Thank you Jim for posting this video…I think I owe you a nice lunch! I was doing my usual run-up when all of a sudden the (L on switch) A module completely cut out then was ok a few switch turns later then cut out again. I did indeed find the break in the wire as you described and that saved me a ton of time tracing all the circuitry or assuming a bad module. I did check the ignition switch first but it checked out solidly. Thanks again for taking the time to post this video. 👍😁

Clear! Thanks

Your video was great. I especially appreciate you showing some of the parts of the process that can be a bit challenging. Too often video makers only show the easy parts that go well. Thank you. I really like your shirt slogan too!!!

I saw below where you mentioned part number 877 295 for the impeller puller - what about the flywheel puller and possible the Sprag Clutch housing part numbers? TIA....

I do not understand the language that is used for the 912 carb sync adjustments. I see it this way. There are two adjustments: idle and off idle. These "mechanical" and "pneumatic" terms make no sense (at least to me, they are both mechanical adjustments). Adjust the "idle" balance by turning idle stop screws. Adjust the "off idle" balance (say at 2500 to 3000 RPM) by adjusting the length of the throttle cable with the stop nuts. High vacuum means the airflow is restricted (low RPM, throttle plate closed), low vacuum means the airflow is not restricted (high RPM, throttle plate open). So, pick a side, to lower vacuum, raise RPM, to increase vacuum, decrease RPM. Think opposite. It's a bit easier with a dual needle manifold pressure gauge rather than a vacuum gauge. To increase manifold pressure, increase RPM, to decrease manifold pressure, lower RPM.

8:51 if you have a heavy-duty impact driver, you can often remove the flywheel along with that puller tool. Similar to many powersport vehicles, atv, motorcycle, etc.

8:29 what size puller is that? 50mm?

It strikes me that the reason the paper lifts is because the flow becomes attached to it progressively more and more as the angle of attack decreases and further attachment is possible as the paper lifts and continues to decrease the angle of attack (as well as proximity to the faster flow) and so forth.

great videos

Well explained 🎉🎉

Use 2 flat dies and roll over the area your going to bead roll. That will prestretch the metal without bending or forming the work surface

Great review, thank you. In the old Lycoming carbureted engines, the pilot can change the mixture quality from the cockpit, which can save a lot of fuel at cruise. Is this capability provided in the Rotax / Bing ?

Thanks for the detailed video. I recently took mine apart but after reassembling the engine bogs down trying to go higher rpm. What could it be?

Clear as mud

Correct!!!

Old backyard mechanic here. I stumbled on this video while looking for some way to familiarize myself with the Bing carb on my 500cc Rotax powered MuZ motorcycle. I've cleaned out and refreshed dozens of carburetors over the decades. I've always had a fair grasp of how the things work, and I've had excellent luck making them run well in spite of my ignorance of the intricate details, but if someone asked me some specific questions about their function, I really didn't have precise answers. That's a little better now, thanks to your well done video. Thank you.

had the same problem always had a rough running 912 at idle I had a fractured wire right at the CDI box lucky I had enough wire left coming out of the CD box to solder and Shrink tape and isolate the wires from vibration I sync my carbs with the broken wire so make sure you resync your carbs after you fix a fractured wire

This is a great explanation. I hear curves is what makes lift, then they can't explain why a plane with flat wings can fly.

Very good video, explained in detail! I have a question, would it be possible to drive the Himalayas, the highest mountain pass at 6200 meters, without additional adjustments on a BMW motorcycle (bmw r 100 rt) with such carburetors?

hi,is this considered as digital pid or analogue pid? something in between?

If I purchase a previously flying experimental with a airworthness certificate issued, but the plane is currently disassembled down to the fuselage and will require airframe repairs, wings re installed, engine to be installed ect. if I can complete 51% can i still qualify for a repairman certificate even if its already been a completed airplane are one point?

I agree with the comment below, what's the small hole that's opposite the idle outlet hole on the vacuum side? (forward of the transfer ports and visible at about minute 29.33 on this video)

I bet 50 bucks the reason your pump was leaking is that the stainless bolt with copper washer was not in the hole with the journal running through it. Put it back in the right hole and change the copper washer was probably all you needed!

