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#41
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Those engines seem to have a bad reputation in the U.S. They are seen as cheapo engines for people who can't afford "real" engines from cont or lyc. One flight school I know of had diamond katanas with Rotax engines and only got 900 hours out of them despite regular use. I don't know how typical that is, but you often hear stories like that. Maybe it's the Avgas we use over here (it certainly isn't good for small continentals either, but like you said those can be fixed by just about anyone). Not having owned or maintained an engine myself I don't know but I do know their reputation is not good here. For example one of the new companies (I think it was Liberty) was initially going to use a Rotax and got no interest, changed to a Continental and now are taken more seriously. I am fairly familiar with the Diamond/Rotax issues. The engines are not bad. Whoever said that there are support issues was spot on. Whether this will change with Sport Pilot remains to be seen. There are several aspects of the Rotax engines that the average Lyc/con AP will set precisely backwards without proper training and support. Neither of which has been forthcoming from Bombardier. |
#42
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rpellicciotti wrote:
Mark, You have two options here. You can ground adjust the prop to limit the speed or you can simply endorse your student for the required higher speed training prior to solo. At least that is what I am told by the folks I have talked with at EAA and FAA. Regards, Rick Pellicciotti Belle Aire Aviation LightSportFlying.com I've asked around, and it seems solo in the faster plane isn't mpossible until you have a signoff for the faster plane, and the signoff is only given to sport pilots,,,,,,,,,,not students not sure what the deal is, i thought this was stupid from the gitgo, obviously, the FnAA has backed down or is mistaken, again, sport pile it, written by those who don't fly much about planes they don't fly at all ! -- Mark Smith Tri-State Kite Sales 1121 N Locust St Mt Vernon, IN 47620 1-812-838-6351 http://www.trikite.com |
#43
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W P Dixon wrote:
Gig 601, Check out FAR 61.327 , you will find it there. Of course if you are trining in a plane already faster, it's really no big deal. I think maybe it was put in there to keep ultralighters from just hopping in a Luscombe Patrick student SPL how do you do a cross country in a plane you are not signed off on ? or is all the sprot pile it training dual ? -- Mark Smith Tri-State Kite Sales 1121 N Locust St Mt Vernon, IN 47620 1-812-838-6351 http://www.trikite.com |
#44
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Mark,
I believe it will work the same as getting a PPL. A PPL has to have a sign off while a student in order to solo different planes. I believe you are trying to make sport "pile" as you call it more complicated than what it is ...just because you don't like it. There is a sport pilot place up in MASS. that is doing it's training in Ercoupe's , which is alittle faster than the "high speed" cutoff Sounds funny calling it a high speed cut off doesn't it! Evidently people are soloing,..getting the endorsement to solo and soloing the Ercoupe. I would imagine you can get an endorsement for it anyway, look at the places that give PPL's taildragger endorsements with no solo , because of insurance. Patrick student SPL aircraft structural mech "Mark Smith" wrote in message ... W P Dixon wrote: Gig 601, Check out FAR 61.327 , you will find it there. Of course if you are trining in a plane already faster, it's really no big deal. I think maybe it was put in there to keep ultralighters from just hopping in a Luscombe Patrick student SPL how do you do a cross country in a plane you are not signed off on ? or is all the sprot pile it training dual ? -- Mark Smith Tri-State Kite Sales 1121 N Locust St Mt Vernon, IN 47620 1-812-838-6351 http://www.trikite.com |
#45
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Morgans wrote:
"Lakeview Bill" wrote in message . .. Just out of curiosity, why do you dislike the Rotax? How shall I count the ways? They require their oil, their oil filters, their everything. You pay dearly for this. They always have seemed to be temperamental. Everything has to be just right, to be even close to reliable. See above. If everything is not just right, they are not reliable. I know the 912 and 914's are not 2 strokes, but what pieces the 2 strokes are. I know, some will testify that they have never had a minute's problem, but there are more out there that have. My gut, and my but says to not trust them. I don't and I won't. Gut means a llot, to me. I have to disagree with your assessment of the Rotax 2-strokes here, it's just not informed. I've owned 6 of them over the years (just now got #7 delivered a few weeks ago), 5 503's and a 2 447's. I have hundreds of hours in front of/underneath Rotax 2-strokes at this point (500 hours as a rough guess) so I've gotten to know some of their strengths and weaknesses. The chief strength of the Rotax 2-strokes is the field experience available. We know how to install them, prop them, jet them, load them, maintain them and what parts and peripherals to use