Rotax Aircraft Engines - Engine Week 2022

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Tips and facts about owning and operating the Rotax Aircraft Engines
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Опубликовано:

29 дек 2022

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Комментарии : 42

@mjobmi Год назад

After watching too many RU-vid videos it is refreshing to see(and hear) real knowledgeable people give us great advice on how to maintain the Rotax engines. Thanks for sharing this information. They clearly have a passion for this line of work. From the stories sounds like they are very giving of their expertise over the phone as well. I don’t own a Rotax but if I did I’d be very comfortable with these guys working on it for me. Great job on “Engine Week” Bryan I watched last years and 2022 is even better keep up the great work! For all have a great 2023! Please be good to your fellow humans.

@brentporter8821 Год назад

Hey Brian, I like these technical videos on how engines work and are repaired or rebuilt. Most of us airplane junkies can recite the specs on most engines and while it does feed the monster to watch a rep talk about their engines, it’s mostly talking points that can be found on the manufacturers website. However, learning about spags, slipper clutches, and carb balancing is not something you see too often. One of my favorite videos you’ve done is of the engine rebuilds at Airworks. Thank! Keep up the good work.

@IggyDalrymple Год назад

Sixty years ago we called it syncing the props. When the two engines are in sync there is a steady humming sound. We would sync the props while airborne. We had separate throttles for each engine and separate prop pitch controls. My experience was with a twin Beechcraft called the SNB (Secret Navy Bomber)[joke].

@markwebb8013 Год назад

Great video Brian thanks for the information 👍.

@flysport_tedder Год назад

this is a fantastic video on Rotaxes. I mean, there's so much information packed into it.

@ExperimentalAircraftChannel Год назад

Thank You! It was a great trip out there to see those boys!

@SmittySmithsonite Год назад

.001" piston-to-cylinder clearance?!? WOW!! As a mechanic of many years, that is IMPRESSIVE, and the first I've ever heard of a clearance that tight! I love these engines since they're very similar to the Japanese on and off-road engines I cut my mechanical teeth on as a kid. I've worked on 2-stroke 582's in powered parachutes a few times - very well built engines. Was always a big fan of Bombardier snowmobiles (Ski-Doo) way back in the day as well. Can't go wrong with those engines. GREAT video series, Bryan! I've got some catching up to do!

@ExperimentalAircraftChannel Год назад

Thanks for stopping by! It's been a fun week learning about ENGINES! :-)

@piercer2 Год назад

Stock Ford 302 pushrod V8 engines can have PTW clearance as tight as half a thou from factory. I ran 1.5 on my forged 4032 Mahle pistons, as I rev to 5k only on my 331

@SmittySmithsonite Год назад

@@piercer2 You sure about that? I've never heard of ANY manufacturer or ANY engine running that tight. 0018" -.0025" is commonplace from small engines / motorcycles / OPE, to cars / trucks.

@RedNeckWelding Год назад

This was one of the most informative rotax videos I’ve seen. Thanks again Bryan for the great videos you produce, Happy New Year to you and your family.

@ExperimentalAircraftChannel Год назад

Thank You! Happy New Year to you and family as well!

@Wayneshelp Год назад

Great folks, Ronnie and Morris! Trustable source for your ROTAX service!

@Todd936 Год назад

Respect 🫡 Thanks for this man.

@patway4683 Год назад

Great videos!

@markthibault8579 Год назад

Great information. It was interesting to learn more about the carb syncronisation process.

@jeremykemp3782 9 месяцев назад

I wonder what these boys think of the edge performance lads? They would make a great team, that's a sure thing.

@vitordelima Год назад

Avweb had a video about engines that got cancelled, Rotax tried to sell a six cylinder gasoline aviation engine (a market with zero competition) once and it mysteriously vanished.

@deeremeyer1749 18 дней назад

Fully certified to "tear apart" and then "service out" your aircraft engine. Is that the same thing as "overhaul"? And what airplanes had Rotax engines 28 years ago? Ultralights?

@philipritson8821 4 месяца назад

What about the 80 horsepower 912UL?

@1shARyn3 Год назад

Hint, Hint: The cap on the oil reservoir really is NOT that hard to remove :-D

@darrenicon5172 Месяц назад

I can only find MAX HP where can i find RPM to HP graphs for 912 915 916 like HP at 4000rpm 4500rpm etc. 🤷‍♂️

@Bar-barfishingofisial 7 месяцев назад

Where is can buy engine rotax

@roginutah 9 месяцев назад

Constant depression carbs?

@Factory400 Год назад

The moral of the story..... get the EFI models. 😍

@eastindiaV Год назад

Looks like a WW1 Fokker engine

@deeremeyer1749 18 дней назад

So a "routine" engine oil level check involves "burping" and "operating" the engine AFTER "pulling the dipstick" to CHECK "how much oil" is in the "oil tank" before hand cranking the engine WHILE listening for "gurgling" - how much gurgling or how long to gurgle isn't "specified" - to ensure the engine is "getting oil" and the dry sump system is "primed" and THEN the engine can be."operafed" long enough to completely "burn" the excess engine out of the crankcase and THEN oil level in the oil "tank" can properly be "checked". A "dry sump" engine with pressure lube "burns" the excess oil out of the crankcase? So its "total loss"? Interesting. Dry sump means "excess oil" in the CRANKCASE "sump" is "scavenged" and returned to the "tank" (typically the "technical term" used by "certified" mechanics is RESERVOIR or SUPPLY) and there is actually LESS oil loss than if a dry-sump "high performance" engine were "wet sump" because "blowby" is reduced along with "windage" and oil "foaming". A "vacuum" in the crankcase (relative to intake manifold "vacuum" relative to atmospheric pressure caused by air cleaner and carb restriction) also reduces "blowby". So I'm having trouble buying your "expertise" or at least Rotax "engineering".

@Agislife1960 Год назад

40K for 140hp, I'll bet you could develop a turbo charged fuel injected Lycoming 0-320 engine for less than that and you'd have over 160hp at altitude

@cluelessbeekeeping1322 Год назад

1st?

@parkeranderson5074 Год назад

No, I didn’t make it on time.

@cluelessbeekeeping1322 Год назад

@@parkeranderson5074 Then that would bee a 'yes.' & that alone makes me better than everyone on this thread, YO!

@henrihunter8030 Год назад

Guy sounds a lot like dr phil

@parulparul6436 Год назад

how many price engine

@ludvikblondal9885 Год назад

Astronomical!!!

@LTVoyager Год назад

A computer controlled engine should never kickback. Sounds like Rotax needs to get a car company to help them program their ECU. 😁

@rjbishop12 Год назад

The 912ULS is not computer controlled. CDI ignition, carbureted. The kickback is aggravated by the gearbox and a light prop.

@philipritson8821 4 месяца назад

The 914 too?

@tonylam9548 Год назад

To me, Rotax came as a disappointment. Although they are the weight champion, they did not do the industry any favors in cost, Rotax are basically as expensive as the classical aircraft engines. If you want a more advanced engine, such as Suzuki, Honda etc , you can get one for about 1/2 the cost for the same HP. I guess it is a huge company, with lots of overheads and share holders to pay off. Some of the models of the engines are basically obsolete when first introduced, they came with carburators when automotive had injection more than a decade ago. Rotax is also snail slow in expanding the HP range. It is only up to 145 HP now. It is normal for a large company to be less agile and smaller companies get the jump on them, such as Edge Performance. GM too had that problem and lots of performance hardware were developed by others. But when you are a small company in the south Pacific and someone else get the jump improving your engine, it is not good optics for your R and D dept.