EFI being known for failing left right and center…
EFI being known for failing left right and center…
My earnings fixing other people’s EFI in my spare time are up to about $200K…. or about five more aircraft.
EFI being known for failing left right and center…
Which EFI systems would that be? Surely there aren’t very many Rotax iS in the field yet?
I know someone who ran a BMW engine in his Ultralight. According to him the EFI was the only component that didn’t fail 
Silvaire wrote:
It makes 15 more HP for takeoff, needs none of that stuff, and I can fly it for the rest of my life.
Until it stops by itself due to cracked cylinders, burned valves etc. Flew a Lycoming 360 yesterday, a Rotax 912ULS today. I like them both, but only the Rotax will run for 2000+ hours and all you have to do is change spark plugs and oil.
Mated a a wobbly prop it might have enough thrust. After all theirlet where only 125 to start with and they went in a few pa28 and 172s.
Also I would expect this unit to be lighter than say an o-300 that where fitted in the early Cessna 172.
It’s more options which has to be a good thing.
Silvaire wrote:
particularly as the government is paying for UAVs
and they do not mind paying for a one Rotax screw 8.8 parts per 100 euros, or a replacement “rotax” turbo for 4.000 euros.
Good that spare parts for the Lycosaurus are so cheap. Come on, this is going to become religious…
LeSving, my O-320 has 44 years to date on the original cylinders. If it ever cracks one, which I very much doubt will be the case, they’ll be under $1000 each. So overall I’m not too worried ;-)
rotax 912, for me, has a lot to improve, there is much confusion and bad finishes
Who designed put the carburetors above the exhaust?, or all the confusion of cables and water/oil tubes
An example
injection Rotax much better finish than the original
