>
>
>
> --- In Titanaircraft@yahoogroups.com, Jeff Freeman <v2twin@> wrote:
> >
> > Well, I'm still thinking two-stroke, so the problems I see are engine stoppages, fiddling with carburetors, tinkering with what kind of oil to use, overhaul every 300 hours or so, and I hear a LOT about engine failures - both here and on the Challenger list. I'm just really nervous about flying behind (or in front of) a two stroke. But yes, I do now see that there would be a host of problems with a certificated engine. I do know of some people (certainly not me) who have just said screw the medical thing, bought an older 150, and cruised off happily and safely into the sunset ...
> >
>
> Dead serious: if Rotax made a 100hp version of the 503 (one with the same reliability as the 50hp and I'd even accept slightly more cost) I'd be down at the hangar right now pulling my 912 and replacing it with the 2-stroke.
>
> The only big drawback of the 503 for me nowadays is it's too small to power my current plane.
>
> That's beside the teardown schedule, the only other problem I have with 2-strokes. But even then, I still have my old rotax toolset and compared to the nightmarish complexity of the 912, a teardown/cleanup/inspection/reassembly of a 503 is peanuts by comparison. If you've done it a few times and have all the parts in hand like the gasket set, you can do the entire job in a day or two.
>
> Parts costs of the 2-strokes are bad too but still a fraction of the 912's parts costs.
>
> But I flew 2-strokes for over a decade and had no trouble.
>
> The 4 stroke doesn't free you from those concerns about fuel, what oil to use, carb setup, propping, cooling system installation, how to run it, etc.
>
> They do have their advantages tho, primarily longer TBO and more durability in terms of how you can run them (i.e. rapid descents with the throttle partially closed are no problem).
>
> But you still have gotcha's with them and some disadvantages too.
>
> Finally, with something like a 150, the main difference there is that the purchase price is the cheapest part (that's generally true of any standard category airplane). This is typically not the case with the titan or most experimentals. Maintenance and operating costs (particularly with motors like the rotax that tend to stay together well) are much lower.
>
> A IIS or SS will have about the same flight envelope as well including a lot better climb ;).
>
>
> LS
>
A thought on choosing to stay with a 2-stroke engine like a 503 that puts out 100hp. I just downloaded info on the Simonini 2-stroke in line twin that looks sort of like a Rotax 582. It's also watercooled, and comes with a 'C' gearbox. The Victor 2 series are 90hp, 102hp, and 110hp. The downside is that the 102 and 110hp engines cost 7450 Euro's, or about $11,000. The upside is that they are very lightweight, and made for ultralights and light sport aviation, and are popular in Europe. Also their RPM range is lower than a Rotax and might last longer between overhauls.
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