with them. This is the _#1_ strength of the Rotax - it's not so much that it's such a superior design (it's not much more than a snomobile engine with a beefed up bottom end and slightly different metallurgy in certain places like the pistons), but again it's field experience we have available for setup, installation and running that really makes them reliable. They are also the only 2-stroke on the market that can really do continuous high power for hundreds and hundreds of hours without failure (provided it's installed, setup and run right, of course). The chief weakness is probably the same as for all 2-strokes; they can't handle a lot of abuse such as lean running, underpropping and so on. They also require more frequent maintenance (typically for leaking seals). But the truth is, the rotax 2-strokes are very reliable, long lasting engines. I know a lot less about the 912, since I've never owned one, so can't comment on those (I don't know of any rampant reliability problems with them, though, from the fairly numerous locals who fly them). They don't sound "manly" enough. Kinda like a sewing machine, compared to a Harley. Airplanes are supposed to be "cool", and they aren't. :-) I kind of like the scream of a 2-stroke rotax, but that might just be because I'm used to it. OTOH, the coolest sounding is the merlin in the P51..... LS N646F |
#46
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W P Dixon wrote:
Mark, I believe it will work the same as getting a PPL. A PPL has to have a sign off while a student in order to solo different planes. I believe you are trying to make sport "pile" as you call it more complicated than what it is ..just because you don't like it. There is a sport pilot place up in MASS. that is doing it's training in Ercoupe's , which is alittle faster than the "high speed" cutoff Sounds funny calling it a high speed cut off doesn't it! Evidently people are soloing,..getting the endorsement to solo and soloing the Ercoupe. I would imagine you can get an endorsement for it anyway, look at the places that give PPL's taildragger endorsements with no solo , because of insurance. Patrick student SPL A friend has noted that this stupid provision in the proposed rule was eliminated after almost everyone thought it was stupid, again, written by folks who don't fly much about planes hey don't fly at all, but now you are saying students may take lessons in a plane that exceeds the higher upper limit ? I quit,,,,,, -- Mark Smith Tri-State Kite Sales 1121 N Locust St Mt Vernon, IN 47620 1-812-838-6351 http://www.trikite.com |
#47
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but now you are saying students may take lessons in a plane that exceeds the higher upper limit ? I quit,,,,,, You can take lessons in anything that allows commercial operation or that you own! The limitation is you can't solo in something exceeding SP criteria unless you have a medical. Any lesson you take for PPL counts for SP as far as time etc. it's just the practical and written test are different (and number of hours). So if you want you can do all your duel in a Cessna 150 (or 210P ;-) ). But when you come to solo you will need a SP legal plane and a sign off. Possibly even a single seater if your cfi is willing to sign you off! ;-0 John |
#48
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"Morgans" wrote in message
... They don't sound "manly" enough. Kinda like a sewing machine, compared to a Harley. Airplanes are supposed to be "cool", and they aren't. :-) Yeah Jim. Know just what you mean. There I was, out in the desert slogging along in my "manly" sounding Ducati when a rice-burning Yamazuki screamed past me. . . again. Three 33-1/3 mile laps. When I pulled into the pits, the winners had already packed up and gone home. But that Ducati still sounded cool. POS! Rich "Pass the Sake" S. |
#49
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"Rich S." wrote When I pulled into the pits, the winners had already packed up and gone home. But that Ducati still sounded cool. POS! Yeah, but you were doing it in style. Cool counts! It is already a given that sport planes are not going to be fast. Might as well get the cool quotient up there! g -- Jim in NC |
#50
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In article , Morgans wrote:
They always have seemed to be temperamental. Everything has to be just right, to be even close to reliable. That certainly doesn't hold true on the 4-strokes. The 4-stroke Rotax (914UL, the turbosupercharged engine) seems to be pretty robust. In particular, temperature control is FAR better because it's mainly thermostatically liquid cooled, so there are fewer concerns over the engine cooling too fast in a descent or overheating in a climb. They don't sound "manly" enough. Kinda like a sewing machine, compared to a Harley. Airplanes are supposed to be "cool", and they aren't. :-) They sound manly enough to me. They certainly FEEL manly enough when you push the throttle all the way through to get max boost from the turbo. Once in cruise, getting 50nm/gal (no wind) in the Europa is nice too. -- Dylan Smith, Castletown, Isle of Man Flying: http://www.dylansmith.net Frontier Elite Universe: http://www.alioth.net "Maintain thine airspeed, lest the ground come up and smite thee" |
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