven't tried it without the thermostat for 2 reasons - the thermostat is operating as it should, and removing the thermostat also removes the gasket seal. The seal is provided by a purpose moulded 'O' ring that attaches to the thermostat and engages in a rebate. To run without a thermostat would require making up a temporary gasket. I think there are a few things to try before that though. I'm leaning towards the overheating being caused by the smaller radiators - some people are probably saying this is a 'no brainer' and should have been tried first. Just remember I have only recently become aware of the larger size radiator requirement, and will try this out at the next visit to the hangar. Pud

The bleed tube is attached from top of the engine head to a 't' piece in the 1/4" horizontal pipe connecting the 2 radiator halves at the top. In the photo post #62 you can see the black tube connecting from the cylinder head to the 't' piece. The EGTs vary in flight depending on what RPM setting I am using at the time. I don't have EGT readings at the different RPM settings for you though. I can tell you they are always consistent on both cylinders. Pud

Tonight I’ve been trying to get my head around where I am with the under revving and overheating issues with my blue head 582. Here’s where I’m at and what I’ll be doing next time I’m at the airfield…. Summary of known conditions in no particular order- · Propeller. 12* pitch blocks on a 3 blade composite 68” Brolga prop, powered by a 582 blue head Rotax engine through a “B” reduction box 2.58:1 gearing. Propeller is second hand but in good condition. Number 1 blade weights 2 grams lighter than the other 2. Number one blade tracks 10mm to the rear of the other 2 blades at bottom centre of the propeller arc. No facility on this type of setup to adjust propeller blade tracking. · Maximum revs 6200 WOT ever since brand new including during run in phase. · Engine prone to overheating ever since new with temps wanting to climb through 80*c including during run in phase. · The Bing 54 carburettor slides show synchronised and full movement through the entire throttle lever range. WOT position shows slide as wide open. · Engine idles at 2000 RPM with vibrations felt until revs increased to 2200. · Engine has 30 hours since new, as shown on electrically activated hour meter – true running hours possibly 27 or so. · Tacho and water temp gauges are confirmed as reading accurate. · Thermostat is confirmed as operating correctly. · Enrichening circuits (choke) on the carburettors are functioning correctly with complete de-activation when levers returned to the ‘Off’ position. Engine starts with no trouble. · All 4 spark plugs exhibit consistent tan/light brown colour, indicating correct fuel/air mixture. · EGT gauges at 6000 RPM read 1100* identical on both cylinders. · Engine runs on Caltex unleaded 91 Ron fuel at 50.1 mix with Castrol Active 2T 2-stroke oil. · Air cleaners were brand new with the engine and are in as new condition. · Carburettors were brand new with the engine and have not been altered in any way, or checked for synchronisation apart from visual inspection of slide operation on both carburettors. · Exhaust system was brand new with the engine and has been slightly modified. Where the gases exhaust to outside air a 50mm long (or thereabouts) curved pipe has been added to direct the exhaust gases away from the wing skins. See photo in post # 52 · The 2 part radiators are the smaller version radiators from the old grey head 582 installation. New radiators were not purchased with the new blue head 582 engine. Things to check when next at the hangar- · Remove overflow bottle from the radiator coolant circuit to check if there is airflow interference from the bottle interrupting airflow around the radiators and engine. See photos. · Fully inspect and check carburettors set up – All jets and needles, float levels, position of needle clip retainer in needle groove, position of white plastic retainer is above needle clip, pneumatic synchronisation of both carburettors, and full throttle slide movement (again). · Fit larger test radiators on loan from Riley to ascertain benefit from larger radiator capacity. · Check ignition pick up gap and timing of ignition. Is there any other checks I should do at the same time? Pud

Exciting times coming up Mark!! Cheers, Pud

G'day SAJ, To upload a photo click on the "Upload a File" box under where you type to submit a post - it's on the right side next to "Post Reply". You need to ensure the photo file is small enough to be accepted. If it's too big you will get a red error message about the file being too big. Just resize the photo and try again. I'd be interested to see your setup. Cheers, Pud

