Area-51

No, i did not answer my question well enough. Rotax have changed the part number for both the lifter and lifter set a lot prior to 2008, and a few times since. Today I tore down an old 912 and it did not have Johnson lifters in it, and they still looked ok after 2000hrs use, where as the Johnsons are heading to the bin at just 100hrs. (Maybe they were a bad batch). Does anyone have any info on this?

Just buy a Europa; does everything, will continue doing everything, and did it all over 20 years ago. Perfect student training aircraft; capable of all manoeuvres. Including ground loops, retractable, tail wheel first STOL entry, one wheel landings (every time!), and more! High survival rate, and student will graduate ready to confidently command all and any high performance modern slower LSA type aircraft or High Speed military personal fighter jet. Get yours today! While stocks last! (conditions apply)

Its ok, found it, Johnson HT-900; Laser etched on the lifter 351 Windsor and 4.1 straight 6, thought they looked familiar. Guess Rotax knew where all the real power always comes from 😄

Does anybody know who manufactures and supplies Rotax lifters for the 9XX engines? Just need an answer about manufacturers and suppliers, thanks.

I too have many decades dealing with precision mechanical components and criteria and was equally in absolute disbelief when first being introduced to pellet bags some eight years ago; never ever heard of them before that. And the whole concept just sounds physically impossible; but it works! The balance master brand use mercury as the moving mass media; lesser quality brands use granulated lead shot which does not provide as precise result. If your aircraft is already kitted out it will display what looks like a 5mm black ring directly behind your prop hub assembly.

Centrifugal force keeps the bag hard up against the inner wall of the tyre. Because its a bag of pellets it will roll around and reposition itself again and flatten out, so if its a front wheel driven setup wheel spinning or the front wheels lockup under brakes then the steering will shudder again momentarily. The bags are used to mitigate inconsistent wear of the tyres during service such as flat spots etc.

Totally the opposite; the bag goes to where its required. The steering vibrates like hell momentarily from the standing start then once the bag places itself it stays there until the wheel comes to a full stop, and the process repeats again. There is no other pre-balancing of the rims applied; the bag is the method used for dynamic balancing.

Da 🥳 Это круто, мы живем, мы мечтаем, мы авиаторы !!! 🥳

Correct. The balance master adjusts for any fine deviation and inconsistency of both the static and dynamic balance. If you spend time getting the static balance right the balance master style disc will take care of the rest on each startup. The same concept is used on larger units for automotive car and truck wheels and tail shafts, and for motor racing a small bag of lead shot is placed inside the tire to move around freely to where the balancing is required during driving.

I have one already fitted on the 912 prop flange; they work great. With the carburettors sync'd it runs as smooth as a button at all rpm ranges. Bought another two for the rainy day shelf. They are cheaper to buy in Spain than the USA.

Screw all this, i'm relocating to an undisclosed pacific island atol with my freshly developed 125hp plutonium pico reactor powered stol lightwing and box of iced vovo's.

I'm just not excited. I used to be excited, but just can't seem to find the inspiration to get excited here. We still have not yet seen the 115hp 250cc multi cylinder honda enya aerosport motor come out of japan. And we are all still eagerly awaiting the 225hp single cylinder side valve DangDeng ductile iron motor to ship from north korea. Iran are refusing to release any of their rebadged stolen rotax rebirth units due to sanctions. And the soviets flatly continue to refuse to reconsider everything under 12000hp as an insult to aviation. Just not excited. Going out to the shed to listen to 2GB and play with the victa again.

Its just a very very tragic situation, and clearly something somewhere went very wrong. And the speculation will abound. I just find it extraordinary that two aircraft can start their roll on two seperate runways without the other knowing. Its almost saying one or both of the aircraft had the radio muted or completely tuned off. Or as someone else pointed out confusion from surrounding off field radio calls maybe played a part. Surely somebody working in a nearby hangar was listening to the ctaf

That's all totally correct; poor planning can lead to a poor outcome. And poor design can also lead to a poor outcome, hence the use of a header tank and low level warning. Why? Because the LSA manufacturer in this case refuses to acknowledge and rectify a known issue that results in an EFATO 15-20min after takeoff with full tanks. Why? Because Rotax require a choked return line to mitigate vapour lock and the AC manufacturer in all their wisdom has sent the return line back to only one wing tank, and switching to the opposite wing tank will provide the pilot an EFATO within 15-20 minutes, or less depending on fuel volume being less than max. Why? Because the return line pumps all the opposite tank's contents out through the fuel vent of an already full fuel tank.. So what? Well if you've been flying on the opposite tank for 10-15minutes, switch tanks and fly some more before landing, then take off on both tanks and switch to the opposite tank thinking you have plenty fuel (because you have correctly run your inflight fuel logs haven't you), well you are at maybe 500', or less, departing and get an EFATO? Hope the training kicks in but better to identify and fix the problem long before it gets to that; three forced landings due to unexplainable fuel starvation were trying to tell the pilot something was not right with the AC. The idiot light is not there to deal with poor planning. The idiot light is there to notify the pilot that there is a situational issue with the planned fuel reserve and that an unforeseen leak down of the fuel system has occurred. This is why a low level warning indicator and a header tank with 20min useable reserve is a good idea.

That's not true. Jab's can fly through buildings. 🧙🏽‍♂️

"Such projects are geared toward helping the Pentagon prepare for potential conflicts in the Indo-Pacific region – where vast swaths of open ocean and small, lightly developed islands present substantial challenges to military planners." - WTF? 🤦🏻‍♂️ These people are just pathologically insane.

But there's no propeller... Is it an electric engine? Must be electric, no propeller...

Bag of cement used properly will seal any type of combustion chamber, once; shape is not an issue 🧐

If he wanted to go real fast why didn't he just use an Alison T701 🤷🏼‍♂️

I've heard of a novel fuel quantity device that monitors the mass pressure of the fuel in the tank via a pressure transducer. The sensor is calibrated after installation. As the fuel gets used the pressure weight is less so gauge reads lower. The AC also has a seperate flow rate monitor. Another aircraft I made a 7L custom header tank with a magnetic low level sensor that activates a light on the instrument panel when the header tank drops 250ml, providing 20min flight time at max cruise. The warning lamp also has a test button for preflight checks. A seperate flow rate monitor is fitted as well.

🤷🏼‍♂️ The american made motor exploded 🍩🙀 amazing. Glad to hear they all walked away.

I like the dual spindle main gear; makes it more big plane impressive

The rotax 912UL will happily idle smoothly all the way down to 1200 before gearbox starts chattering and if really well tuned 1000; my 80hp will idle at 650rpm happily all day if allowed to. The ULS manages 1500 ok as it has slightly hotter cam. In the air they both windmill down to 1500 off power at around 50kt. Had the same float problem with aircraft after purchase, idle was set at 2000 and thing just floated right down the 900m strip in ground effect; handed controls over to more experienced right seat and was not an issue. Higher nose up attitude while above the stall speed also helps on round out but requires sufficient experience and practice of flying power on stalls at safe altitude beforehand.

That would of been the renault 18; yes 15,21 also a great car; better still and best all-round car ever experienced has been the peugeot fuel injected 404gt; thing did 180kmh effortlessly and felt like it just glided silently over rough outback roads; handled really well and was also amazing on fuel