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DAquaNut(at)aol.com
Guest

Posted: Wed Jan 25, 2006 9:07 pm Post subject: egt

List,

 

  On my first flight my exhaust got up to 1200 if I flew between 4200-  5200 

rpm. I moved the clip down one notch, but it still goes up to 1200*   Should I 

move the clip down another notch.

 

 

 

             Ed  Diebel  ( 447 Firefly)

jdmurr(at)juno.com
Guest

Posted: Wed Jan 25, 2006 9:46 pm Post subject: egt

I have a video tape from CPS that was done in Oshkosh in 1989.  This is from the notes I took.

EGT should be at 1200 (at) Full throttle. (6,250 rpm). Never exceed 1400. Your clips effect the mixture at 3/4 to full throttle not 4,200-5,200 rpm which is why there is no change in temp.

CHT should run 300-325.  Max 400-425.  However the lower the better is the rule.  This is an indication of adequate lubrication.

If your readings are out of the above tolerances pull the plugs and see if it is rich or lean before changing the mixture.  Double check your oil mixture and oil type.  This can effect temperatures too.

My 503 runs at 1200 in the range you state above, but cools down a little at full throttle.  CHT is a little less than 300.  I'm happy with this and the engine seems happy too!

They also said it is hard to damage an engine at less than full throttle which is why the full throttle readings are most important.

If you still aren't sure call CPS and they can help you.

Hope this helps.

John Murr

-- DAquaNut(at)aol.com wrote:




List,

 

  On my first flight my exhaust got up to 1200 if I flew between 4200-  5200 

rpm. I moved the clip down one notch, but it still goes up to 1200*   Should I 

move the clip down another notch.

 

 

 

             Ed  Diebel  ( 447 Firefly)



 

 

 



I have a video tape from CPS that was done in Oshkosh in 1989. This is from the notes I took.





EGT should be at 1200 (at) Full throttle. (6,250 rpm).Never exceed 1400.Your clips effect the mixture at 3/4 to full throttle not 4,200-5,200 rpm which is why there is no change in temp.





CHT should run 300-325. Max 400-425. However the lower the better is the rule. This is an indication of adequate lubrication.





If your readings are out of the above tolerances pull the plugs and see if it is rich or lean before changing the mixture. Double check your oil mixture and oil type. This can effect temperatures too.





My 503 runs at 1200 in the range you state above, but cools down a little at full throttle. CHT is a little less than 300. I'm happy with this and the engine seems happy too!





They also said it is hard to damage an engine at less than full throttle which is why the full throttle readings are most important.





If you still aren't sure call CPS and they can help you.





Hope this helps.





John Murr

--DAquaNut(at)aol.comwrote:

--Kolb-Listmessagepostedby:DAquaNut(at)aol.com



List,



Onmyfirstflightmyexhaustgotupto1200ifIflewbetween4200-5200

rpm.Imovedtheclipdownonenotch,butitstillgoesupto1200*ShouldI

movetheclipdownanothernotch.



EdDiebel(447Firefly)

Richard Pike

Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee

Posted: Thu Jan 26, 2006 6:08 am Post subject: egt

Maybe, probably not. What is your static rpm, climbout rpm, and rpm at 

full throttle in level flight?

If your full throttle rpm is over 65-6600, crank more pitch into the 

prop until it gets down to 6600 or a hair less. That will drop the EGT's.



EGT's will rise and fall as you change the prop loading. There is much 

on this topic in the archives.

Also you can check this page on how to read spark plugs, and how to 

adjust the Rotax for different CHT and EGT readings.

http://www.bcchapel.org/pages/0003/pg11.htm



Rotax dealers like CPS and LEAF used to specify higher EGT's than they 

do now. I still have their older material and it has different numbers 

than they currently specify.



Richard Pike

MKIII N420P (420ldPoops)

DAquaNut(at)aol.com wrote:



 	  Quote: 	
		  



List,

 

  On my first flight my exhaust got up to 1200 if I flew between 4200-  5200 

rpm. I moved the clip down one notch, but it still goes up to 1200*   Should I 

move the clip down another notch.

 

 

 

             Ed  Diebel  ( 447 Firefly)

_________________
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0

Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.

John Hauck

Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)

Posted: Thu Jan 26, 2006 7:19 am Post subject: egt

| I have a video tape from CPS that was done in Oshkosh in 1989.



| If you still aren't sure call CPS and they can help you.



| John Murr



Hi John M/Gang:



Today we can get the lastest info right off Kodiak Research's web 

site.  I think it might be best to go with genuine Rotax limits rather 

than a dealer's old video.  But that is only my humble opinion.



