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Evening Flight
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Richard Pike

Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee

Posted: Wed Mar 08, 2006 7:35 pm Post subject: Evening Flight

You got me to thinking about some of the Rotax 2 stroke failures I have 

had, I went and looked it up, I have about 1200 hours in front of 

various Rotax 2-cycles, and none of them involved what we typically 

think of as 2 cycle specific problems. For what it's worth, here they are-



First Rotax was a 277 in a Maxair Hummer, had a spark plug failure from 

using Amsoil and leaded gas, it made little lead balls appear between 

the spark plug electrodes. (And also because of high EGT's, but back in 

1983, Rotax allowed higher normal EGT's than they do currently) A 

2-cycle issue? Maybe. A Rotax issue - bad specs for EGT values? Maybe. I 

replaced the needle jet and jet needle to lower the temps, no more 

problems. An Amsoil/leaded gas issue? Maybe.



Then I had two failures of my secondary ignition system as I developed a 

dual ignition for the 277, part of the teething process, my bad, not the 

engine's fault. Successful forced landing each time. Not a 2-cycle 

issue, not a Rotax issue.



Happened to look back one day just in time to see the K&N filter 

loosening itself off the carb, but retained by a safety wiring retainer. 

Was over a landfill, landed, reattached it and flew home. Not a 2-cycle 

issue, not a Rotax issue.



Then I had a starter rewind spring fail, let the pull cord flop inside 

the fan housing, tore the fan to shreds, but the engine kept running, 

and I flew to an airport 5 miles away, removed the fan housing, and flew 

home, free air. Not a 2-cycle issue, but possibly a Rotax issue. All 

this with the 277 over about 13 years and 750 hours. Maintenance during 

this time was points, plugs, gaskets, one new set of rings, and one 

leaky crankshaft seal.



Then I had a 503 in the Anglin J-6 for about 6 months, no problems.



Replaced the 503 with a 532, bought it used from a dealer in Oklahoma. 

After about 150 hours, the crank broke one day at startup, disassembly 

revealed a ball-peen hammer mark on one of the journals, apparently the 

former owner had some trouble with reassembly following some 

maintenance... ((at)#$%& MORON!) Replaced the crank, that engine is still 

doing OK with it's current owner. Not a 2-cycle issue, not a Rotax issue.



Built the MKIII, stuck a low time 532 in it, no problems until the trip 

to Oshkosh, had replaced the points as pre-trip preventive maintenance 

with a set from Airstar Discount Sales, apparently they sell  "Rotax 

looking" points, because I had to adjust them in route to get back home, 

no other problems on the trip. Not a 2-cycle issue, not a Rotax issue.



A year later, the curlicue exhaust pipe on the side mount exhaust split 

in flight, but didn't separate off/go through the prop. Relocated the 

exhaust with a Quicksilver style exhaust to back below and under the 

gearbox, no problems since. Not a 2-cycle issue, but certainly a Rotax 

issue.



A year later, the brass gear on the crank that drives the water 

pump/rotary valve slipped a bit (it is pressed in place) and the rotary 

intake valve timing changed on climbout, but the engine would still 

maintain 5200 rpm, flew 3 miles back to the field and landed. Not a 

2-cycle issue, but certainly a Rotax issue.



Replaced the 532 with a zero time 582. ($2800 with a new B box) 

Unfortunately, the oil reservoir that I purchased (1.5 gallon Murray 

lawnmower gas tank) had a spiderweb/cocoon tucked back up into a corner 

that didn't come loose when I filled the tank with gas and sloshed it, 

but when it finally did come loose, it blocked off the oil feed line and 

starved the engine for oil. No oil = piston seizure, had an uneventful 

landing, and had to go to first oversize on the bore. No related 

problems since. Not a 2-cycle issue, not a Rotax issue.



Replaced the main jets for a reason I've forgotten, one was an older 

used jet, it backed itself out of the carburetor and dropped down into 

the float bowl on takeoff, successful off field landing. (Aside from 

putting green cow poo spots on my cream colored Stits) Not a 2-cycle 

issue, not a Rotax issue.



My opinion is that Rotax was (maybe?) responsible for the lead-balled 

spark plug, (or maybe it was Amsoil's fault?) & the broken starter 

recoil spring in the 277, the split exhaust in the 532 exhaust pipe, 

(however that is apparently a problem that only affects the curlicue 

sections of the side mount pipes) and the slipped gear on the 532 crank. 

None of those caused an engine stoppage, in each event the engine kept 

running and I was able to fly to an airstrip and land.