What i never understood is $3-5k more just get a PPL. Your a just a couple more inches away and 20 hours away from getting it all.

"if I've seen further, it's from standing on the shoulders of giants". Thank you for sharing this !

Very helpful!

Jim, i just bought a Merlin GT and am looking for other owners to chat with, are you aware of any user groups?

Hi Jim, circulation is not a strange mathematical condition, although most engineers tend to express it that way. The circulation is the manifestation of the viscosity. The use of the term “inviscid” lift is why engineers think that; and another justification for the existence of circulation is needed, KJ theory, the Kutta condition. But if people accept that D’Alembert’s paradox, as confirmed by Euler, which predicated no drag and no lift, is the result of no viscosity, then it become much clearer. Fundamental Eulerian flow is inviscid and hence lacks any rotation. Now, in CFD you can have what is called mathematical dissipation which emulates viscosity, which is a dissipative force, it is diffusion, and is non conservative, but that is a mathematical construct that comes from errors in numerically solving Euler’s equations. But, the potential flow solutions you have shown, without circulation, are analytic solutions, and no numerical uncertain is involved, hence there is no rotation (no turbulence). Potential flows, analytic Eulerian flows, are irrotational. And with all due respect to Prof. Fidkowski, while an infinite number of solutions are possible, the uniform flow direction and relative position of the aerofoil dictate the single solution that is allowed. This is the symmetric solution. That symmetric solution, BTW, gives symmetric pressure and velocity, and hence equal transit... Also, with all due respects to my colleagues who are physicists and mathematicians, while an equation can have a singularity in it, reality does not. So, even a wing on your aircraft, when it starts moving, has a symmetric potential flow solution, and the acceleration is not infinite at the TE, but it is significant. It is this with viscosity that starts the formation of a vortex at the trailing edge; this grows, and that centre of rotation is a low pressure. This then sucks the stagnation point down from that symmetric point to the trailing edge. That is, the Kutta condition is caused by viscosity. This is accompanied by a vortex being shed from the trailing edge in a counter clockwise direction. Noting you have an appreciation of physics, it will be easy to accept that conservation of angular momentum is also required, hence some other part of the fluid must rotate in the clockwise direction. This is the circulation, or the bound vortex around the aerofoil. Effectively, the viscosity of the fluid has made it such that fluid more easily flows over the upper surface (it moved the stagnation point, so this should be intutive), so it has a higher velocity, and the converse is true for the bottom surface. That is, the viscosity term in the Navier Stokes equation, the correct form of Newton’s laws for fluids, alters the balance between the pressure and acceleration on the upper surface relative to the bottom surface, and this persists as an asymmetry in the boundary layer. So, viscosity causes the circulation, which results in a difference in flow speed, which through Bernoulli we can show as a pressure difference, which is the actual force pushing up and down on the aerofoil. Yes, if you take away or try to simplify one of those steps, “the wheels come off the car”. So, don’t, and if people try, tell them not to. There are really only 3 terms in Navier Stokes, acceleration, pressure, and viscosity, so no more or no less is needed to explain lift.

Skymaster 1964 fixed gear

great video thanks a lot

I realize this video is 3 years old but, I had noticed a couple of thing that hopefully had been corrected or might currently be an answer to a random gremlin electrical problem.. In the close up of the connector to the voltage regulator, it looks like a few wires are swollen with corrosion. May be worth a look. Secondly, the fuel supply hose at the carb was not seated all the way on. The worm clamp did not appear to be clamping on the hose itself. That may end up leaking or potentially slipping off.

Just happened upon this video a day or so ago. I'm an A&P, as well as a CFII, and must say that I definitely learned a couple of things listening to your presentation. More correctly I suppose, some of the things you stated didn't sound familiar to me so I was compelled to go research it. Excellent! I'm planning a tube & fabric EAB build myself, starting later this year. So this video was very interesting to me, and I'm sure I will revisit it again. Then I looked at your other videos and saw the stuff on statics--instant SUBSCRIBE for me. I don't have an engineering degree, but have a few other degrees...but I have also had calc, diff EQ, statics, dynamics, some fluids, etc, etc. But that stuff is 15-20 years ago for me, so I was very happy to see it in your channel, especially with aircraft used in your examples. Thanks for making the video!

