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The fan should rotate smoothly and have no up-down or side to side movements. I believe you need to investigate further and rectify the issue before the next flight. Please let me know what issue you find, this is not a common fault.

I’m sure it was straight, true and flat when installed factory new. I believe the basic design of the manifold allows it to warp over time. Thanks for your comment.

Thanks, glad you enjoyed it.

I’m sure it was straight when new. 195 inch pounds toque on those bolts. The two short bolt areas are barely supported by the manifold, the two long bolts have lots of support. Thanks for your comment

@@casenumber8799 Thank you, Rotax or Fords, cylinders are cylinders and need to be nicely cleaned.

Thank you, you’re too kind. Happy flying!

Great question, the inner o rings will stretch that much. Very difficult for me to describe how I do it. Perhaps I should make a video?

@@VanceButler-r4x Thank you for your comment. If possible could you help my future videos with what was terrible?

@@helihandler Congratulations on your 582 Blue Top purchase. Thank you for your very kind comments. Happy flying!

@@nolanporter3346 You’re very welcome, happy to be of assistance. 447 part 7 will be available by tomorrow. Happy flying!

@@clearprop Thank you, I’m so glad I’ve got a milling machine. That would have been hours of fun sanding it flat.

@@gregosborn8284 You’re welcome! I’m sure you’ll enjoy the part 7 video.

Thank you, will do!

Thank you, glad you enjoyed it.

After consulting the owner this 337 engine wasn’t repaired. It was however replaced by a 447 single carb and CDI. I’ll post the 447 videos soon. Happy flying!

​@@RotacRepair A sensible choice I guess. Do you get to keep any 337 parts for future jobs? Looking forward to the 447 content. 👍

@@advocaciamendes Hello Brazil, yes a good topic for a video. Questions ; what fuel grade and ethanol % & brand of oil do you use? Is you engine mounted spark plugs up or down?

I’m not understanding the issue, could you please rephrase in English?

Thanks for your comments. Question 1, the bench test pressure was a pass, however I also expected it to hold the pressure. I must be absolutely certain that no mistakes were made in the assembly process. There likely was a tiny speck from the white shop paper towel on one of the valves, however I couldn’t see it so was unable to video it. The pressure repeatedly held after reassembly. I didn’t perform a wet test because it passed the dry bench pressure test. When reinstall on the aircraft it must successfully perform an extended full power engine run up. If the pump doesn’t flow enough fuel the engine during the ground run the engine won’t sustain full rpm for any length of time of time.

Question 2, it’s been my experience that silicone and gasoline don’t play well together. No aircraft should have silicone sealer anywhere in the fuel system. I’ve personally seen a silicone chunk that was used to seal a tank fitting break free and completely plug the fuel line near the fuel tank. Thankfully there was enough runway remaining to safely land and stop after the engine quit during departure. Only the Rotax aircraft approved fuel pump should be used in this application. The no name fuel pumps could have very different fuel flow rates, don’t have the small drain hole, not to mention materials and quality control may not be to aircraft specifications. Perhaps your aftermarket fuel pump components are warped and unable to properly load/clamp the gasket 360° when assembled.

@@RotacRepair Makes sense to me.

@@RotacRepair Agree with most of that hence my comment on NOT being an aircraft mechanic. The silicone comment was meant as an experiment on a NON repairable pump and then just tested on a ground engine for the fun of it. I too have seen silicone chunks in lines and transmission cases. But like I said NOT aircraft. I do know for sure though that these pumps develop a leak in the diaphragm seal to atmosphere and then loss of suction or pressure occurs.

Your welcome, glad you found it helpful.

I’m not understanding the issue, could you please rephrase?

Your very welcome! Happy flying

Thanks, will do!

You're welcome!

Thanks for your reply. Leaking seals are of course a possibility, however it’s been my experience that an oil and antifreeze mixture looks sort of like a vanilla milkshake, not black coloured. That’s why I believe it was long past the 100 hour oil replacement.

Great observation. Crankcase sealer appears in several Rotax manuals using different loctite identification numbers. I would recommend a visit to “rotax-owner.com” where for free you can download the latest manuals and compare loctite products to the historical manuals. As an example I use #598 in Canada, the same product is #5910 for the European market. Depending on your location there will be equivalent numbers to the loctite products listed. Happy Flying!

Please check Amazon for price and delivery. I do not sell this product.

Good question, I know they’re listed on Amazon in several lengths.

Thank you for the kind comment. Happy flying!

A very difficult engine to find parts for. The crankshaft bearings are the best quality available from the aftermarket, I made the paper gaskets and copper head gasket by hand, matched the exhaust gasket by size and the carburetor kits are also aftermarket.

It does, two centre, two PTO and one Mag end.

How does the crankshaft separate? Does it have an interference fit?

@ Hi Wayne, yes it has an interference fit. That’s all that holds the crankshaft together and in alignment. These crankshafts are difficult to dismantle without the proper tooling and knowledge.

All the current Bing 54 carburetor bodies do appear the same outside, however the internal calibration is dependent on the engine application. The Rotax illustrated part catalogue from May 2009 available free at Rotax-owner.com has the calibration list for each engine.

Thank you for your kind comments. Btw, I have a used above wing radiator assembly for a Challenger. Happy flying!

​@RotacRepair hello sir am looking for a used rotax 582 engine

Thank you for the comment. You are correct, exactly 15 ml or 1 tablespoon of rotary valve oil will remain on the exhaust side of the chamber as there is a short divider in the bottom of the chamber. I guess the engine could be detached from its mounting or the airframe tilted towards the exhaust side to allow that tablespoon of oil to drain completely out. I believe the remaining 15 ml is approximately 5% of the total refill capacity.

Amazon.ca “power built”640811 in 14 mm back-tap.

Sorry, I don’t sell this gauge. This fuel sender and gauge was purchased from Amazon.

Hi Kieth, the clear sample was E10 87 octane and the other yellow sample was neat 91 octane. This was interesting, I just purchased 50 litres of E10 87 that had no ethanol content. I was surprised, tested it twice and still got 0 % ethanol. First time that ever happened. I test every fuel purchase for ethanol %. The food coloring drop in a fuel sample is the fastest way to find out if it’s neat or E10.

Glad you like them! Happy flying

0.4-0.5 mm or 0.016-0.020 inch using nonmetallic tool

Hi, is your 503 operating on premix or oil pump?

You are very welcome

You are correct, Lazair