Area-51

They may look the same... you need to strip both units down and measure armature resistance across the windings and compare sizing of copper wire used, and then compare the size of the carbon brushes. The cases may be identical but a heavier rated unit will use heavier gauge copper and deeper brushes. Or just request load operating specs of each unit from Denso if available. Some manufacturers use shallower or softer brushes; so the life of the starter can be reduced some 50% at times; or the brushes just burn out from excessive cycle times. 9 out of 10 starter failure is related to armature brushes only. If a solenoid is used then its generally the copper plate in the solenoid burnt out; poor copper quality is the cause here; not the same as 50 years ago... Replace both solenoid and starter as a unit; not worth saving the $ as the non replaced unit will fail when you are most needing it.

Sarich tech has gone into making more efficient European 2 stroke scooter engines... orbital engine itself has been long shelved.

Solid booster rockets are still much cheaper... And if you are single or in dire need of affecting a divorce, you can make them at home in the kitchen!!

Nobody here has mentioned solid fuel booster rockets for emergency thrust during an engine failure... they are light and powerful and easy to mount; and when your rotax 912 gets stolen by the CIA they can make good use of the rockets too! Pressing a "Boost" button is far far better than waiting for a turbine to spool up. And rockets must be better because Scott Tracey always used them in every episode of the Thunderbirds.. and nobody ever died... and there are no moving parts to fail or service.

Somebody asked who flies downwind... Often practice downwind landings and take offs; sometimes gusting; up to a determined airspeed at the windsock... its challenging, there is a higher risk of a wing dropping, and provides a greater appreciation of the aircraft's flight characteristics along with aspects of dealing with windshear as the aircraft behaves very differently; the controls can suddenly feel loose and sudden altitude drops of 50' can occur instantly... rounding out and approach on final is at much greater airspeed, and adding another 10-15% overall airspeed to mitigate sudden drops in wind speed affects ground speed again... the sudden illusion of speed coming over the fence is deceptive; monitoring the ASI is going to save winding things up in a ball; same with take off... trust the ASI.

There were no post-turbulence pics of the dining room; very biased representation... disappointing performance by ghetty images...

A rare example of a human actually performing the purpose and function of a human; guy's a true hero on all levels.

Yes, these are listed as same part used for non fuel injected Saab 99... So is the bolt pattern and plunger shaft depth off the deck the same dimension as the factory 912 unit?

Its not on many people's radar but testing fuel pump ability to hold both pressure and vacuum over at least 20min minimum time along with flow capacity per hour is a critical area of line maintenance, whether it is mechanical or electrical. It should be part of your 100hr/annual; and you should be recording the results so you can see when its performance is deteriorating. The flow should be at least 50% above your maximum fuel burn rate. 181's facet and 912 pumping capacity are both over 75L/hr through 1/4" lines.

181 has a single 25 year old facet boost pump; still going strong with approx 500hr tsn... valves are still great on pressure and vacuum tests, and it pumps 20% more volume under pressure than the latest edition 912 mechanical pump.

Drill a 3.0mm hole through the bottom casing of the 20 year old pump and force in a bit of brass tube from the local model shop with a bunnings aerospace precision vice press... now it is compliant and still displaying the BRP logo... make sure to add the full details of mod to the aircraft's maintenance release before further flights... attach some 3M blutak to the side of the case so if it starts leaking you can plug it up once you have completed the text book emergency landing on the sports field... carry some flares so you can tell which way to take off once the blutak is all used up...

The simple answer to this situation is simply to fly more often; burn through all of your allowed engine hours before the five years is up and you will never have to change hoses pumps or service the carburettors ever 🤷🏼‍♂️

Rotax had their first style of pump manufactured by an italian company; not sure who produces them now... first edition looks like it is off a Saab 90; but have never seen a Saab 90 fuel pump in real life.... 🤷🏼‍♂️ Both versions are non serviceable items.

Rotax 9XX are rolled over at the beginning of each new day for two reasons; 1. To allow compression pressure to push past the rings and push oil out of the crankcase back into the reservoir for correct level assessment, 2. Primary function though is to ensure hydraulic lifters are fully primed with oil prior to startup, expelling any air that may of somehow settled after last shut down. Engines started without a daily roll over have been known to suffer early valve train failure.

If the supplier does not provide specifications for Micron filtration size and internal valves employed keep searching.

