Guy Buchanan
Joined: 16 Jul 2006
Posts: 1204
Location: Ramona, CA
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 Posted: Fri Nov 14, 2008 8:25 am Post subject: More on 2-cyle reliability - - Performance mods for 582 |
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At 07:24 AM 11/14/2008, you wrote:
| Quote: | | I have a paper copy of a report from Denmark published in 1991 concerning 2-cycle aircraft engine reliability, including the 503, 532, and 582. The report was a summary of a study done by Denmark’s equivalent of our FAA and contained plain clear facts, not that usual whitewashed stuff we’re used to getting from our FAA. The study was initiated because of the high number of 2-cycle-related U/L accidents in Denmark. |
Yes, a lot has changed since 1991. For the 582, the ignition system, charge system, crankshaft, pin end bearings, and cooling system were upgraded. It became understood that you couldn't run the water temp over 180F, and EGT's over 1200. Digital engine monitors came on line to help assure you stay within limits. They discovered that if silicate-free coolant was used the rotary valve seal would last to TBO. Finally, the community migrated from the devil-may-care days of ultra-lighting to more conservative use in larger aircraft. Fortunately guys like Mike Stratman at CPS documented their ultra-light experience extensively, making it much simpler now to operate and diagnose any Rotax 2-stroke. For the 582 the hard work has been done, work that Lynn and others are presently doing for the Jabiru, and which to some extent is still going on for the 912. (Note that I'm not slamming either engine, just making an observation. I will probably be switching to the 912 eventually, because I want more climb in the hot / high / and heavy conditions in which I frequently fly.)
Guy Buchanan
San Diego, CA
K-IV 1200 / 582-C / Warp / 100% done, thanks mostly to Bob Ducar. [quote][b]
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_________________
Guy Buchanan
Deceased K-IV 1200
A glider pilot too. |
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