Crooked carb diffuser?

Tyler Hathaway

We will follow up with RFSC and ask them if they received the CSIR 

Hi Christian

I'm also looking for a slight but annoying vibration problem on a Europa (about 45hrs flying time) but it's rather different from yours. Mine is centred on about 2600 rpm i.e. 43Hz. I can feel the vibration slightly through the structure, what's annoying is that the instrument panel surround picks it up and resonates. I notice you also have a small peak at ca 40Hz.

Above 3500rpm mine is pretty smooth and no noticeable vibration peaks up to 5800 so no, your peak is not a Europa characteristic. My prop is Airmaster with WarpDrive blades. What I do dislike at high rpm is the snarling noise which I think is the straight cut final drive gears. My Zulu headset doesn't cancel it very well - too high frequency I guess. Alternatively it could possibly be induction roar but I have the Europa plenum chamber which I would have thought would stop that.

I think the engine mount design is poor. The rubbers should be at the ring mount, not several inches behind it. (Note on e.g. the C42 and Kitfox they are further forward even than that.) Consequently the Europa rubbers have to be very stiff because of the cantilevered load, e.g. you must not use genuine Lord mounts O-200 style, they are much too soft. That is the word from Andy Draper, formerly Europa's engineering head.

I found the video you mention. They don't explain how they reach the arcane conclusion that some vibration is due to manifold lengths. Do you have any more info on that please? 

Mike

Don't forget props while thinking about vibration. I find prop blades out of pitch all the time. Even from a factory I have found them 1 degree out from the others. I think anything over one tenth of a degree out is a sin. I have found two blade props generate more vibration through the hull than three blade props. Then you should all get a dynamic prop balance. Setting a prop pitch on a ground adjustable prop is very easy and it doesn't take anything special to do it.

The question was regarding locating a submitted CSIR to RFSC.   Only if the serial number is referred to can this be done.  All CSIR are attached to the record of the engine when received.  There is no database that allocates them to a person's name.  If a CSIR is done from the RFSC website copy is sent first back to the person who reported via their email address it came from.  This allows the submitter to have copy and acts as confirmation that it was received.  If there was no return of your report it did not get into the system.  The other copies are one to RFSC for records and one direct to the Rotax factory.  Within Rotax this will be turned into an internal file under the engine serial and the CSIR will have a review with copy going to the respective distributor region for follow up if required. That is a quick thumbnail view of the process. 

As a note currently no warranty submissions are taken at the factory side until a full CSIR is submitted by someone with all the details.  Generally if a full CSiR has been submitted and it is deemed warranty then the only additional information would be copy of the log books and working with your iSC, independent Service Center, for resolution. 

Cheers

Thanks for all that good info, but as far as warranty issues were concerned, I was advised by my iSC that it really wasn't worth all the effort for a $200 part; I thus just bit the bullet so I could put my carb back together and get myself back in the air.  However, that's aside from wondering HOW a carb piston with a totally different profile in my one carb (some suggested it could have been from a motorcycle version).  That's what I'd most like to know.  This misaligned pressed-in diffuser is just the latest gripe I have with the folks at Bing, but since I've been flying with it for all this time, I'm just living with it for now.