I have a camloc that I’m trying to replace. It comes with the quarter turn stud and one washer. I couldn’t see from video how to install?

The floats have the B on the side. Is there an up or down orientation for the letter?

And still no response the request for you to present the physics and maths of your explanation. You dismissed my explanation because i wasn't using "the larger flow field". Come on now, it's time to show your explanation.

Nice job.

Lol. Yes, I am still awake. Going to bed now.

Great Video, even after a few years, The float arm height spec you were looking for without the gauge is 10.5mm from the the bowl lip edge.

So many misconceptions, so much confusion. 1. YOU CAN'T GET LIFT WITHOUT AN EXTERNAL SOURCE OF ENERGY. 0:37 "No energy added/removed" does not apply to the generation of lift! An aeroplane needs to burn fuel to generate the velocity through the air. A glider, in still air, has to convert potential energy of vertical height into kinetic energy of horizontal motion to generate the velocity. When it's hill soaring or working a thermal it's converting the pressure gradient from the vertical component of the airflow. Bernoulli's principle does not apply to the generation of lift from an aerofoil. There are many other reasons, but one good reason should suffice to disprove the theory. P.S.The force enabling a kite to fly is provided in the tension in the string. Break the string and it tumbles to the ground.

I have demonstrated the momentum theory comes nowhere near generating enough force to keep a light plane in the sky. You were dismissive of my mathematical treatment so I have invited you to offer your alternative. Can repeat my request for you to present the physics and maths of your explanation please?

When is Mosaic supposed to be final?

A simple back of the envelope calculation clearly shows that there is not nearly enough rate of change in the momentum of the air above and below the wing a of an aircraft to create sufficient force to resist the weight of the aircraft. Try it: a C172: weight 1,100 Kg, wing span 11 m, chord 1.5 m, AoA around 5°, airspeed say 100 kts, (50 m/sec) air density 1.023 kg/m^3. Force required: 11,000 Newtons. Force generated from moving the air vertically maybe 200 Newtons. Not even in the ballpark!

I have always wanted to get my pilot license, but it seems so expensive. That I'm not sure if it will make sense, i feel like i will never be able to afford to fly a plane, even with my license.

3:26 "particle of fluid" What's that? A molecule? No? So what is it? Its existence is fundamental to your explanation. Please explain.

see also: en.wikipedia.org/wiki/Coand%C4%83_effect

The is too long, and I couldn't spend a half an hour on it. I skimmed through and couldn't find an answer.

Well Done!! ... as a former engineer, it has irritated me to see this phony "experiment" on TV documentaries over the years misrepresenting Bernoulli. I am so pleased that you have done this video

My takeaway is that the lifting of the foil is not DIRECTLY caused by the lowered pressure in the jet described by the Bernoulli principle, but rather the entrainment of the air between the jet and the foil. Agreed. However, entrainment of the air is a result of lowered pressure in the jet. So the initial lifting of the foil is INDIRECTLY caused by the lowered pressure in the jet. And directly held in place by the lowered pressure in the jet once it rises too it. 28 minutes to make a pedantic point. Congratulations.

I think part of lifting force on piece of pape can be actually caused by Bernoulli, but most of the force is caused by Coandă effect you briefly mentioned at the beginning. I didn't watch this through tho. You may say it there, i just didn't see it, as i don't have that much time😃 Anyway, have a nice day.

Great video. So, the low pressure, that causes the paper the paper to raise, is due to the kinetic energy of the fast moving molecules "pulling" on the stationary molecules, because of the fluid's viscosity. BUT, even if the viscosity was ZERO, taking the example on 25:00, the net kinetic energy of the molecules exiting the nozzle would still cause most of the other molecules to move along with the flow to the right, dragging the molecules on top of the sheet of aluminum along with the flow, thus causing a low pressure area to arise on top of the sheet. Even when considering ZERO viscosity (zero friction) the molecules bouncing on each other would still net a velocity to the right, over the whole flow surrounding the nozzle, no? Of course the effect will be much less noticeable, but the paper would still experience a force pulling it "upward" if viscosity = 0, due to the pressure difference.