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Post by montanapilot on Oct 21, 2018 16:11:55 GMT
Cluemeister-
I fly a 2017 Astore with a 914 and I'm also having carb problems, although now we're not quite sure that it is, in fact, the carbs. I thought it would be helpful to compare notes. A few months ago, at about 300' during climbout, the engine began to run rough. I pulled the power back slightly, and it ran smoothly. Throttle forward and rough again. I live in Montana, so my mechanic has little Rotax experience so he contacted the usual suspects and was advised to check the torque on the bowls. They were, in fact, uneven, and retorquing them corrected the problem. No problems until about a month ago when the same thing happened again. My mechanic received all kinds of advice as to how much to torque the nuts on the bowls. He ultimately torqued them to factory recommended setting, which is significantly higher than several "in the know" people recommended. I then took the airplane out and ran it up. At 3100 rpm, the rpm dropped way off and the engine ran rough. Tried again with same result. Tried choke to see if it would make any difference. It didn't. My mechanic ran it up the next day and found the same thing except that as the engine warmed up, the rpm dropoff started at a lower rpm - around 2400. Lockwood suggested sending the carbs to them so that they could install them on a test engine. They did, and the engine ran fine. The carbs are on their way back to Montana, my mechanic will reinstall them and see what happens. Dean at Lockwood has given him several things to check. So, it's quite the mystery and I'll post again when (if) they determine what the problem is.
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Post by slingpilot on Oct 21, 2018 16:13:37 GMT
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Post by Cluemeister on Oct 21, 2018 17:38:16 GMT
montana, what finally solved my problem was new carb bowls. The old ones were bent but weren't seen on previous inspections, (supposedly from over torquing) and would not seal all the way when I applied too much throttle.
I've had no issues since I bought new carb bowls.
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Post by ChiMike on Oct 21, 2018 18:41:44 GMT
I have a 914 as well and replaced my carb bowls last November. No issues since.
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DavidOber
Junior Member
Posts: 67
Home Airport: KTKI
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Post by DavidOber on Oct 22, 2018 14:02:35 GMT
Last thing I heard from Adam is he decided to build an RV12 instead of buying a new plane.
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Post by Glenn on Oct 22, 2018 14:22:48 GMT
Last thing I heard from Adam is he decided to build an RV12 instead of buying a new plane. I'd be willing to build an aileron but only if I could buy the rest of the plane already completed! I salute anyone that builds an airplane. I could never invest that much dedication and time. I'm a flyer...not a builder.  Glenn |
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DavidOber
Junior Member
Posts: 67
Home Airport: KTKI
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Post by DavidOber on Oct 22, 2018 14:27:21 GMT
Adam is a nice guy...i used to exchange a few emails with him when trying to update the Dynons in my CTLS. Maybe he will get his hands on a 915 and put it in his RV.
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Post by montanapilot on Oct 22, 2018 17:33:25 GMT
Thanks to Cluemeister and ChiMike, I might be on my way to solving my problem. This forum is truly invaluable! Your posts caused me to decide to call Lockwood and discuss the problem again. Very long story short, the engine that Lockwood used to test my carbs was not turbo'd, and Joe at Lockwood tells me that this is why their engine ran fine with my carbs, but theirs didn't. I mentioned that my mechanic had gone by the book when he torqued my bowls to 45. Joe said that the book is wrong (but maybe not for non-turbo'd - I didn't ask him that) - it should be 35 and that they've spoken to Rotax about that. He feels, as I do, that the overtorquing bent the bowl interface and that's causing my problem. The carbs are on their way back to Montana from Sebring, and when they arrive, we're going to check for deformation. I'm quite confident that ordering new bowls, as you guys did, will solve the problem. Thanks again! My mechanic was about to go on a wild goose chase.
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Post by Cluemeister on Oct 22, 2018 19:07:14 GMT
I would be shocked if the new bowls don't solve your problem. I wouldn't even bother putting the old ones back on. It may be ok for a bit, but then it will hit you when you least expect it, like on takeoff on a short strip. With trees right in front of you as you sputter on takeoff. Don't ask me how I know!
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Post by montanapilot on Oct 22, 2018 22:31:38 GMT
Great advice and I definitely agree. Sounds like you had one of those "this is only going to happen once" moments.
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Post by mudlupilot on Nov 8, 2018 20:17:48 GMT
Adam, While I’ve not owned a CTLS I’ve flown several, did part of my training in CT’s (and in smaller Tecnams.) But when it same time to make my purchase decision I had no hesitation on a P2008 turbo with a chute. Mine is a 2015 that I bought from the original owner at 125 hours, so all the upgrades were his choices. That said, I’d change nothing in how he equipped the plane: full Garmin glass and auto pilot, BRS system, and 914 turbo engine, and ADS-B in and out. The engine is a few pounds more, and probably .5-.7 gallons per hour in fuel at cruise than the 912is—but it definitely is a deal maker for takeoffs fully loaded+ at higher temps and higher density altitudes. And when you want to change altitude during cruise or need altitude to get over the hills, it is great to have. I do not have the tire/brake package others have mentioned and I’ve had no issues to date. One option on the plane is a Garmin 650 Nav system. Yes, an IMC/ILS capability is overkill on a plane that isn’t certified for flight in those conditions—but, the original owner knew he could train (VFR ) for his instrument proficiencies. The G3X panels are slaved through the GTN, and it is a remarkable system. Expensive, but pretty cool. Tied in with the auto pilot, the plane is simply a stable and amazing platform for cross country jaunts and quite comfortable. I’d strongly recommend the Sirius weather and music app add ones. Congrats on your choice— I think the P2008 is the best value proposition out there for a truly cross country capable new airplane. Does your plane have a BRS? What is the weight with full fuel? I'm looking at the 2008, but I need the G3X, BRS, 914, and Garmin 650. |
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Post by cole505 on Nov 9, 2018 2:04:32 GMT
Hi Adam,
Have not seen any recent posts on your New P-2008 hope all is going well, I know Mark will take really good care of you! Can’t wait to see your New P-2008 and the options that you purchase ......
Ray & Lucy ✅😎✈️🇺🇸👍🏻😊🐾
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Post by ChiMike on Nov 9, 2018 3:21:25 GMT
Mudlupilot
Yes on BRS, and 914. Weight with fuel is 1,060.
Mine has all the features you’re seeking: “I'm looking at the 2008, but I need the G3X, BRS, 914, and Garmin 650.”
It’s a 2015 with 280 hours: I’m always open to selling.
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Post by slingpilot on Nov 10, 2018 19:18:24 GMT
Hi Adam, Have not seen any recent posts on your New P-2008 hope all is going well, I know Mark will take really good care of you! Can’t wait to see your New P-2008 and the options that you purchase ...... Ray & Lucy ✅😎✈️🇺🇸👍🏻😊🐾 Adam has moved on, he is building an RV-12iS. |
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Adam
New Member
After 3 CT's (2006 CTSW, 2012 CTLS and a 2015 CTLSi) I'm looking at purchasing a Tecnam P2008 T
Posts: 9 
Home Airport: KFUL
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Post by Adam on Dec 2, 2018 14:57:05 GMT
Rumors of my demise (that is to say a decision not to buy a P2008) are premature! Had a busy year, lots going on at the office. While I am in fact building an RV12iS - I have decided to buy a new P2008 turbo in spring. I just spoke to Mark this past week and will begin checking out some custom paint and interior options then. Expecting to wrap up the delivery by March / April. I want to make it look like my new 2019 Ferrari Portofino. White base paint with Tour de France Blue and yellow accents. |
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