The craft you are asking about are called Thrusters, are produced in
Australia, and are available in both a single and two place.
Hi from Queensland, Australia Down-under (not Austria)
I would like info on how to get the rotax CD
Address, OK by visa, etc etc
Also any other helpful rotax owner maintenance info
Best wishes
H. (Fred) Lelievre
I"m a Challenger owner ,your web site is the best.I just rebuilt my 377.and had
the crank rebuilt by a very experianced rotax shop.I now discoverd that the
timing{point.ignition} changes as the fan belt tension is appliad to the flywheel.The
crank must be moving,the point settings go from 86 deg. to 91 deg.on one cyl, and 80 deg.
on the other cyl. Do you have any experiance on this problem Thanks
Cliff Olson olson@provide.net 1-734-654-6440
Cliff - Rotax doesn't recommend the rebuilding of crankshafts-and do not SELL NEW parts
to rebuilders. Thus any parts used to rebuild your crank were USED.
The Buzzzman
Hi
I have a rotax 503 single ignition and want to turn it into dual ignition. Is there an
aftermarket kit available at an affordable price? Can I use a cylinderhead from a dual
Ignition engine.
kind regards
navman@planet.net.au
There is a system available from Leading Edge Air Foils (www.leadingedge-airfoils.com)
that converts the older engines to dual ignition.
The head from a new engine will fit on the old but you would still have to come up with
an ignition system - also heads from Rotax are VERY expensive - I do have a used set here.
The Buzzzman
Dear Sir:
I have a 582 rotax engine that keeps leaking anti-freeze out of the weep hole in the
bottom of the waterpump. I replaced the seal 15 to 20 hours ago and it is already
leaking again. Any suggestions?
Thanks.
Ralph Baker
baker@wworld.com
If you did not reverse the seals or replace the shaft then the seals are riding on an
area of the shaft that is worn - thus it leaks. Check out troubleshooting the Rotax
engines volume III or the engine rebuilding manuals on this site for more info on fixing
the problem.
The Buzzzman
Dear
Sir:
I have a 96 SIXCHUTER, 503 SCDI, with 28 hours. I have flown it 6 hours since I
purchased it from a dealer in Monett, Mo. Until yesterday, it has run
perfectly. I have to trailer it 35 miles one way to a flyable field. The air
filter was getting lots of bugs, trailering and flying, so I covered it with a plastic
bag.
Trailered it to the field, unloaded, uncovered the airfilter, and thought I would not get
it started. When I got it running, it would not idle, just dropped to l400 and
died. Restarted, fast idled
for a moment, then increased throttle to 2500. After 4 minutes it leveled out, but
still idled at 2l00 rough. I checked the float bowl, it was clean. fuel filter was
clean.
It ran up ok, I taxied it, took off, flew one time around the patch, and landed. It
was idling perfect, I flew another half hour, it performed flawlessly.
Enough introduction! Did the bag cause the problem? Or did something go
through
the carb? I have drained the tank, checking for crud since then. The clear
fuel filter is
still clear and I can blow through it easily. Will the bag cause it to flood the carb,
does
it need a breathable bug screen? Any help or suggestions would be appreciated.
Thank you for any help you can give me.
James
James-Your engine probably flooded itself when you were trailering the craft. In the
future turn on the fuel and drain your float bowls prior to trailering, expecially if your
gas tank is above your carb!
The Buzzzman
I saw your response to Tom Kohler's question about the American Aerolights Eagle in the
Hanger Talk Discussion Board dated 11/22/97. You stated that it should have an
update on the wing pocket. I bought an Eagle last year and have flown it several
times, but this is the first time I had heard about the update. Can you tell me what
it consists of and how I can tell if my Eagle
has had it? I also have a problem of the airplane pulling to the right. I have
checked alignment of everything I can think of, and everything semms to be OK. Do
you have any ideas of what it might be? Also I am concerned about the wing pocket
update. I will appreciate any info that I can get.
Grady Martin
Brookline Sta., MO
The Buzzzman.......
Aircraft: AMERICAN AEROLIGHTS EAGLE-2,
registration: NONE
Injuries: 2 Fatal.
