skippydiesel

Wow! The cost goes up and up. While I understand that the loss of a life (especially your own) is beyond financial calculation, the reality must surely be, that there is a diminishing cost/benefit, in spending X20 the cost of a, stand alone, CO detector for caravan/boat ????? My question is - if a low cost CO detector can measure/warn the occupants of an impending (rising ppm) life threatening air condition, at what point do you say the cost of a more expensive (hard wired ?) system is a tad over the top??

Okay - your best price ? (for the lot)

Hi Kev - does the filter case cutter have its full compliments of centre studs (for different filters)?

Did I miss your asking price: Complete? Item by item?

I find it interesting & alarming that a significant number of Rotax owners seem to want to avoid this 5 rear service recommendation. A very few even boasting about how they only replace their "rubber" components based on external visual assessment. Then there are those to install what they consider to be superior products (usually silicon hoses) that they believe have a infinite service life (no need to replace at 5 year intervals). I am possible weird but I actually look forward to doing my 5 year rubber replacement. I usually try and time it to coincide with a significant maintenance milestone. Sure it's not cheap (even when sourcing non RoTAX supplied components) but the satisfaction I get, from knowing that all those rubbers have been replaced, along with coolant and other service items, is golden!

Random thought: It seems to me that it is better to always assume there is a risk of icing and instigate the preventative actions as a matter of course eg On aircraft fitted with carburettor heat, always switch to carby heat before reducing power for decent and or landing. By adopting this habit you lose nothing and may prevent icing, when your carburettor is at its most vulnerable, low power setting.

Carb ice in a Rotax 912?- flew my last Rotax powered aircraft for about 10 years. Cone filters (no airbox or carb heat) and never knowingly had icing. Under cowl temperatures a fairly consistent 10 C above ambient. New aircraft with Rotax 912ULS with homemade/designed air box AND liquid anti ice/heated collar. So far about 8 months flying - no ice - under cowl temps around 25 C above ambient.

Yeah! All true - thought I was coming into some money and wanted to see if I could maximise the performance on my Zephyr. Money was an illusion and I crashed the Zephyr. Insurance got me an almost completed Sonex Legacy/Rotax 912 ULS with Airmaster 3 blade constant speed. Dont get me wrong the Armaster is great but I am not convinced that the Sonex would not be as/almost as, good without it. Short TO role, under 100m on grass (without trying for a short field) climb out (still working on it) but I think about 2000ft/min at 80 Knots full fuel. Cruise at WOT 5450 rpm 147 knots (152 true) @ 3500ft - I usually tootle about at 130 Knots indicated, 5100-5200 rpm, for a fuel burn of 15 L/hr (still working on the fuel consumption). All of which is great BUT I have a mate with a Sonex B/912ULS & he is getting about the same cruise speed, probably a bit longer TO role & less Climb Out but he wouldn't have an extra (say) 6 KG on the nose and would still have around $13K in his pocket. There is no doubt that a constant speed will improve the performance envelope, but the cost effectiveness in these small, relativly low hp, aircraft is ????????

I thought I got great service from my two blade, ground adjustable Fitti Sport on my last aircraft. Lots of interest in the E Prop range - talk to Kyle. Their CS is a light as many ground adjusts.

$31-$40 DEPENDING ON WHERE YOU PURCHASE

untitled (rotaxowner.com)

Maaat! I don't know about your CO detector - mines a Caravan/Marine type, Velcro mounted in the cockpit, with its own batteries, that last for at least two years if not more. Has a nice big digital display, memory/history, so you can check back for Max CO ppm & light/sound alarm, stays on 24/7 - leave it with its batteries soooooooo simple!😈

Much will depend on your ground clearance - Airmaster CS will do you a 3 or 2 blade but recomend a 3 blade for most Rotax applications. I would seriously question, the cost effectiveness of, fitting of a CS prop to any RAA class aircraft - if you configure a ground adjustable for your preferred operations (cruise for you) you will come close to the same cruise speed, as a CS, without the added cost, complexity & weight I see you have "Purchasing Topaz" under your nom de plume. Is this the aircraft you want to put a CS on? Is there more than one model? Do they come in nose/tailwheel - all information for the Forums Brains Trust, I suggest you give all details, for best advice.

Your comment reinforces the gut feeling, that I have had, all along, about the RAA move to higher max weight - how exactly does this change make RAA so attractive that GA pilots , that they will rush to join?????😈.

I will have to go back & check what I wrote some many moths back but from geriatric memory Rotax recomend a Mikuni #35 Restrictor Jet. My original return fuel rate was 7.6L/hr at about 3 psi I later installed a small jet which did not solve my problems at the time (low fuel pressure during climb out). Later again a read the Vans document below - sounded similar to my problem - went out & purchased a new higher capacity Boost pump - worried about overpressure - reinstalled the #35 restrictor jet - all good! I also redesigned/plumbed my three tank fuel system, so I can choose (which I do) to use the tank with the return flow for all ops (previously couldn't). https://www.vansaircraft.com/wp-content/uploads/2018/12/Notification-2018-07-12.pdf The RV-12 recommended Facet Cube, PN 40135, delivers Pressure Max/Min 7.0-4.0 psi and 32GPH (US) . This is well above Rotax recommended Max 4.5 psi https://facet-purolator.com/specifications/ Mikuni web - https://mikunioz.com/shop/bs3096-pilot-jet-bleed-type-for-cv-carbs/?v=13b249c5dfa9 I used the VM22 style (that was originally fitted) but on reflection the N151.067 might have been a better bet. Jet fitted in to the end of one of the spigot tube push on fittings. In short the return line restrictor jet selected will be governed by the fuel system configuration, Boost & Mechanical pump performance