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?
...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.
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 Clicking the "Thank You" is Always Appreciated by Everyone.
I called and tried AGAIN to find out about training for the BUDS Log viewer and after a year of trying to find the course so I can use the BUDS Log Viewer I was told that there will not be a course and the BUDS Log viewer may be discontinued because ROTAX feels everything we need to know in in the Main BUDS Utility and Diagnostic 3.0.1 or future versions. This does not make sense. I was hoping as well as all of you should, there would be some type of improvement in the diagnosis but it appears this may not be the case. Does any one else know any thing about this?
23494_2_RotaxSoftware.jpg (You do not have access to download this file.)
I guess there is still no support from Rotax on the BUDS log viewer software classes nor any Rotax support at simply providing better info to help everyone figure out the BUDS/Dongle downloaded data. If you are wondering about this statement take the time to read starting from the beginning of this topic to understand this continuing problem with basic 912iS service.
25270_2_RotaxSoftware.jpg (You do not have access to download this file.)
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