You are talking a language I don't understand Nong!! I don't believe Rotax would be doing any development/improvement work on the 582 which is the same beast since 1999. I appreciate your suggestions though. I strongly suspect it is something simple I have missed, and to find it is a simple method of elimination. Which is why I am, and will be trying any and all suggestions that are reasonably practicable for me to do. Here's another idea I only thought of last night. On the old engine the exhaust had a turned up outlet so the exhaust gases were expelled upwards, thereby missing the wing. The new exhaust just had a short straight stub which would expell exhaust gases straight onto the wing. So I cut the upturn end off the old exhaust and fitted it to the new one - length of upturn extension about 2" or 50mm. Have a look at the photo and tell me what you think. Whilst you are looking at the photo take a gander at the radiator setup. A mate of mine - Runt we call him - has suggested I remove the overflow bottle from between the radiators as this could be causing an interrupted airflow to the radiators and engine. So I'll remove it next time I'm at the airfield. Pud

Onya Steve, it will be good having you around. I'm interested in furthering my knowledge of most things in aviation, but give some thought to propellers and how to team them with engines in the correct configuration. Please:) Pud

My thoughts centre around what I can do to foster this awareness. What I would like from Carol is a procedure of things to cover when talking to young people about aviation, in particular our niche in aviation. I'm thinking that this could be in the form of a briefing before taking a young person for a joy flight, during the flight, and after the flight including where to go next. Maybe an understanding with a local flying school would also be appropriate - I hasten to add, not a commercial understanding, but one that would facilitate a young person taking the next step without it feeling daunting to them. I would be interested in Carols thoughts here. Pud

I reckon that's fantastic Ian. A very warm welcome to Carol and Steve as new Recreational Flying staff members. After giving some thought to the questions you pose above I will be posting in the respective threads. Pud

Whose going to the Pearce Airshow 19th - 20th May? Pud

Thanks Riley... Probably do both, enhance my understanding and increase my state of confusion:dizzy: Pud

What I would like is a table of prop, pitch, reduction ratios, rpm for a number of combinations. For instance - 68" brolga 3 blade composite, 12* pitch, 2.58 reduction box on a 582, ? rpm. What about if it was a 3:1 reduction drive, or a 62", or 15* pitch? I think you get my drift, but I can't seem to find one anywhere - just drawing blanks at the moment. Cheers, Pud

On that basis the run in procedure was not done as per the book. However, at the time I was thinking the tightness of the engine was causing the reduced RPM, and if I'd known the pitch was 12*, it would have just reinforced the 'tight engine' premise. It is obvious from a previous post that other people can't get max revs either. With the help here from you forumites though Tex, I reckon the problem will be solved...... eventually:coffee: Pud

On looking in my Rotax repair manual it seems a bit too technical for me to attempt addressing the ignition timing - gap checks would be ok to do but it seems some specialist equipment is required. Strobe lights and a gauge by the look of it. Pud

Hehehe, yes definitely a centigrade gauge, checked against a second centigrade gauge last weekend. I have put aside the prop pitch question for now as I believe 12* pitch is not the culprit in lack of max. revs. Cruise is 55kts indicated at 5200 RPM pilot only, and the climb out performance seems ok to me - certainly comparable to the T500 I did my training in. Pud

What other symptoms would I see with retarded (or advanced for that matter) ignition facthunter? There is no indication of backfiring at all. All people who have heard the engine running say how sweet it sounds. No one has said the engine sounds 'off'. I'm interested in exploring this a bit further though. I'm heading for my manuals!! Pud

The run in procedure chart from Rotax does not indicate what maximum revs should be. For all other levels in the run in chart it does specify what level. I took this to mean that maximum revs as shown in the operators manual might not be reached during run in due to a 'tight' engine. Indeed, the maximum of 6800 on the 582, coupled with the correct propeller configuration, would not be reached when stationary on the ground. So maximum revs with this engine during the run in procedure was 6100 or so. Pud

Another potential cause of a problem to put in the memory bank, thanks Bill. Not the case here though as the engine has demonstrated low RPM at full throttle and overheating from day 1 with fresh fuel. I am very careful with the fuel I use, generally buying it in 20 litre lots to avoid the issue you have raised, and mixing it just before pouring into the aircraft. Pud

Any watch will do, as long as it keeps accurate (for our purposes) time. I use the anolgue clock set in the instrument cluster in my T500, as well as a cheap digital (with BIG readout) wrist watch for backup. It's a bit like a mobile phone; these watches with all the fruit - I just want my phone to make an easy phone call, I want my watch to keep accurate time that I can read. Simple really. Pud