According to Gary, Troy, and Harrison at Just, along with the prop manufacturer, the UL engines were not making quoted rated power. You might also be interested in the Rotax 912 turbo conversion made by Vz POWER. Accessories . During flight testing I noticed a slight decrease in Static RPM, but as the aircraft began rolling down the runway, the RPM would recover. No, I don't mean SAE, I'm referring to correctly installing the engine, cooling ducts, ECU, and air filter. I figured it must be some things that people weren't liking. I recently swapped out my UL 350iS for a Rotax 912 ULS because of the way UL attaches the prop flange to the end of the crankshaft. When I spoke with them about the different engines in June they said the Titan way outperforms the UL. Are you going to run a prop that operates efficiently at 3300 rpm?
UL Power light aircraft engines. Did they dump the UL's or are they still a good option? I installed a brass nipple just aft of the intake scoop opening. Didn't get details. If you have a small airframe that can get out of the way of the stream tube of such a prop, fine.
Witnesses reported that they heard the engine stopping abruptly when the airplane was about 2/3 of the length of the runway. A couple of problems, technical issues, lack of good props, lack of the option for hydraulic constant speed prop makes the UL Power less interesting than any other engine. These engines are designed and finely tuned at the factory to give maximum HP under very precise conditions. This guy was lucky to walk away from the crash site. UL, Jabiru, Corvair all have the problem of producing rated power only at high speeds which require small props in order to keep the tip speed subsonic. Witnesses reported the take-off preparation, with engine power-up as being normal. More power – less weight. Sales centers . Forum for homebuilt experimental & light sport aircraft pilots, owners, & builders. Forum for homebuilt experimental & light sport aircraft pilots, owners, & builders. That means a 60-64" prop. News . The Titan pulled over 780 pounds of thrust with 355 ft/lbs of torque during test runs at Just. Discover our engines Features & benefits. Homebuilt Experimental Aircraft & E-LSA Forums. I'm sure running the ECU port open to the cabin air works ok, but imagine an OAT temp of 40F, and the cabin being a toasty 80F. ULPower Aero Engines Simply the best engine to power your airplane! ~Several years ago, a Sonex builder took off with his new UL Power engine and experienced total engine failure above the runway. Instead of forging the flange as an intregal part of the crankshaft, UL has a short (less than 1/2") spline on the end of the crankshaft that engages a spline on the prop flange which is held in place with a large bolt that threads into center of the end of the crank shaft.
No experience to offer, but a comment on the 'bogus' spin. I like being able to burn mogas but in the long run the best engine will be the best. The aircraft crashed and was totaled. to the air coming into the engine. The engine's performance and lack of communication and also the faith in UL Power engines sink to a minimum level. I just ordered the Titan option for my own reasons. This may have been due to a slight suction on the port, but more likely was due to a small change in the mixture. More power — less weight. Spare parts Kits ULRead Software . The engine that Just has on their blue demo plane weighed 259 from the factory.
I have to agree with Winston, even though my UL was running better and more power then it ever had(after I corrected a bad valve grinding issue and did an upper end overhaul), I would definitely take the Titan over the UL for the simple reason of Lycoming history. Low prop speed is the magic bullet used by Rotax (and all other reduction-drive engines, like Sauer where that chart came from.) I then used some 1/8"ID radio control aircraft fuel tubing to connect the ports. Then they changed over to the Titan. Weight up front was not an issue for that plane. Thanks for the replies. It doesn't take much to get a perceptable vibration. They saw the airplane leveling, then slightly turning to the right, I'm assuming the later because I also. Weight up front was not an issue for that plane.
I just wonder if the UL power develop some problems that I never heard about or if they just like Titan better. I live on 3 acres, and have a 220' straight, and another 350+'.
~In reading several reviews from other UL Power owners, it becomes painfully obvious that these aren't engines that you can simply throw under the cowling, slap a prop on it and get wow performance. The idea was to take a pressure reading from a location that would be virtually. This would most certainly constitute a change in pressure, and in my testing has shown to make a valuable difference.
The truly modern engines feature FADEC (full authority digital engine control) with multi-point electronic fuel injection, and dual electronic ignition (with variable timing), excellent power-to-weight ratio, and high fuel efficiency in a conventional configuration: Air-cooled, direct drive, horizontally opposed four-cylinder. Out of the several locations, my first attempt was by far the most successful. According to Gary, Troy, and Harrison at Just, along with the prop manufacturer, the UL engines were not making quoted rated power.
http://www.forum-ulm-ela-lsa.net/viewtopic.php?f=443&t=3239, http://corvus-hungary.com/en/sa_ultra_l ... am_26/t_UL. The UL Power ECU is not designed for such extreme … The asymetrical loading on the prop (I was running a 2 blade Cato, 74 x 34) causes this connection to loosen up, both stretching and wearing the bolt threads and the spline teeth, especially on the flange. UL260 UL350 UL390 UL520 Manuals Service bulletins Frequently asked questions ULPowered aircraft Step files . The NTSB did their thing, and after a thorough investigation, it was found that the ECU was mounted on the Firewall. I want to address each one in detail, so get comfortable. Engines . Prior to seeing the statement above I tried plumbing this sensor to various locations, attempting to get a proper pressure reading to match the outside air pressure.
It's not rocket science but critical for best performance. I spoke to Harrison Smith at Sun and Fun 15 when he flew the UL power superstol XL down and he seemed very pleased with it. The Titan pulled over 780 pounds of thrust with 355 ft/lbs of torque during test runs at Just. Does anyone know what the difference was between the UL power 180 horsepower engine and the Titan 180 horsepower engine? UL definitely needs to look at their pricing if they want to complete with the Titan. I'm currently flying the Titan in my carboncub and it has astonishing torque and power and it's cheaper then the UL. For general discussion of the Just Aircraft family of aircraft. Contact . The engine that Just has on their blue demo plane weighed 259 from the factory. After a normal take-off run with flaps up, the airplane took-off. by deckofficer » Sun Mar 01, 2015 8:54 pm. Skip to navigation .
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