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Hi there,
I realize you guys specialize in ultralights, but I was wondering if you knew anything
about motorized hang gliders? A friend told me he saw something somewhere about them, but
I have been unable to find any info. If you know anything about them, or who I could
contact to get more info, would you mind sending me some e-mail please? Thanks heaps.
Bruce Williams.
williams@tig.com.au
Go to
www.ultralightnews.com- Directory of Ultralight Home
Pages- Under TRIKES for the information you are after.
Can or has any one put a Rotax upright on challenger ?
rrice@wcoil.com
Go to
www.ultralightnews.com -Troubleshooting the Challenger
for information for an upright engine mount for a Challenger.
Dear Sir, could you please e-mail me a telephone that I can
reach someone to talk about a Rotax engine. Thanks Bill Hatfield
hatfield@tsixroads.com
Bill I am the largest Rotax service center in Canada, have
attended various courses in British Columbia, Austria and Quebec regarding Rotax engines,
and have worked on them for the past 35 years. I have probably also worked on more Rotax
912's in the field than anyone else.
If I can be of any assistance you can email me with specific
questions, or call me at Editorial/Tech Support .*. - the best time to catch me is between 8 and 10 at
night EST.
U.B. Judge
Dear Buzzman;
I really like your idea about the challenger engine being mounted
up right. Sounds very solid and worth while. I can make the standoffs to raise engine but
was wondering if you might have some part # and a suggestion of which gear drive, ratio,
and prop to use on this modification. I have a challenger U/L with a Rotax 447 engine.
Thanks for any help and the help you gave me on low max. rpm on this same 447. Loren
Turner ;-)
I would use a Rotax B reduction drive, with a 2:58 to 1 ratio
with a 3 blade 62 inch IVO prop-you might have to cut the prop down to 58 inches to make
it work - or go with a two blade 62 inch. Try the 3 blade first then as a two blade and
compare the performance difference.
Dear Dave,
I enjoy your helpful hints to us ULTRALIGHTERS! I put a 503 Rotax
on my N3-PUP and am having heating problems with the fan forced cooling. One cylinder runs
at 290 and the other at 350 on a normal 80 day. The pto cylinder is the hot one.
I had to put a scoop on the upright mounted upright gearbox fan
cooled installation to get these temperatures. EGT's are 1010 and 1100 respectively. Rotax
recommends a spread of 36 degrees difference max. Thanks in advance. Blair Ellison
Blair
Your temps are not a problem, and the gauges we use in this industry are not that
accurate. 350 degrees is where the engine should run as is 1100 on egt.
Two problems that I have run into with 503 fan cooled
installations in tractor configuration are:
- The way air enters the fan and the way the air exits the cowl.
In most cases the fan is right up against the firewall, which
is not good - a lot like sucking on a straw while it is on the bottom of the bottle. Try
to duct the air in and allow for a nice curve into the fan rather than just a scoop on the
top of the cowl.
- The second problem is air outtake.
You can have as big an intake as you want if the air can't get
out it won't work. You fix this problem one of two ways. The exit should be 3 times the
air intake area. This means you measure all of the air intake area and provide and exit
area that is 3 times as large.
Or you create a low pressure area at the exit using an
airfoil, which will suck the air out.
If you have a points and condenser engine then you may fowl
the spark plug in the low temp cylinder. On a dual CDI with the added plug and voltage
this is not likely to happen.
- Another consideration is engine load, which is achieved using
the prop
- For correct temps you must have the proper load. Tied down on
the ground a single carb 503 should reach 6100 rpm while a 503 dual carb 6300. These
should unload in flight to 6350 and 6500 respectively.
Hope this helps. D.L.
From : Tiziano Piccioni Italy
tizianopiccioni@cariplo.it
Hi Dave
I am an ULM pilot, and recently during a trip, I have found an
abandoned old ULM. It is in very good conditions, an look very nice. All the data that I
have found about it are that It is a BIRDMAN CHINOOK Model WT-11 Built in USA or Canada in
198(5?) year, powered by an Italian KFM(107) engine. It is my idea to restore it, but I
need technical / flying informations about this ULM can You or Your very good web help me
? Thanks In Advance
Tiziano Piccioni
Tiziano Piccioni
The company that manufactures the Chinook WT-11 is no longer in business. There is a
company manufacturing a two seat Chinook that might be able to help you out with parts.
The company is ASAP or Aircraft Sales and Parts. They are located in the two place buyers
guide, on my website. I do have an assembly manual, and parts manual for the craft. There
are also several after market companies that can supply you with sails.
PS. You might also want to check out Troubleshooting the
Chinook WT 11 on my site
The BUZZZMAN
Hi Dave,
Basically I'm a wannabe, and have been interested in ultralight for years. After 20 years
in the Canadian Air Force as an Airframe Tech. I've finally settled in Cold Lake, Alberta
.My question is, are there any Ultralight flying schools in Alberta?
Thanks, Denis Vezina
Denis
This will take you to a list of Transport Canada recognized , flight training schools.
