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About FlyRatz

  • Rank
    Senior Crew Member
  • Birthday 11/30/1962

Profile Information

  • Location
    Stuttgart, Germany
  • Interests
    Piloting CTSW
    Ladies :-)
  • Gender

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3,389 profile views
  1. Let's talk about grounds. Again.

    Sounds comprehensible to me. Fingers crossed that holy Ohm left the plane
  2. Be careful with the threads on your engine

    Thanks Corey for asking. I discussed again with my Rotax representative and they persist in their view of things. My interlocutor told me, he had a discussion with the engineering of Rotax in Austria and they actually do not allow to use HeliCoil despite the fact, that there are HeliCoil inserts at some threads of the case (Parts catalog figure 72-20-00-1, item #2). He assumes, leading edge air foils is wrong with their assessment. Now the ship has sailed. The replacement engine is on the way to me.
  3. Coolant system pressure leak test

    This little thing is cheap and does a great job detecting coolant leaks: UV Light I recently bought three of them and I appended the topic: "UV Light leakage search" to the Rotax inspection checklist.
  4. Be careful with the threads on your engine

    Hi Dick, Rotax did not say "it s your fault". They only speculated about the cause. I think speculation is just that: Speculation. Nobody wants to pay the cost for a real investigation of the cause. I accepted their offering of an engine in exchange. The old engine remains at Rotax. The bill reads as follows: 1. Overhauled engine in exchange with your defective engine 2. Plus core credit because your engine is completely unusable 3. Minus goodwill from Rotax I do not expect to get the old engine back because of 1. The engine in exchange is ~ 500 Euro cheaper than the repair and overhaul would cost. And it is about 2500 Euro cheaper than a new engine. But: If I would buy a new engine, they would not give me the goodwill AND they would hand me over a second bill for the disassembly and the inspection of my old engine. Racketeers ;-)
  5. Be careful with the threads on your engine

    That's nice! I am very curious what they say.
  6. Be careful with the threads on your engine

    Yes. We prefill the filter and when the spark-plugs are out, the engine is rotated until oil-pressure comes up.
  7. Be careful with the threads on your engine

    The disassembly was done by the service center. I have not seen the bearing. But the fact, that there are bronze coloured chips in the filter mat has a meaning :-)
  8. Be careful with the threads on your engine

    OK, here we go. On the pictures you cannot see the colour of the chips. The chips, pointed to with a blue cable strip, are bronze coloured. The very last picture is the smear of the magnet screw. Due to this situation, I decided to ground the engine. After disassembling, one crankshaft bearing showed defective (the one in the middle). All other parts of the engine were in healthy condition and an overhaul with a new crankshaft would be no problem, if only this shitty thread would be OK. How does this come, what is the cause? Because there are no other findings, it is impossible to determine the cause of this defect. Rotax said something about lubrication problems in company with air in the oil tubes. My opinion is, that if there was a lubrication problem, it would have affected not only one bearing.
  9. Be careful with the threads on your engine

    Hi Dick, at the 100h inspection we found some small chips in the oil filter. If you want, I can upload pictures of the findings. Markus
  10. Drip Tray and the new cylinderheads

    Aaaah, this is the difference. We have the FlightDesign Airbox and the trays mount to the cyl.head. hmmm. Any suggestions? Replace the FD-airbox with the Rotax?? Thank you Tom.
  11. Hi swarm intelligence :-) is one of you aware, that the original drip trays do not fit the new cylinderhead design? Rotax has now a CHT-sensor at Cyl#3 just close to the thread where the right side drip tray is mounted. If you have a Dynon and need this CHT-sensor, you will have problems to mount the drip tray. I directed a question to the FD-Headquarter how to solve this, but got no answer until now. As far as I know, there are a lot more CTs in your country equipped with Dynon EMS and the new engine than in Germany. If one of you guys have this config, could you please take a photo of the situation where the right dip tray is bolted? How do they deviate the CHT-Sensor? I am a little bit disappointed by the new FD management. In all Interviews I hear, that they work hard to improve the customer relationship. If you have a concrete question, they dive very deep. Greetings from cold and hazy Germany Markus
  12. Be careful with the threads on your engine

    Unfortunately no trade in value! Crankcase & crankshaft unusable --> No value! I negotiated a GoodWill of 900 Euros from Rotax because of the early defect. That's all! A replacement engine is on its way.... I can see no technical argumentation for being that strict with threads.
  13. These days I have some trouble with a 912 ULS, 1400 TSN. The engine has a defective crankshaft bearing. So far so bad. I tried to organize an overhaul at our local service center but Rotax denied to reuse the housing because of a damaged thread. The thread in question is the upper thread for the engine mount on the right side. This is where the long bolt comes in. To my surprise Rotax does not allow to repair the thread using HeliCoil or equivalent. They told me, that even the thread for the crankshaft fixation tool may not be repaired. If the threads are questionable, the housing must be replaced. Unbelievable but true: If a thread is defective, your engine is probably scrap. Don't ask me, why the thread is damaged. When the engine was mounted, the bolt has been tightened using a calibrated torque tool. So be careful out there!
  14. 30° flaperon landings - can be fun - or not

    Excuse me for jumping into this topic. Recently I had some lessons in the Lockheed Super Constellation which is based in Zürich/Switzerland. At high angle of attack this bird develops more drag, than all the six engines are able to overcome. If you would flare this animal, it wont be able to do a go around. I tried it in their training simulator.....and crashed! My lesson learned: Different birds require different techniques when it comes to landing. In Germany we have a lot of short runways (~1000ft). Our acres are much smaller in size than in your country and our roads/highways are crowded and curvy. For an emergency landing you definitely want to be able to do landings at stall speed to have as less energy as possible at touchdown. This is why I teach it similar to Tom. The students learn to land at 15° with the stick all the way back. If they conquer this, I teach them to do the same at 30° and 40°. Later in their career, I have no problem if they do landings with a little more energy in the system as Roger prefers. But they need to be able to do stall landings if necessary. In an simulated emergency I only accept landings at 40° with the stick all the way back (exception: heavy wind with gusts) A good and safe 2018 to all of you, regardless your landing technique :-) Markus
  15. The perfect Rotax Oil Filter wrench

    Hi Roger, is there a possibility to ship one to me (Germany)?? If you have drawings, I could laser cut one by myself. Markus