AFTER TAKING OFF FROM A GRASS FIELD, THE 2 PLACE, ULTRALIGHT
VEHICLE REMAINED IN A NORMAL RIGHT TRAFFIC PATTERN. AS THE VEHICLE WAS ON A BASE LEG FOR
LANDING, WITNESSES SAW THE RIGHT WING TRAILING EDGE AREA FLUTTER, THEN THE RIGHT WING
DROPPED & THE ULTRALIGHT SPIRALED NOSE DOWN & CRASHED. AN EXAM OF THE AIRFRAME
REVEALED A RIP FROM THE RIGHT REAR INBOARD SAIL AREA. THE RIP ORIGINATED NEAR THE GROMMET
& SEAM. ALONG THE 1ST 16 1/2 INCHES OF THE RIP, FROM THE REAR FORWARD, THE THREADS OF
THE FABRIC WERE FOUND TO BE FEATHERED. PREVIOUSLY, THE MANUFACTURER HAD RECOMMENDED A
MODIFICATION TO THE LEADING EDGE CANARD & THE TRAILING EDGE OF THE SAIL. HOWEVER, THE
MODIFICATION WAS NOT ACCOMPLISHED. THE MODIFICATION TO PREVENT A PROBLEM WITH TORN SAILS
CONSISTED OF 2 STRIPS OF BASTING & GROMMETS TO REINFORCE THE WING TRAILING EDGE AT THE
INBOARD AREAS.
Aircraft: AMER. AEROLIGHT EAGLE 2 PLC,
registration: NONE
Injuries: 1 Serious.
THE PLT REPORTED THAT AFTER EXCHANGING THE CANARD ELEVATOR &
READJUSTING THE SPOILER CONTROL TELEFLEX CABLE ROD END AT THE SPOILER BELLCRANK, HE TOOK
OFF ON A TEST FLT. AFTER ABOUT 5 MIN OF FLT, THE RIGHT SPOILER FAILED TO RETRACT AFTER IT
WAS USED DURING A RIGHT TURN. THE PLT TRIED TO MAINTAIN CONTROL BY APPLYING LEFT RUDDER.
HE SAID THAT HE COULD STOP THE TURN WITH LEFT RUDDER APPLIED, BUT THIS CONTROL INPUT
RESULTED IN THE NOSE OF THE VEHICLE PITCHING UP. WHEN HE REDUCED THE RUDDER, THE VEHICLE
WOULD REENTER THE RIGHT TURN & THE NOSE WOULD DROP, PLACING THE VEHICLE IN A SPIRAL.
SUBSEQUENTLY, HE CRASH LANDED ON A GOLF COURSE. AN EXAM REVEALED AN OVERLOAD FAILURE OF
THE THREADS OF THE TELEFLEX CABLE BELLCRANK. THE REASON FOR THE OVERLOAD WAS NOT VERIFIED.
Great web site. I'll try to use your sponsors as
much as possible.
I have a Quick MXLII with a 582. It seems my
coolant system creates too much pressure. I have a water pressure gauge which
indicates 15 to 17psi even with a water temp of 140 degrees F. The coolant then
will vent overboard, losing about a quart in 1.5 hrs. This also causes coolant
to enter the rotary valve oil. Have you heard of anyone else with too high of
coolant pressure?
Thank you for your time.
Stacey Chance
925-634-8622
Your pressure is regulated by your rad cap. The proper pressure
for a Rotax system is 14 lbs. If you are getting coolant into your
rotary valve tank then your rotary valve shaft and or seals need
replacing.
If you are venting fluid but can't find the source check the
area where the two crankcase halves come together by the water
pump cover. There is a little weaperhoel there, which vents fluid
when the seals/shaft has failed.
DL
i am building a kolb mk 3 and would like to know from your
experience what
power plant would be the best choice.... i live at 4200
ft and see density
altitude of 7000+ durring the summer and that is befor
i head to the hills.
any help would be apprieciated.
boyd young
256 n 400 e
brigham
city, ut. 84302
Boyd a lot of it depends on your financial situation. If I had the $ I
would be putting a 912 Rotax 80 or 100 hp engine on it. Good performance, fuel
economy, reliability.
If you are looking a two stroke then you have to figure out how many hours
a year you will be flying. You need power to fly the Mark 111 - a 503 just
doesn't have the "umph" - thus the 582/618 are the choices with money
again the deciding factor.
You won't notice a lot of difference between a 582 and 618 at sea level but
at 5000 feet it will give you that little extra. Look at going to an E drive if
your weight and balance allows. It is cheaper but puts more weight aft.
Rebuild times are 300 hours for ALL of the two strokes vs. 1500 for the
912.
HKS engines are another alternative BUT, my impression from
flying on them and watching them preform vs a 582 is that they are closer to the
horsepower of a 503 dual carb. HKS is also reportedly having problems with
overheating and their valve train.
It all boils down to money a 582 will do the job, a 618 a little better, a
912 - especially the new 100 hp my choice.
Stay away from the Subaru's and Jabiru's - the 80 hp Jabiru spins the same
prop as a 503 Rotax single carb using a 2.58 to 1 redrive - and the 120 hp is
closer to 75.
Hope this helps. DL
