Is this the end of microlighting in S.A. ?

[Aerosan]

We are not beaten yet..my years of industrial design and manufacturing skills have taught me the fundamentals. there must be a better way !!

Zulu1

There is as you say Zulu, but no one is as blind as those who do not wish to see................

[Carel]

Has been surfing and the "worst" senario "alternative" microlight/trike engine founded has a 500 hour crank life.

BMW engines seems the way to go. A friend has a BMW powerd plane and a 100 hour "service" by the agents cost around R 900-00 (Travelling to hangar included)

All the other engines are very competative priced.

[John Boucher]

I fail to see why ROTAX with it's wealth of engine offerings in other forms such as SEADOO's & SKIDOO's cannot wise up! Surely with all the information or data available they could revise specs or let aviation authorities with SERIOUS TECHNICAL INPUT from AP's etc. formulate a service schedule unique to the enviroment the engines are operated in?

It seems it is easier adapting a 583, 617, 618 or 643 for our purposes than using the prescribed 503 / 582 variants.

It amazes me to know that there are 106hp + two stroke engines available..... and what's happened to NTCA & EXPERIMENTAL?

[skybound®]

..... and what's happened to NTCA & EXPERIMENTAL?

It has turned into just being EXPIRY - MENTAL.

[Aerosan]

[Morph]

I visited the Rotax guys last week and nowhere does it state to replace the crank of the 503 in the maintenance manual , they confirmed , check at 300 hours!

Exactly, how can Mike Cathro insist on a crank replacement based on the CAA regulation that states the plane must be maintained in accordance to the manufacturers specification when the manufacturer did NOT specify the change. Then why does the AMO continue to insis on the change?

Other than the 462, 532 & 582 manual from 1994 which does define the overhaul stating that the crank is to be replaced on those motors, I have not seen any later definition. Any chance someone has that?

Then why, on discontinuing the 462, 532 and revising the 582 to the Blue Top version (99) did they produce a new maintenance manual encompassing the 503 and the 582 (NOTE the 503 has no instruction to replace said crank) did they omit the statement in this later version of the manual.

So it comes down to who in fact has continued to insist that the crank needs to be replaced, is it hearsay from ROTAX, informal conversations in the passage, rigid adherence to past practices, albeit out of date, AMO's, Civial Aviation Authorities with no grounds whatsoever? So far no one has been able to give the the definative instruction from the manufacturer, the statement is NOT in the manual therefor I propose that we take CAA to task and ask them to show us the instruction. Failing that issue the ATF's that are outstanding.

[John Boucher]

2007 Ski-Doo® Summit® sleds with new Rotax® 2-TEC 800R
engine. The 800R is the next generation lightweight two-stroke engine that pumps out an incredible 151 horsepower – making it the most powerful engine in the 800cc AND 900cc classes...

http://www.ski-doo.com/NR/rdonlyres/E5B ... engine.pdf

THEY HAVE THE ENGINES WITH THE PONIES!!!!!

[John Boucher]

http://www.800-airwolf.com/pdffiles/ART ... cision.htm

The cost / hour comparison.... Interesting statement at the end...


Conclusions: Several things should control your choice of powerplants when purchasing a kitplane. The most important consideration is the pilot and what kind of flying he likes to do. Cross country trips over hostile terrain are best suited for the Rotax 912. Local and high perform flying are better suited for the larger liquid cooled two cycle motors.

Operating costs are considerably less for the two cycle engines than the 912 - 914. As mentioned earlier, the owners ability to perform major repairs can reduce expenses even further while this is less likely with the more sophisticated 912 - 914. In either case, these powerplants are sold under the experimental or non-certified category allowing you to do your own repair and maintenance.

In the final analysis, the pilot and what kind of flying he likes to do has everything to do with choosing a powerplant. For the pilot who flies in hostile territory or flies cross country might do best with the Rotax 912. For the pilot with a big budget who really wants to “wring it out” with a lot of high performance or high altitude flight the soon to be released 115 hp Rotax 914 Turbo is an excellent choice. For the pilot who likes an aircraft that has loads of reserve power and doesn’t cost a ton of money to operate the Rotax line of two cycle engines are real hard to beat.

[gertcoetzee]

Looking for an alternative to my Rotax (despite friendly good service, I am not paying R100 per hour extra to fly), this is the optimistic reply from Solo-Wings

The HKS performs well on the Aquilla. The take off and climb performance though is closer to a 503 than the 582. We have recently supplied one to Robert Gassman who is very happy with it and feels it is as powerful as the 582 it replaced. I have asked the manufacturer whether they have increased power but have not had a reply as yet. The installation on a Aquilla is quite involved and I would only give you a price once I know what it includes (ie oil cooler, specialised exhaust, monitoring instruments etc.). We will continue to fit 582’s and hope this mess will be sorted out.

The relevant parts of this reply can be posted on the forum.

[Leprachaun]

Hi Folks , just renewed ZU - CHF 354hours on the clock , paperwork ,paperwork - get it right and away you go , it wasnt easy , but its done and the proud owner can fly at last.
Nowhere in the 503 manual does it state replace the crank , inspect and get an authorised AP to do the job and away you go , - its not over yet and be sure Aviation engines and CAA are hard at work to resove this stupid issue , Fly safe , Leprachaun

[rooikat]

Is there any clear indication whether the Rotax 618 fits into this? If it was originally designed as a jetski engine then maybe it is exempt?

Thanks

Redcat

[Rudix]

Is there any clear indication whether the Rotax 618 fits into this? If it was originally designed as a jetski engine then maybe it is exempt?

Thanks

Redcat

Hi Rooikat,

Good question ! I have studied my 618 manuals and I cannot find any reference to replacing the crank, just the usual "rebuild at 300 hours"

I had an ATF granted on my Rans with the 618 with more than 300 hours 2 weeks ago, I was told it should be replaced but I got the ATF. I think next time I will take the manual and ask to be shown where it says the crank must be replaced !

Fly safe,
Rudi

[gertcoetzee]

Hi Folks , just renewed ZU - CHF 354hours on the clock

Not a 582 with no crank replacement, so not an issue.

Maybe this topic should be changed to End of Rotax 582.... rather than microlighting.

Another issue - if I had 290 hours on my Rattax, and I switch off and glide as often as the thermals allow, do I still clock full flight, or only part thereof? Lately, with global warming (and all) I have noticed very kind thermals in the Western Cape.

[ICEMAN]

Hi Folks , just renewed ZU - CHF 354hours on the clock , paperwork ,paperwork - get it right and away you go , it wasnt easy , but its done and the proud owner can fly at last.
Nowhere in the 503 manual does it state replace the crank , inspect and get an authorised AP to do the job

Was this crank measured or assessed or the engine opened and if so at how many hours and cost........ or is it still original factory sealed.

This case could be considered the "acid test" for the 503 range- what applies to one must apply to all.

[Leprachaun]

I dont know the 618 well, so sorry cant help , Leprachaun