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dan tonner

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About dan tonner

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  • Aircraft
    Savannah
  • Location
    Nova Scotia
  • Country
    Canada

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  1. The promised followup: First - the summary: The problem was failed insulation on the two charging wires from the stator to the modules. The insulation over the wires was more like “putty” than “plastic” and at the point where they were zip-tied near the modules, out-of-phase voltage from the two coils seems to have been able to jump the compressed insulation and cancel. I believe this issue was the reason for SB 912-026 back in 1999 and my engine was never made compliant. Second - the test results: A) AC Voltage across each red lead to engine ground at cranking spe
  2. Well. gentlemen; I have a plan for arrival at my hangar sometime this week. Below is a summary of some of your suggestions and my additions, deletions and thoughts regarding what to expect. Should you notice flaws in my reasoning (...my wife tells me from time to time that this is possible...) please jump in. Once I've completed the "trials", I'll update you all here. As you will probably notice; I am leaning heavily towards "stator failure" as the culprit with my engine and may be looking for a good used P/N 996 539 or P/N 888 675. Stay safe. Fly Safely. C
  3. WOW! I think we're ready to ask NetFlix or Prime Video to produce series for us! So much to talk about. So little time. 😃 Bob - your last post describes the perfect scenario for instantaneous failure in both ignition systems - shorting across the two charging coil leads - the exact reason for the Rotax SB 912-026 in December of 1999. My first "test" at the hangar will be a close look inside the wire mesh sheath over the charging coil wires ...followed by checking the resistance between the connectors of the two "red" leads. And, if the stator were never replaced, my eng
  4. Blueadventures..... ....My engine is a 1997 912 UL - The connection at each module involves 9 wires as follows: 1. one 4-pin plastic connector (feeds from the 2 trigger coils that feed that module), 2. a bullet-style connector for the module's mag switch, 3. a bullet-style connector for the charging wire from the stator, 3. two bullet-style connectors which feed signals from that module to its pair of sparkplug coils, 4. a black wire ground for the module which is tipped with a ring connector. NOTES: 1. My sparkplug coils ground directly
  5. Thank you all again for your further input - I am preparing a list of tests to do on my next trip to the hangar. When I've resolved the issue I will post the solution and the final path that led to it. M61A1 - one amp; wiggle the wires....got it. (What did M61A1 evolve from?) Bob - am I correct to assume I would connect the AC voltmeter in series between one charging coil wire and its module in order to get a "dynamic" reading while cranking on battery? (I note Blueadventures appears to do these checks with the meter between the coil lead and ground whethe
  6. Thank you (all three of you for taking the time to offer suggestions...) Mark: Correct me if I've misunderstood you but, as long as there is no contact between the two CDI coils "hot" leads and ground, no break in the wire or windings and a good ground at the other end, I will see "specification" resistance through these coils of 3.2 - 4.5 ohms. (not "zero" reststance) (I get readings of 3.6 and 3.7 ohms on the static engine.) I do understand you to say that the current could jump across a tiny "gap" to ground before reaching the modules when the engine is s
  7. Thanks again SkippyDiesel; I wasn't joking about the squirrel in the exhaust...my hangar is rural and I have trapped a squirrel attempting to set up a home in the hangar before.... and, "bin there; done that with blocked chainsaw and lawn mower exhausts (carbon though, not rodents.). I have removed, sanded, applied dielectric grease and reassembled the ground wires for the coils and modules. Also double checked the ground wire between the engine, battery and frame (I use a copper busbar grounded directly to my battery for the engine, all instrumentation and switch groun
  8. Thanks for the reply Skippydiesel; I only did the "spark test" on a couple of plugs - there was no visible spark. I will use a spray bottle to send atomized fuel into the carb intakes (air filter removed) while cranking the engine. If there is any spark - properly timed or not - there will be some form of ignition - possibly an insurance claim. = ) A squirrel trapped in the muffler is a possibility I haven't fully investigated. The "suddenness" of the engine shutdown on the runway after months of perfect performance is, I think, key here. There was no
  9. Hello JG; I realize I am replying to a very old thread you started but which was hijacked about 2/3 the way along.... To come to the point: my very well working 912 UL just stopped while I was back-tracking for take-off. If I didn't know better, I'd have said someone flipped BOTH mag switches to ground. The engine was included in the Rotax 912-026 SB of 1999, and the logbooks do not reflect a stator change. The SB was 21 years ago and the engine has been a gem for about 1000 hours - about 300 of them, mine. Here's what I have tried without so much as a *cough* fro
  10. Reference 'way back to post #25. (I've been on different assignments while trapped inside by COVID-19...……………….) The properly installed fabric should last a minimum of 7-9 years - probably longer here - in temperate Nova Scotia. A replacement roof costs about CDN $800.00 from the manufacturer. The fabric door hangs on a sewn-in rope cord along the top that is captured above a board screwed to the header. There is a pocket along the bottom of the fabric door that carries a 32 foot long, 2" steel pipe. Cut-outs in this pocket allow for ratchet tie-downs when the door is closed. Fou
  11. I currently have a wood arch, white fabric roof hangar with a roll-up fabric door. I used lots of polycarbonate on the front and back walls and get lots of natural light. Because there may be a move required in the future, I'm looking for something simpler. I've been toying with designing/building a T-Hangar by combining a 40' and 20' container with most of the side cut out of the 40' - again with a fabric roll-up door. I'd love to get the pros and cons from anyone who has already done something like this. C
  12. Ahh.....yet another testament to the adaptable and relaxed nature of Canadians. Airplane on the highway? No problem. Left signal, slip into the passing lane, overtake. Just another day at the office.
  13. Hello Yenn; This is just a shot in the dark, but: Is it possible the o-ring which should rest on top of the needle circlip in the diaphragm piston (and just below the fixation screw) has somehow found its way under the circlip? This would result in a higher needle position and an over-rich mixture; or; as alluded to by SkippyDiesel above, there was a recall on ROTAX floats for the Bing Carbs a couple of years back. The Rotax 912 floats are actually two independent "foam-style" blocks in the float bowl made from synthetic material (as opposed to the connected pair
  14. The real treat is still ahead for you Bob - wait until you fly her from the pilot's seat. The aircraft looks beautiful; after following your build log religiously, I know it is a gem. Congratulations!!! Dan
  15. Software be darned. For me, it is the incessant tweaking, "improvements" and unsolicited changes that keep appearing on my desktop that turns me away. At my age, technology remains a steep learning curve - it doesn't take much to turn a minute or two online into a frustrating two or three hours at the keyboard. My mornings (every morning) used to begin with a few moments with RF - just checking in with the regulars and seeing what's new. It just doesn't seem that simple anymore. I was a dedicated member of Recreational Flying since beginning my pilot training in 2009 at age
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