Who makes the Rotec Ralley ? I've seen them for sale, but don't
know nor can I find any info. Thanks for your time. PS. I have gone through your web page.
The info in it is very, very, complete and detailed. You have spent many hours on this and
it shows. Keep up the great work. Calvin Henshaw -Chenshaw@concentric.net
Calvin
The Rotec Rally was produced by a company in Texas called Rotec Engineering until about
1986. The man that owned the factory Bill Adaska was known throughout the industry as a
"super salesman" - in many cases you would call up Rotec get Bill on the line
and he would talk you into being a dealer - on the basis that if you bought 5 craft at
$3,000 each you would in actuality be getting your own plane for nothing. That is once you
sold your other 4 aircaft. Even today I know of at least two gentlemen that still have
aircraft still in boxes.
The Rotec was really just a cheap copy of the Quicksilver MX. For
example the rudder, elevator, and spoileron cables were just rope. To attach these to the
control systems Bill used plastic hooks, and you literally tied a knot in the rope to
attach the hook!
With all this said the craft did fly, was quite forgiving, and
easy to repair, and with some CHANGES is a safe, fun, affordable flying machine. On todays
market if it is powered by a Rotax engine ( many weren't), has a decent set of sails on
it, with a good prop etc. it should sell for between $1500 and $3,000.
The Buzzman,
Could you please give me any information, addresses etc. on the bungee undercarriage
system for the Challenger. I've tried locate the Black Forty Development Co. without much
luck. Enjoy you area,
Regards John
John
The number for Back Forty Developments is 705-653-2219, they are located in Campbellford
Ontario Canada.
Q:
Are you required a medical exam to fly an ultralight in Canada
?
Do you go through seeing, hearing and electrocardiogram tests ?
Are you required a radio and a radio operator license to fly an
ultralight in Canada ?
Jaime Sada
A:
For a private pilot ultralight you require a class 1V medical,
which is basically the same as for driving a car.
For a private pilot ultralight you are not required to go through
a seeing, hearing, or electrocardiogram test.
For a commercial pilot ultralight you require a category 111
medical which does require an electrocardiogram test after a certain age.
You are ONLY required to have a radio operator license if you
have a radio on board.
From: HUMBERTO AYALA RAMOS
Dear Dave:
Q:
I own an ultralight with a 582 Rotax Engine and have the
following problem:
When the engine stays for a week without working, it may take up
to 30 starter pulls before the engine starts in spite of the fact that I pull the choke
and pump gas into the carburetors with the rubber pump of the fuel line.
Once it starts, I do not have any problem from then on to start
it again as many times as I may need to. As a matter of fact, even if the engine is off
for 2 or 3 hours, I will experience no problem in restarting it.
All this time the ultralight flies just fine. No engine problems
at all. Spark plugs are new, air filters are clean, gasoline mixture is as recommended.
vhat do I need to adjust, clean, or change to make the engine
start faster? I know it will have to take a few more pulls than when it's hot, but not 30
or more as it is now requiring.
A:
There are a couple of things that you might do. First when trying
to start the engine make sure that the THROTTLES are at an idle, if they are cracked open
at all your CHOKE WILL NOT WORK!
Make sure that your spark plugs are gapped to .015 thousands of
an inch.
I would suggest that you install a primer into the system. The
rubber pump you refer to only brings fuel to the carburetor it does not put fuel directly
into the engine. Once it is hard it means that your float chambers are full. With these
full you now use the primer to put fuel directly into the engine. On new bing carbs there
is a spot on the side of the carb which allows installation of the primer lines. On older
carbs it will be necessary to drill and install spigots to take the primer lines.
With the bulb hard, prime the engine several times and then try
the starter.
Subject: KFM Engines Subject:
Finally I've found someone that knows this thing.
I have purchased a Ultralight called an Air Boat. Simply its an
amphibious trike that can also be used with its land pod for land use. The problem is the
engine...a KFM. with IAME on the block.
I know absolutely nothing about it. The two most pressing
questions are
1) What spark plug does it take
2) Whats the correct fuel misture...unleaded fuel or av gas or 96 octain and the fuel /
oil ratio ( 40:1 ? )
If you could pas me on the info or better still a person who
carries parts for it that would be great.
Gordon jones,Auckland,New Zealand
A:
For information on parts for the KFM engines in the US (the
engine is actually from France) contact Aerosviluppi at 8775 Skylane Drive Brighton MI
48116 email at aeros@ism.net You might try the Challenger people as well since they did
use them on the single place Challenger.
thanks for your advise on all the ?'s you continuously answer. i
have learned much from reading your responses on many subjects. is there anyone out there
who has any parts for the little 19.2 hp solo engines that were put on the old huminbird
103. i'm havin some problems and need someone to talk to about these engines. thanks a
mil.
walt@beaufortco.com
Walt try J-bird, Box 438, Kewaskum WI 53040 telephone
414-626-2611. Others that are reported to have parts are Airscrew, and Paraplane
Corporation.
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