Anyone fly a kit fox?

[hotrod180]

…..most, if not all, of these guys are using mogas so they really have no idea what the vapor pressure of the fuel is from day to day because there really is no standard. I’ll bet a lot of them actually have E85 even if the place they buy it from tells them it’s ethanol free......

If someone is concerned about ethanol, there's a real easy way to test for it-- takes about a minute.
I buy from a place whose sign says e-zero, & whose pump says e-zero, but I still test every batch.
Haven't found any ethanol yet.

 

[gbflyer]

Amazing some haven’t figured out the Rotax 912 Aircraft engines yet.
Stock 912 in 04’ S-7S with going on 800 hours with zero issues.
Read the book on the engine and know it. Keep carbs in sync (done once on mine), use clean 91 auto gas, limit your idle time and fly the thing. Literally that’s it. Dead simple engine very easy to understand and operate. Really.
If you’ve got engine trouble there’s a remote chance you got a “dud”.
Outside of that some operators can’t help but “frig” with the engine. This thing is like a fine watch out of the box, DON’T frig with a fine working piece of gear, USE it. If you mod it in anyway be prepared for issues, some minor some not.
If you follow Rotax written lawyer approved maintenance manual, to the letter, you WILL have issues. Don’t do that. DO use common sense. Service it like a lawn mower. Or like a motor bike. Really. Hanger the thing. For any plane. Best maintenance reducer I can think of.

Good advice. Then the ones came along about ‘16 or so with gear set issues in the gearbox. Supposed to only be the “is” models but now we’re finding out not so much. That was a fun one to chase. Carbs, cylinders, ignition boxes, plugs, wires, 3 props, 2 gear boxes, 2 trips to Rotax school...that’s about it. One of those “oh it can’t be that” things. The dealer warrantied ours, hope Rotax backs him up. Way more than you’d get from Continental or Lycoming. [emoji1]Anyway, the radio works right now as does the intercom. One of the perks I guess of no more high frequency vibration. We’ll cross our fingers that the oil consumption goes down too.

We believe in the little engine. Really we do. But if this doesn’t do it, I’m done with them.

 

[WWhunter]

I'm in the same boat as you, gb. I have had constant issues with my 912. When it runs like it is supposed to be running, it is the proverbial Swiss watch. I love the power, smoothness and economical fuel burn. But when it doesn't work the way it is supposed to, it is a bugger!
Granted, this engine sat for a long time and I have found out there were substandard wiring in some engine harnesses. Apparently I have one of those engines as it has been one wiring issue after another. I'm at the point of needing to remove the engine to get at the stator system. Either replace the entire engine or the stator and module system. Like you, I have put almost enough money into fixing this engine as I could have easily purchased another and at least been flying more! More time spent with chasing issues than there has been flying it.
I want to believe that it will be an awesome engine.

 

[kcabpilot]

Like I said I don’t have much experience with Rotax other than doing a couple of annuals on a guy’s Diamond Katana with a 912. My impression was that, compared to a typical Lycoming or Continental, it’s a pretty complicated little engine with some intricate and seemingly delicate components, dual carburetors, liquid cooling, reduction gearbox, etc... I’m not saying it’s cheaply built, everything appears to be of high quality, just a more fussy and densely configured package than what I am used to seeing on GA aircraft.

 

[courierguy]

Somewhat like comparing a older Harley powerplant with a newer Goldwing engine. Or like a newer 4 banger auto engine to one out of a '55 Chevy pickup. Both the Goldwing and newer cars go hundreds of thousands of miles without.much attention, are lighter and much more fuel efficient, but if I had a choice, I'd rather work on that old Chevy, super simple! That's why when I reached TBO, I just swapped it out for a new short block, getting a good price for the old run as it was still in good shape. 10 days part time work downtime, 200 hrs on new one now, no bugs.

 

[kcabpilot]

Yea, I don't know if I would make that kind of comparison. The IO-540 on our Maule had fuel injection, 235 hp and was pretty much bullet-proof. Unlike an automobile or a motorcycle an aircraft engine has to deal with a different set of circumstances. It's basically three constant settings, climb, cruise and descent, it doesn't have to deal with long periods of idle or stop and go or constantly changing loads going over hills and mountains. It doesn't need an overly sophisticated ignition system to deal with all of those things, in fact simple is both better and more reliable for the situation. The Rotax probably comes out ahead on efficiency but we could get that 540 down to about 9 gph LOP and it would come out to about 16 mpg on average which ain't bad for a flying pickup truck full of stuff.

 

[courierguy]

Flying pickup, good analogy! Meant as a compliment! The Rotax powered birds haul more what a hatch back car can, so of course burn less fuel.

 

[hotrod180]

….compared to a typical Lycoming or Continental, it’s a pretty complicated little engine with some intricate and seemingly delicate components, dual carburetors, liquid cooling, reduction gearbox, etc....

Very busy, lotsa stuff going on.
IMHO for my use, simpler is better--
even though it's heavier, I think I'd rather have a C85/C90/O200 on a lightweight cubbish airplane.