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PART 2 Rotax Aircraft engine familiarization seminar
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- čas přidán 17. 08. 2024
- This is the second part of the Seminar on the Rotax 912 engine
at Lockwood aviation at Sebring FL. Any questions email me at
skiparu@centurylink.net
I have now watched both parts of this presentation and I must just congratulate Dean Vogul on such a thorough, clear and professional presentation. This man certainly knows his stuff and just as importantly he can explain it in easy-to-understand terms.
I watched both parts and found them both well worth watching. Dean clearly knows his stuff and is a good instructor. Well done.
Great instructor and information for a new rotax 912ul owner. Thank you
Thank you for recording both sessions, and a huge thanks to Dean for this presentation.
Thank you so much for sharing this. I must say that Dean is a true hero.
I wish the Reid vapor pressure issues with winter fuel had been addressed! Alot of time was spent discussing 91aki fuel but the fact is at altitude with winter fuel, vapor lock is a real issue unless steps are taken to mitigate this problem. Not so much of a problem in Florida where no one is flying at high altitudes really but for us in the southwest & rocky mountain states where flight altitudes can easily be 8-12000 feet it can be dangerous with winter mogas with RVP of 14 which is not uncommon. You guys really need to address this issue in your classes. We western area pilots flying Rotax engines have to either mix 100LL & 91AKI fuels to keep the RVP in a "safe" range or use other methods or fuels to keep safe with winter fuels especially with hot days in the winter, especially if the plane is heat soaking on the tarmac during a warm winter day. Not addressing this is potentially putting pilots at risk. At least making them aware of the potential risk would be a good thing.
Superbly done! Thanks from a 912ULS operator who came from ContiLycosaur land.
Thank you Dean. Professional and to the point.
Thank you for posting. Very well presented and really helped my understanding of the engine.
Great job on part two also, Dean! Thank you. Next time I authorize a little beating for the pen clicker 😜
This is awesome, thank you.
Great video many thanks your perfect explanation 😍😍
Thank you!!!
Stops speech.
Ok who has the clicking pen.
Pronounced gunnel. Not gun whale like it is spelled..........gunnel
I assume it is as an great engine as he claims it to be,,, then he points out 500 faults or possible failure points. He never mentions the ccm and I find it strange that 5,800 rpm max but 5,000 constant and 2000 warm up,, 5000 seems very close to max and most engines tick over at 7-800 warm up.
On direct drive engine rpm is measured at prop. On this geared engine it is measured at the crankshaft. Max rpm 5800 (2387 at prop) for 5 min; 5500 continuous (2263 at prop); idle or warmup @ 2000 (823 at prop).
There are reasons. For idle, it will be tough on the gearbox below about 1700 rpm. That's because of prop inertia and so on. For max, it seems the engine is insensitive to high max power probably because it is very well cooled.
Who ever is talking in the background needs to shut up !!!!!
Excellent information and presentation EXCEPT for repeating, "OK," and "Alright" every few seconds. It becomes very distracting, annoying and is superfluous. It gets to the point that one becomes so focused on anticipating when he will say it again that it distracts from the presentation. It's a difficult habit to break. As a former radio personality, I regularly would listen to recordings of my shows to find errors, then work on correcting them. This is offered ONLY as constructive criticism and in no way is intended to detract from his knowledge of the subject.