Rotax ignition timing, timing the Rotax Ducati ignition
system, Rotax ignition ohms specs.
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Timing
the Rotax Ducati Ignition Aircraft Engines
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Several years ago Rotax changed the ignition system they used on their
aircraft engines from points and condensers to capacitor discharge ignition or CDI for
short.
On the first engines the TRIGGERS were bolted into place, allowing
for NO adjustment in the timing of the engine.
Current models
have slotted ends on the triggers which means that the engine timing can be checked and
adjusted if necessary. |
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To properly set the triggers a dial indicator with extensions and rollers is required -
Rotax has a kit which while expensive does the job - part # 414-1047.
To set the TRIGGER in the correct location requires the insertion dial
indicator into the magneto spark plug hole - the dial indicator MUST has a roller contact
or roller ball on the end of the extension arm, due to the angular spark plug hole.
You only need to install the dial indicator into the magneto hole, since it is used to set
both sides of the engine.
Once the indicator reads correctly for the engine you are
working on you simply move the TRIGGERS so that they are as indicated in
the above diagram.
Once set in the proper location make sure that the air gap is also
correctly set to .020 thou.
Rotax 447 - .066 BTDC measured vertically |
Rotax 503 - 069 measured at a 30 degree
angle |
Rotax 582 - .078 BTDC measured at an 18
degree angle |
Rotax 618 - .059 measured at an 18 degree
angle |
Caution: Whenever doing the ignition
timing always check the triggers for continuity to make sure that they are not grounding
out. The red trigger should measure 50 ohms while the red/white rigger should measure 130
ohms.
To do an Ohms check on the CDI system refer to service bulletin 999-695 which has all the
OHM measurements to troubleshoot the Rotax "E" box.
WARNING:
Do not cranks the engine over while the spark plugs are not grounded or you could blow
your "E" boxes!
Pre-Flight Check of Ignition:
You can do a quick preflight check of the ignition by bringing your engine up to 3,000 rpm
and turning one ignition off then the other - you may notice a drop in rpm on one side and
a gain on the other this is normal - a drop or increase in the tachometer reading does not
indicate a problem with your ignition!
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Transducer supply
windings on stator |
Green to White |
230 - 280 ohms |
Auxiliary windings |
Yellow to Yellow |
0.3 - 0.35 ohms |
Pickup |
Red to White or Ground |
(old-hole) 50 - 70 ohms |
Pickup |
Red to White or Ground |
(new-slotted) 140 - 180
ohms |
Pickup |
Grey to White |
30 - 35 ohms |
Transducer-Secondary
windings |
Plug wire to plug wire |
4,800 to 6,800 ohms |
Insulation of plug wire |
Plug wire to ground |
Open |
Engine Stop Switch/Stop
Position |
Yellow/black to white
or ground |
Short |
Engine Stop Switch/On
Position |
Yellow/black to White
or ground |
Open |
Lighting Coil Output |
3000 RPM |
140W A/C |
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
Index for this section. |
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