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solarguy54

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About solarguy54

  • Birthday November 29

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    www.kestrelaviationservices.com

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  • Location
    Cottonwood, AZ
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    LSA
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    Male

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  1. ELSA or SLSA? If SLSA then Someone trained/authorized by FD is needed or A&P sign off on repair. I flew Frank Borrman over from Germany for less damage than you report. Total repair was about $60k. I suspect your insurance company will total. Engine is probably ok.
  2. Frank Borrmann in Germany can print out the original decals for you. I wire him funds and it takes a few weeks for the decals to arrive. Contact him at info@franx.aero. Great guy. He's thee composite expert that helped FD with prototypes and he trained most of the service centers on FD composite repair. Sid Lloyd LSRM
  3. Congrats! Have you checked on the price of insurance for a float LSA? Dennis Long has "sold" and A22 on floats 3 times and each time the buyer backed out when they found out the price of float insurance.
  4. In addition to our CTs, we have an Aeroprakt A22 with the 912 iS Sport engine. The standard Rotax fuel pump for the iS is a single unit that contains two identical fuel pumps. I assume that what FD calls the "aux" pump is just one of the two pumps in the same housing while the other pump is always on. In the A22, I have two separate toggle switches, one for each pump, and I can test each pump separately which is part of the POH run-up checklist. We always see higher fuel pressures with both pumps on. It is common for us to occasionally see pressure up to 49 with only one pump. When this happens, it is typically time to clean the fuel filter for the iS which is very fine in order to avoid clogged injectors.
  5. Since we use our CTs as rentals and for student training, I don't have ours set up to do >5500 RPM at WOT. According to the Rotax manual, you've got 5 minutes grace between 5500 and 5800. And "never exceed 5800." Though you can go to 6200 for a minute without an inspection. 5800-6200 for more than a minute, inspect pushrods. One minute and hit 6500, inspect push rods. More than a minute above 6500, inspect/rebuild whole engine. I always thought the 100 HP claim was kind of their marketing department spin since the 912 is claimed to be a 100 HP engine, but only develops 100 HP at 5800 RPM. So I guess it would be more accurate to say that it's a 5 minute 100 HP engine... I remember Brian Carpenter in class showing a graph that I think overlaid HP and torque. Peak torque is just under 4900 RPM at about 128 NM. Peak HP is at 5800 RPM with 5500 continuous delivering about 93 HP. I think I remember Brian saying that optimum performance is about 5250. Anyone else remember this? Sid Lloyd LSRM A/WS
  6. I'm an LSRM with a small LSA service/flight center in AZ. I've been reluctant to recommend or invest in the 912 iS due to two things. 1. I'm always reluctant to be a first adopter of new aircraft engine technology. And, there were a lot of SBs on the 912 iS early on. 2. Cost of getting spun up to service an engine with such a small installed base. The price for the diagnostic software/interface is close to $1000. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. Why? I believe that the iS line of engines is the future of aviation and that Rotax will give Lycoming and Continental a run for their money. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. Looking forward to the fewer pneumatic synchronizations!
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