Obviously others have not been so fortunate, but I am satisfied that 

Rotax 2 cycle engines are not as bad as some would make them out to be. 

I baby my 582, I get 65 mph at 5100 rpm, the plugs burn clean, the rings 

stay free, the carbon is nil, and it burns 3.5 gph. Still not as good as 

a four stroke, but close enough for me. The 532 burned a bit less gas, 

but didn't run as smoothly, it had flat spots and "chased the pipe."  If 

I want to go 85 mph, I run 5900 rpm and burn 5 gph. 2-stroke 

reliability? I am satisfied that they are good enough.  But I also think 

that if I had an 80 HP 4 cycle Rotax, I would probably like it better.



Richard Pike

MKIII N420P (420ldPoops)



do not archive



DAquaNut(at)aol.com wrote:

 	  Quote: 	
		   



  

 In a message dated 3/8/2006 7:17:08 A.M. Central Standard Time,  

 etzim62(at)earthlink.net writes:



 Having  said that,,,,,,,,,,,

 A good operator always knows that everything  mechanical is subject to  

 failure and is prepared to deal with  it.





 Eugene,

  

     Are you suggesting that a majority of Rotax failures  come as a result of 

 improper maintenance, Not paying attention to warning signs  or sounds, 

 improper oil mix ratio, which would fall into the category of pilot  ERROR? I had a 

 Kawasaki 440 that served me well for 117 hours till I sold the  plane. Never 

 quit once. I never heard of one quitting! I heard of Cayunas  quitting a few 

 times.  There were not many Rotaxes around in 82 so I didn't  hear  much about 

 them!     I understand without proper  care and maintenance no engine will 

 last long, but I do know 2-cycles are less  forgiving and  more prone to seizure 

 than a 4-stroke. Maybe this list has  made me paranoid. I know I was worried 

 about bending an axle because of all the  talk on the list. So far I have made 

 28 landings and have not bent a gear yet.  Im sure my time will come , but I 

 hope my fear of the Rotax is like my fear was  of bending a leg. 

  

  

                 Ed (Firefly # 62)

  

  

                  do not archieve

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_________________
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0

Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.

DAquaNut(at)aol.com
Guest

Posted: Wed Mar 08, 2006 8:53 pm Post subject: Evening Flight

In a message dated 3/8/2006 6:38:57 P.M. Central Standard Time,  

etzim62(at)earthlink.net writes:



If a  Rotax engine is running too lean with a stock setup, changing  

the  needles and jets is almost always merely camouflaging and   

temporarily covering up another often more serious  problem.



I am with you. I moved my needle clip  one notch when my exhaust temps were 

high in the mid-range, but it was not until  I put more pitch in the prop that 

the numbers got in the ball park. I think it  was John H. that suggested that. 

I also heard that the EGT would go even lower  as the air  temperature goes 

up. I for one feel the manufacture knows his  product better than I do so I 

will follow their suggestions. So far so  good

 

           Ed

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DAquaNut(at)AOL.COM
Guest

Posted: Wed Mar 08, 2006 9:16 pm Post subject: Evening Flight

In a message dated 3/8/2006 9:36:23 P.M. Central Standard Time,  

richard(at)bcchapel.org writes:

My  opinion is that Rotax was (maybe?) responsible for the lead-balled 

spark  plug, (or maybe it was Amsoil's fault?) & the broken starter 

recoil  spring in the 277, the split exhaust in the 532 exhaust pipe, 

(however  that is apparently a problem that only affects the curlicue 

sections of  the side mount pipes) and the slipped gear on the 532 crank. 

None of those  caused an engine stoppage, in each event the engine kept 

running and I was  able to fly to an airstrip and land.



Obviously others have not been so  fortunate, but I am satisfied that 

Rotax 2 cycle engines are not as bad as  some would make them out to be. 

I baby my 582, I get 65 mph at 5100 rpm,  the plugs burn clean, the rings 

stay free, the carbon is nil, and it burns  3.5 gph. Still not as good as 

a four stroke, but close enough for me. The  532 burned a bit less gas, 

but didn't run as smoothly, it had flat spots  and "chased the pipe."  If 

I want to go 85 mph, I run 5900 rpm and  burn 5 gph. 2-stroke 

reliability? I am satisfied that they are good  enough.  But I also think 

that if I had an 80 HP 4 cycle Rotax, I  would probably like it better.



Richard Pike

MKIII N420P  (420ldPoops)





Thanks for taking the time to share this  info. I will be a little less on 

edge when I fly

 

              Ed

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