Current Operator's Handbook for the 503 indicates:



Normal EGT:  860F to 1,000F



Max EGT:  1,200F with difference between cyls:  43F



Normal CHT:  350F to 430F



Max CHT:  480F with difference between cyls:  34F



I have much better luck tuning the prop to the engine and airplane, 

especially two strokes, since they are so vulernable to loading.  The 

engineers at Rotax set up the engines to operate without retuning the 

engine.  Except in extreme cases, rejetting should not have to be 

done.  Temp changes from summer to winter, etc, can usually be taken 

care of by raising or lowering the clip on the fuel needle.



This goes for changing spark plug heat range also.



All the manuals are available right here for free:



http://www.kodiakbs.com/tiintro.htm



john h

MKIII

titus, alabama

_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama

jdmurr(at)juno.com
Guest

Posted: Thu Jan 26, 2006 8:05 am Post subject: egt

The video also said max rpm should be 6,250.  So if I'm getting 6,600, which I am, and 1,200 EGT and 300 CHT, perhaps I need to add some pitch, get the rpms down to 6,300 to reduce the EGT and increase the CHT to the ranges you noted? 

Also I only go full throttle at take off for less than a minute and I'm at least 1,000 AGL.  Usually I run 4,500-4,800 rpm.  5,200-5,500 rpm if I need to get some where.

I have a 503 DCDI

John Murr

 

-- "John Hauck" <jhauck(at)elmore.rr.com> wrote:




 | I have a video tape from CPS that was done in Oshkosh in 1989.



| If you still aren't sure call CPS and they can help you.



| John Murr



Hi John M/Gang:



Today we can get the lastest info right off Kodiak Research's web 

site.  I think it might be best to go with genuine Rotax limits rather 

than a dealer's old video.  But that is only my humble opinion.



Current Operator's Handbook for the 503 indicates:



Normal EGT:  860F to 1,000F



Max EGT:  1,200F with difference between cyls:  43F



Normal CHT:  350F to 430F



Max CHT:  480F with difference between cyls:  34F



I have much better luck tuning the prop to the engine and airplane, 

especially two strokes, since they are so vulernable to loading.  The 

engineers at Rotax set up the engines to operate without retuning the 

engine.  Except in extreme cases, rejetting should not have to be 

done.  Temp changes from summer to winter, etc, can usually be taken 

care of by raising or lowering the clip on the fuel needle.



This goes for changing spark plug heat range also.



All the manuals are available right here for free:



http://www.kodiakbs.com/tiintro.htm



john h

MKIII

titus, alabama 

 

 

 



The video also said max rpm should be 6,250. So if I'm getting 6,600, which I am, and 1,200 EGT and 300 CHT, perhaps I need to add some pitch, get the rpms down to 6,300to reduce the EGT and increase the CHT to the ranges you noted? 





Also I only go full throttle at take off for less than a minute and I'm at least 1,000 AGL. Usually I run 4,500-4,800 rpm. 5,200-5,500 rpm if I need to get some where.





I have a 503 DCDI





John Murr



--"JohnHauck"jhauck(at)elmore.rr.comwrote:

--Kolb-Listmessagepostedby:"JohnHauck"jhauck(at)elmore.rr.com



|IhaveavideotapefromCPSthatwasdoneinOshkoshin1989.



|Ifyoustillaren'tsurecallCPSandtheycanhelpyou.



|JohnMurr



HiJohnM/Gang:



TodaywecangetthelastestinforightoffKodiakResearch'sweb

site.IthinkitmightbebesttogowithgenuineRotaxlimitsrather

thanadealer'soldvideo.Butthatisonlymyhumbleopinion.



CurrentOperator'sHandbookforthe503indicates:



NormalEGT:860Fto1,000F



MaxEGT:1,200Fwithdifferencebetweencyls:43F



NormalCHT:350Fto430F



MaxCHT:480Fwithdifferencebetweencyls:34F



Ihavemuchbetterlucktuningtheproptotheengineandairplane,

especiallytwostrokes,sincetheyaresovulernabletoloading.The

engineersatRotaxsetuptheenginestooperatewithoutretuningthe

engine.Exceptinextremecases,rejettingshouldnothavetobe

done.Tempchangesfromsummertowinter,etc,canusuallybetaken

careofbyraisingorloweringthecliponthefuelneedle.



