Bing 64 Carburetor Reassembly for my Rotax 912

[@gvrose1]

I took the Rotax service course and your procedures were what I remember them teaching in the class.. Well done and that's for the great review!

[@LightAndSportyGuy]

Thank you for the comment!

[@eclipser2004]

Perfect. Great help for me on my two Bing 64's for my 1995 Rotax 912UL. Thanks for posting. Greetings from Newfoundland Canada!

[@LightAndSportyGuy]

Glad it helped! Thanks for the comment.

[@badenhall6291]

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.

[@LightAndSportyGuy]

Thank you.

[@Carlosio1001]

Clear and helpfull. Thanx.

[@MrHanowski]

Hope you will consider doing a video on vacuum balancing the carburetors, and discussing the importance of doing so. Thanks!

[@LightAndSportyGuy]

I had planned that with this video - but it didn't go well. The prop wash kept moving the camera, blew it over, and I don't recall what else went wrong, but I gave up at the time.

[@MrHanowski]

@@LightAndSportyGuy Filming the vacuum balancing with the engine running would be nice, but unnecessary, as your thorough and detailed explanations are more than sufficient. I am curious how much improvement you see over mechanical syncing, to help justify the cost of the test equipment. Hoping you will consider doing a video on this. Thanks in advance!

[@drreason2927]

I'm on my third attempt to balance my bing carbs on my Rotax 912 with the CarbMate. No luck so far.

[@MrHanowski]

@@drreason2927 What's the problem exactly? CarbMate? Engine? How to do it? Looking forward to learning from you.

[@LightAndSportyGuy]

@@drreason2927 Never used the CarbMate - just two vacuum gauges. When you say " no luck", is it you can't get the vacuum to be the same on both sides or it's just not running as smooth as you think it should? I assume the CarbMate connects to the two manifolds after you remove the crossover pipe. Also, I assume you did the mechanical sync before starting and are using the adjusters on the cables to do the vacuum sync at just a bit off idle. I find it a little confusing when doing the vacuum sync - half the time I adjust the wrong way when I start. :-)

[@nayyarjaffery1051]

Can you please explain CV Carburetor in detail? I love the way you describe things. Thank you!

[@LightAndSportyGuy]

Thank you - I will try and get to that.

[@nayyarjaffery1051]

@@LightAndSportyGuy Thank you!

[@m.crenshaw2095]

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

[@LightAndSportyGuy]

It doesn't matter. FWIW, I've switched to the Marvel Schebler replacement floats. MS80-430

[@larsonadventures580]

Great video! What kind of light grease did you use on the O ring on the choke disk?

[@LightAndSportyGuy]

Some white lithium grease.

[@LeonardLayne]

Great information

[@portnuefflyer]

I have over 3,000 hours in 2 different 912S's. I had a EDGE Performance EFI kit order (and paid for) for 6 or 7 months, getting cold feet during the wait. I canceled and got my money back. 1 month later..., I'm fighting some sort of carb/fuel flow problem that is driving me nuts. At 5 K RPM, and ONLY there, it craps put, but only in level flight, if I raise the nose and load it down, it smooths out again. Nothing amiss with the carbs, fuel pressure and flow is good, maybe it's electrical.

[@LightAndSportyGuy]

One would think that nose up would make a fuel problem worse - not "fix" it. One would think. Given it happens at one RPM (does the RPM drop when you nose it up?) it is perhaps be related to vibration / resonance? I have had some wires break from flexing (power to the ignition module from the charging coils and at the ignition ground). Those can be tough to track down - Ohm meter and pulling shaking harness. I found the problems where the wire would flop around at one point near a connector. Or, if the carburetors are resonating on the flex connectors? That can cause problems with the fuel level in the bowl. Does it seem to vibrate more when this is happening? Of course it is hard to separate cause and effect. I assume you can't reproduce the problem on the ground ... Stupid idea - can you get a web cam under the cowl where it can see the carburetor vent to check for fuel splashing out? Do you have fuel pressure at the carburetor inlet? This kind of thing can drive you nuts...

[@portnuefflyer]

@@LightAndSportyGuy I flew over an hour today, "playing" with the problem, 100% normal power for takeoff and climb, cruised fine, UNTIL reaching 5000 RPM, as shown in this video. I like your vibration/resonance theory, nothing else makes sense! Note how my fuel flow and pressure stay rock solid during the power interruption, I have pretty much moved on from a fuel/carb issue to suspecting a electrical gremlin of some kind, and may just randomly start replacing wires and cables. When I raise the nose the prop gets loaded more and I guess the vibration changes, rpm doesn't drop much. The video was in level flight, thanks for the suggestion, I'm getting a bit desperate!kzbin.info/www/bejne/gXmuZKeDgquUnJY

[@LightAndSportyGuy]

@@portnuefflyer I would start with the grounds for the ignition system - just grab the wires near the ends / connectors and see if there is a place where they flex or stretch easily. Example: kzbin.info/www/bejne/qGKao4CbjNd-bJY

[@portnuefflyer]

@@LightAndSportyGuy I have a central ground on the firewall, EVERYTHING goes to it, after reading an article about the benefits of doing so. So that will make it somewhat easier to check. Last month's KITPLANE magazine, had a column about crimped wire fittings going bad over time, if not done to the highest standards to start with. At 2300 hrs I pulled the original engine, sold it and bought a new one. While the old one was on the engine hoist, in walking by it I brushed up against it, and the main cable to the starter FELL OFF! The 2 gauge cable crimp was not so good apparently , and when I think of all the remote off airport sites I've landed, and re-started and taken off from, I decided to take the art of crimping more seriously! I'm going to tie the plane down in the morning and do a run up to 5 K RPM, that may or may not be interesting.

[@portnuefflyer]

@@LightAndSportyGuy I should have thought of that! Thanks.

[@musketeerflyer]

The ONLY part I wanted to see was how to replace the diaphragm, and that was the part that didn't get recorded. Argh!

[@LightAndSportyGuy]

Sorry. That was a lot of video to sit through only to find that missing...

[@musketeerflyer]

@@LightAndSportyGuy No problem, I found the instructions on rotax owner, it's all good!