Thanks, that's great, not offended by your response skippy; provided reasons why those clamps you recommended are obsolete based upon nearly 40 years working in the field and what the end results are, but in the right application they are fantastic; use them and enjoy... Personally I wouldn't use any replacement components on my own engines unless they match or exceed OEM manufacturer standards... couldn't care less if it was rotax or any other superduper producer, i'm quality and standards driven, not price driven. People need to accept responsibility to either invest in themselves and do the research first, or just go get their stuff from floods and be happy. Not everyone has the same level of experience and abilities; not afraid to say something is crap if it is proven to be crap. Conditions are great this morning, taking my hoses and clamps up into the sky!

The person asking the question requires "Oetika" type clamps. CLR range of Uniclamps are reusable, simple to tighten and release without slicing your hands open on ears and tags, and maintain constant pressure; set and forget. All those style clamps you have directed readers to are superseded, insufficient, and great as a last resort or where the task is not critical such as washing machines, garden hoses, and Morris Minors.

Yes, planning well ahead before what is geopolitically inevitable; this will pan out very well for India.

DCI, Diver Consolidated Industries, in Victoria for all OE ISO standard thermal and acoustic protectives. Uniclamp Australia, Ron 1300 027 886 for NORMA style hose clamps. Buy complete kit with pliers and additional packs of sizes marked in pics if undertaking complete 5 year hose change. You will need CLR-922235 23.0mm-24.5mm size clamps as well. OIL Hoses - ENZED HYDRAULICS Parker 7212 Jiffy Push-On 13mm ID Parker 7212 Jiffy Push-On 16mm ID Parker Push-Lok Plus 836-12-BLK FUEL Hoses - REPCO Gates Barricade 4219BF Greenshield 4219-5653, 3/8" ID 4219-5652, 5/16" ID

Norma Clamps Australian distributor, located on Goldcoast.. Uniclamp Call Ron 1300 027 886. Buy a complete kit; pliers included. Buy additional packs of each size marked with a dot in the pics if undertaking a complete Rotax hose change. Request CLR-92235 23.0mm-24.5mm clamps also.

The other important item to manage and remain aware of is your "stick stall position"... Don't become a statistic by loosing situational awareness trying to force the aircraft into a tight banked turn on final (or turning xwind on departure) in order to line things up with the runway; let it go and go around... know your aircraft's performance limits. A discussion to have with an experienced aerobatics instructor or military trained pilot.

Your instructor has probably already covered this while nudging your new pilot skills into shape. In aviation the best skill you can develop is the ability to recognise your own $&:@ups and know how to affectively correct them immediately before they lead to a stack of multiple $(&@ups; this comes with experience, additional advanced training, and practice. This is what will distinguish "you" as a "proficient" pilot in command. if you've turned Final on approach and you find, or feel the aircraft (because the wind may shift and you are suddenly flying final on downwind) is not setup as expected "fix it". If fixing it is not a confident option "go around" and have another go. I had the valuable experience early into going solo of the wind shifting direction after checking the windsock on downwind; I ended up flying final downwind with 15kt tail wind without knowing. The aircraft felt loose and weird; scanning my IAS and flight instruments was my first go to; coming over the fence it felt the aircraft was too fast; again i checked my IAS; my throttle management workload was greatly increased; I elected to go around and the situation with the wind and windsock repeated; second approach i greased it on all be it with a much faster ground speed than expected... my instructor was watching it all on the ground and able to discern i had the situation managed and was holding off getting on the radio to ask "why are you landing downwind"... truth be told i had no idea what was going on in the moment, i just focused on managing my airspeed and maintaining my lineup... that was my first experience landing downwind. Why am i sharing this experience? You may not always know you have $&@(ed up, but something may feel weird... Just "maintain airspeed", then "maintain centerline"... if you are unable to manage either, relax, breath, go around and try again, and go around again until you got it all sorted...

The end result will be determined by quality of your comm's and actual individual hearing... with sufficient volume control they will work fine in an ultralight... The headsets themselves are great; its the external variables that affect their op' performance... they rarely come up for user resale so its an indication people are generally happy with them.

Have tried both TSO and non TSO versions... the audio quality is superb. They are non active passive noise cancelling. in an airliner cockpit they will work great... in a rotax 912 cockpit i did not find their audio performance sufficient at full power; in cruise they were ok.