Thisgoesforchangingsparkplugheatrangealso.



Allthemanualsareavailablerighthereforfree:



http://www.kodiakbs.com/tiintro.htm



johnh

MKIII

titus,alabama

Richard Pike

Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee

Posted: Thu Jan 26, 2006 8:57 am Post subject: egt

Sounds like a good plan.

RPM's on climb between 6250 and 6350 ought to work, and I run all those 

those other RPM's as you with good success. Some folks prefer to run 

their 2 strokes at 5800 rpm most all the time because supposedly that's 

what the engines were designed for, however that would give me an 

airspeed of around 80, and over these East Tennessee hills and 

mountains, that gives me a ride that I was not designed for. Crank in a 

bit of prop pitch and you will probably be satisfied.



Richard Pike

MKIII N420P



jdmurr(at)juno.com wrote:



 	  Quote: 	
		  



The video also said max rpm should be 6,250.  So if I'm getting 6,600, which I am, and 1,200 EGT and 300 CHT, perhaps I need to add some pitch, get the rpms down to 6,300 to reduce the EGT and increase the CHT to the ranges you noted? 

Also I only go full throttle at take off for less than a minute and I'm at least 1,000 AGL.  Usually I run 4,500-4,800 rpm.  5,200-5,500 rpm if I need to get some where.

I have a 503 DCDI

John Murr

_________________
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0

Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.

DAquaNut(at)aol.com
Guest

Posted: Sat Jan 28, 2006 1:33 pm Post subject: egt

Group,

 

  Thanks to all who commented on  EGT.  I have a good idea  of what I am 

dealing with and what is exceptable.  Im just waiting for  better weather so I can 

go to the hanger and try out my new radio and earbuds. I  think they will 

work well.   Also has anyone figured out any way to  trim the rudder other than a 

trim tab????

 

           Ed  Diebel    (447 Firefly)

                                ( Started to say Through with Building, but I 

guess it never really  stops)

biglar

Joined: 14 Jan 2006
Posts: 457

Posted: Sat Jan 28, 2006 2:05 pm Post subject: egt

Take a look on my website, Ed.  John H. has a similar setup that looks to be 

a little easier to adjust.                   Lar.



Larry Bourne

Palm Springs, CA

Building Kolb Mk III

N78LB  Vamoose

www.gogittum.com



---

_________________
Larry Bourne
Palm Springs, CA
Building Kolb Mk IIIC
"Vamoose"

beauford(at)tampabay.rr.c
Guest

Posted: Sat Jan 28, 2006 3:07 pm Post subject: egt

Brother Diebel...

You can also try a stronger rudder pedal return spring on the left side...

It helped with mine, but I

eventually ended up using a trim tab on the rudder as well...



Seems that asymetric swirling prop wash on the tail is difficult to

completely counteract... Is possible you will

still need to hold just a tad of rudder at some cruise settings... That's

why Homer invented sheep... and

then wool yarn, so he could later invent yaw strings... and then invent

Fireflys...



Nobody worth a hoot goes through life totally straight...Hang in there...

Beauford

FF#076

Do Not Archive



---

tkrolfe(at)usadatanet.net
Guest

Posted: Sat Jan 28, 2006 5:24 pm Post subject: egt

Beauford wrote:



 	  Quote: 	
		  



Brother Diebel...

You can also try a stronger rudder pedal return spring on the left side...

It helped with mine, but I

eventually ended up using a trim tab on the rudder as well...



Seems that asymetric swirling prop wash on the tail is difficult to

completely counteract... Is possible you will

still need to hold just a tad of rudder at some cruise settings... That's

why Homer invented sheep... and

then wool yarn, so he could later invent yaw strings... and then invent

Fireflys...



Nobody worth a hoot goes through life totally straight...Hang in there...

Beauford

FF#076

Do Not Archive

  




	


Beauford,



RIGHT ON!!!!!!!



Terry -  FireFly #95

HShack(at)aol.com
Guest

Posted: Sat Jan 28, 2006 7:24 pm Post subject: egt

In a message dated 1/28/2006 4:33:58 PM Eastern Standard Time, 

DAquaNut(at)aol.com writes:

Also has anyone figured out any way to  trim the rudder other than a 

trim tab????



Maybe put a stronger spring on the proper rudder pedal?



Howard Shackleford

FS II

SC



Do not archive

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