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BUDS dongle ECU download error code messages reference

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2 months 2 weeks ago #22508 by Flocker

PaulSS wrote: I have bought a Cambridge Avionics Status Monitor for my machine


What's the list price on the CAV13?

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2 months 2 weeks ago #22527 by PaulSS
You'll have to contact the manufacturer for the price.

www.cambridgeoperations.com/cavcontact.html

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2 months 1 week ago #22595 by Cluemeister
The CAV13 prices out at under $1K US. I've asked if the unit works on the 915, they believe it will, but are double checking with Rotax.
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1 month 1 day ago - 1 month 1 day ago #22913 by PaulHamilton
well the Lane A light flashing today and the timing is pretty clear to be the top on the log. Again it is not clear that this is. Scheduled this weekend. Any one able to diagnose? I will sent to Lockwood and California Power but typically on weekends they do not respond.

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Last edit: 1 month 1 day ago by PaulHamilton.

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1 month 1 day ago - 1 month 1 day ago #22914 by Bill Hertzel
To my mind, it is pretty clear that it is a fault related to the #1 Cylinder Exhaust Gas Temperature (EGT)
The reference to "Ïnjection Fault" probably indicates that one of the #1 Cylinders Fuel Injectors is having a problem and is causing and Overly rich or lean condition resulting in the EGT Temperature to be significantly different from the other three.

It appears this has occurred on at least 5 previous flights where a "Substate Test A" was "Initiated".
I will assume the system defaulted to Single Fuel Injector operation to isolate the problem without results due to the intermittent nature of the problem.
This time it detected an "Injector Error on Lane A".
It could be a bad injector or it could just be a coincidence that it glitched again during the "A" test.

Start Simple and work up.
Verify that the wire connections to the Cylinder #1 Fuel Injectors and the EGT Sensor are secure.
Swap the EGT Sensor with one from another cylinder.
Go Fly.
If the problem disappears, it was a marginal Connection.
If the problem moves, it is the EGT Sender.
If the problem reappears on the same cylinder...
Inspect, Clean or Replace the "A" Fuel Injector.

And while I can understand your frustration at not understanding the problem; Be reassured that at least you know there is a problem that in a conventional engine you would not even know existed until you suddenly found yourself flying on three cylinders!

Bill Hertzel
Rotax 912is
North Ridgeville, OH, USA
whertzel1@yahoo.com
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Last edit: 1 month 1 day ago by Bill Hertzel.
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1 month 23 hours ago #22922 by PaulHamilton

Bill Hertzel wrote: My educated guess is that Cylinder #3 EGT Sensor is Failing.
It could be the sensor or a connection.
Failed HIGH likely means it showed an Open Circuit condition.
A cracked wire within the sensor that Opens as it cools would be an explanation.

Swap the sensor with another cylinder and see if the problem moves.to the new cylinder.


Bill, Failed High showing an open circuit condition is most helpful. Hopefully it in in the sensor and or sensor wire and not on the other side in the wiring harness. It is probably cheaper to just buy one and install it hoping it is in the sensor or sensor wire rather than try and switch out to trouble shoot.

Thanks again very helpful will provide results.

Added may 25 2019 PH. To follow up on this I bought a new EGT probe and swapped it out. The old one looked pretty bad inside the exhaust I am not surprised it was reading bad. Since I swapped it out it has been running fine. Thanks Bill.

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1 month 23 hours ago #22923 by PaulHamilton

Bill Hertzel wrote: To my mind, it is pretty clear that it is a fault related to the #1 Cylinder Exhaust Gas Temperature (EGT)
The reference to "Ïnjection Fault" probably indicates that one of the #1 Cylinders Fuel Injectors is having a problem and is causing and Overly rich or lean condition resulting in the EGT Temperature to be significantly different from the other three.

It appears this has occurred on at least 5 previous flights where a "Substate Test A" was "Initiated".
I will assume the system defaulted to Single Fuel Injector operation to isolate the problem without results due to the intermittent nature of the problem.
This time it detected an "Injector Error on Lane A".
It could be a bad injector or it could just be a coincidence that it glitched again during the "A" test.

Start Simple and work up.
Verify that the wire connections to the Cylinder #1 Fuel Injectors and the EGT Sensor are secure.
Swap the EGT Sensor with one from another cylinder.
Go Fly.
If the problem disappears, it was a marginal Connection.
If the problem moves, it is the EGT Sender.
If the problem reappears on the same cylinder...
Inspect, Clean or Replace the "A" Fuel Injector.

And while I can understand your frustration at not understanding the problem; Be reassured that at least you know there is a problem that in a conventional engine you would not even know existed until you suddenly found yourself flying on three cylinders!


Again Bill very helpful. As you can see from my last problem you "guessed right", A bad EGT probe may/appears/possibly be a trend. I can see that a bad EGT reading may provide false info that the EGT temp, thus mixture is off creating these messages. Again thanks for your analysis it is very helpful.

Flying on three cylinders? OK another basic question.. I guess that there is only one fuel injector per cylinder so if it clogs that cylinder would not be running or at least not be running very good?

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1 month 21 hours ago - 1 month 21 hours ago #22924 by Bill Hertzel

PaulHamilton wrote: ...Flying on three cylinders? OK, another basic question... I guess that there is only one fuel injector per cylinder so if it clogs that cylinder would not be running or at least not be running very good?


No! The 91xiS series engines have two fuel injectors and two spark plugs per cylinder.
One Plug and one Injector are on each lane.
Unlike the Carb'd Engines where one carb feeds two cylinders and both plugs fire together on every cycle, the injectors and plugs in a 91xiS engine alternate on every other cycle.
Both Injectors and Both Plugs are being used, just not simultaneously on every cycle.
In the event of a misfire, the ECU quickly detects it and reverts to single lane operation.
In a ULS Engine the second plug masks the problem.

This is why the 91xiS engine does not slow down when performing the Before Takeoff Lane check.
In the event that the ECU detects a Plug or Injector failure, it just selects the good device and uses it for every cycle and alerts you to the failure.
The engine continues to make full and reliable power despite the failure.
When your Lane light started flashing, you were running solely on the "B" injector, and complaining about why the light was flash when the engine was apparently running perfectly fine.

In the ULS engine, you may not be aware of a plug failure until the next flight when you performed a MAG Check. And of course, losing one carburetor would be catastrophic.

If you were unlikely fortunate, it is possible to lose 4 plugs, 4 injectors, Both MAP Sensors, Both MAT Sensors, One Crank Position Sensor, The OAT Sensor, the OAP Sensor, the Oil Temperature Sensor, and the Oil Pressure Sensor, 17 faults at the same time in a 91xiS Engine with absolutely Zero loss of performance other than your fuel economy would suffer.

Interesting Viewing...
www.rotax-owner.com/en/videos-topmenu/ro...412-912is-redundancy

This reminds me of the days back in the '80s when Fuel injected automobile engines were first being introduced and all the shade tree mechanics were griping over the unneeded complexity.
Today, nobody wants to go back to a Carb'd engine. They were just too unreliable.
Ask someone over 60 what they used to do to start a frozen engine in the winter.

Bill Hertzel
Rotax 912is
North Ridgeville, OH, USA
whertzel1@yahoo.com
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Last edit: 1 month 21 hours ago by Bill Hertzel.
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