Today's Message Index:
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1. 01:02 AM - Re: Which is the best 2 stroke Rotax 447, 503 or 582 ???? (jetboy)
2. 04:22 AM - Re: Re: Dynamic prop balance and TipsRe: Dynamic prop balance and Tips (Thom Riddle)
3. 08:18 AM - Re: Re: Dynamic prop balance and TipsRe: Dynamic prop balance and Tips (Duncan & Ami McFadyean)
Message 1
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| Subject: | Re: Which is the best 2 stroke Rotax 447, 503 or 582 |
????
Gary,
Apologies for the confusion...I mean the best advice from Kodiak in the
USA is that cranks in the 2 cycle rotax series should be inspected at 300hrs
for cracks and the preferred procedure is to replace them with new at that time.
The flight school operators would choose to swap out the engine for a new one
and let the next guy down the food chain deal with the bargain. In NZ our importer
dealer of the day took us through a 200hr stripdown inspection of a 582
and that included looking for crankshaft cracks (visual inspection only) and
he had been to Austria and done the official training so must be right (and sells
parts, too). Coming from a GA background I was a bit surprised at such short
lifecycles - in reality most engines will go further than the 300 hrs without
trouble but for a whole lot of factors a 4 stroke is much more durable.
My first was a 503 that had about 300hrs when I got it and did another 3.5 when
it blew. The small rod end bearings were the earlier type and had pitted due
to lack of previous owners useage and decided to let go on climbout at 900 ft.
I bought a new one this time with the dual carbs this was the year before dual
ignition which I would have really liked to have.
I did 150hrs on this one just one incident of high fuel consumption due to timing
off of one points set - easily set right. I sold that plane so dont know the
rest. I was confident with that engine and it pulled close to the same thrust
as others on the field with the '532 and '582. I think I had the edge with
a better prop. With a new piston and bearings the old engine went on for a while
but a new owner wanted to add dual carbs and never completed that change (and
frankly I think the motor was tired enough by then).
CPS is California Power Systems I think their website is airwolf or something like
that and Mike Stratman also does some of the Ultraflight Radio weekly www
broadcasts on the subjects of "care and feeding of the Rotax". Very good listening
even though I dont drive them nowadays I still get to help out with some
and there is allways lots to re-learn
Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97019#97019
Message 2
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| Subject: | Re: Dynamic prop balance and TipsRe: Dynamic prop |
balance and Tips
....a lot of the oil remained trapped
in the sump, so some splash lubrication and cooling would have
been present.
DuncanMcF....
The sump in the 912 series engines in not the bottom of the crankcase;
it is a separate tank, so how could oil in the sump provide "splash
lubrication and cooling" ?
Thom in Buffalo
do not archive
Message 3
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| Subject: | Re: Dynamic prop balance and TipsRe: Dynamic prop |
balance and Tips
Because return of oil to the separate tank had failed (for whatever reason,
but probably because the return pipe under the 'sump' had coked-up due to
being too close to the exhaust). Blow-by pressure (and some of the oil) was
leaking past the pushrod tube seals (or thereabouts).
Duncan McF.
----- Original Message -----
From: "Thom Riddle" <thomriddle@adelphia.net>
Sent: Saturday, February 24, 2007 12:20 PM
Subject: Re: RotaxEngines-List: Re: Dynamic prop balance and TipsRe: Dynamic
prop balance and Tips
> <thomriddle@adelphia.net>
>
> ....a lot of the oil remained trapped
> in the sump, so some splash lubrication and cooling would have been
> present.
>
> DuncanMcF....
>
>
> The sump in the 912 series engines in not the bottom of the crankcase; it
> is a separate tank, so how could oil in the sump provide "splash
> lubrication and cooling" ?
>
> Thom in Buffalo
> do not archive
>
>
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