Logging in Remember me. Log in. Forgot password or user name? Hirth F23 50 hp. Posts Latest Activity. Page of 2. Filtered by:. Previous 1 2 template Next. Hirth F23 50 hp 26th August Does anyone have experience of using one of these? I'm interested in operating temperatures because I've heard that there can be a problem with CHTs.
The engine will be premix rather than oil injection - I've never operated a two stroke and wonder what recommendations will be made about oils. Tags: None. Steve Uzochukwu. Comment Post Cancel. Adrian Jones. He is now importing Hirth engines and has lots of experience of two strokes in general.Coloriage 2021 cp
I would go with Steve's advice about oil. You should go for a good quality, low deposit, semi-synthetic. Fully synthetic is unnecessary and will absorb more moisture if the engine is layed up, which will affect bearing surfaces. Hirth F23 50 hp Thanks chaps.
It's the carb version Steve. Hirth F23 50 hp Steve - probably worth looking round the internet for sources. AM price. Will continue my researches. Hirth F23 50 hp Try rockoil. Paul Dewhurst. Hirth F23 50 hp Skydrive aerolube works well for us.
Good price, a colour so you can see and be reassured you have added it to the fuel, and supports Skydrive - which is a useful company to have around especially if you want some advice on two strokes.! Mick Broom.Forums New posts Search forums.
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Hirth F-23 on gyrobee
I can't tell if the gearbox redrive can be mounted upside down so its similar to the rotax setup. Any comments?
Thanks Don B. MikeBoyette Gold Member. Don, Friends don't let friends fly Hirths. Hirths are not very reliable stay with Rotax. Poo Poo! Me likes Hirth! Me thinks me is gonna power my Dominator with Hirth!Light Sport Aircraft Store P.
Click here for Google Map driving directions to Airfield. Ultralight News. Aerial photography - Digital aerial photography - over 40 years experience! Our monthly newsletter packed full of information about ultralight aviation! If you have high speed internet and Windows Media Player installed you can watch our weekly Light Sport and Ultralight aircraft webcast!Championship table 20/ 21
Each issue is 25 to 35 minutes in length and is live on the web for 7 days. Click here for more information! A number of ultralight aircraft manufacturers have started to build part legal ultralight again. With all the attention that the light sport category has gotten little if any changes have taken place with respect to increasing weights for ultralights.
So other ways have had to be found to build a legal part ultralight. Recreational Power the U. Hirth Aircraft engine distributor has been working with the factory, and has put their twin cylinder opposed F engine, which has been on the market for over 20 years on a weight reduction program. Hirth has redesigned the engine with a lighter crankshaft, and reduction drive, switched to a pull starter with a decompression system, which has reduced the weight for a 50 HP engine to 71 lbs.Aerolite103 Taxi, HIRTH F23 Breakin
Note the older version of the engine is still available, the newer engine has a UL designation. This is 5 lbs heavier than a single cylinder Rotax which put out only 28 HP. The engine comes standard with dual carbs, dual ignition, and a 20 amp charging system. It has a 1 year total warranty and a 3 year pro rated warranty.
Top end TBO is hours with engine rebuild at 1, hours. Hirth F23 twin cylinder oppose ultralight aircraft engine from Recreational Power. The World's first Lightsport and Ultralight Aircraft weekly web video webcast! You may link to these pages or print them out for your own personal use.
Email Use this box to search our sites or the web!First, the background vibes on the current crop of engines. They are good engines. Each has positives and negatives. It is what I refer to as a stump-puller. It has incredible low end torque and is ideal for ultralights with a lot of drag and a need for acceleration and power. It yanks our Belite Sealite floatplane out of the water, even in hot and high and calm conditions. It makes runway length an optional requirement.
It is reliable; it is available with electric start, fuel and oil injection, and it is a great value for the money. And it uses a lot of gas think a mininum of 3. They are heavy, and ultralight customers fight the tradeoff between weight, legal FAR part operations, and the classic boxer look which these engines share the Hirth F They are a great choice if you are comfortable with the weight and can stand a little longer takeoff roll.
Any early Disney theme park fans in reader-land??? The MZ is economical; relatively smooth running; and a jolt in the butt when you hit the throttle. Leave them alone. Let them be. The wish list would be this:. No startups, sorry.
Like a 4 cylinder GA engine. Or 2 hours with a 30 minute reserve, to be a little more conservative. I found that engine. I was at the Aero-Expo in Friedrichshafen Germany, wandering around the exhibits of the various companies. I walked by a booth and was stopped by a row of engines which looked like they were the right size to be ultralight aircraft engines. One in particular caught my eye: it had dual ignition, a water jacket over the cylinder water cooled!
The indicated weight was less than 50 pounds! And it had an internally counterbalance shaft, for smooth running! After a few months of reflection, I ordered one of the engines as a big test.
Would the weight indications be accurate? Would the horsepower be real? It had been packed into a shipping box, whilst mounted on a steel frame. The engine installation was straight forward; a few weeks later, we had it installed on our ProCub Lite demonstrator airplane.No, James is correct: "a F23", not "an" F Although F is a consonant, it is pronounced "eff", starting with a vowel, so it should be "an F". Post a Comment. Thursday, February 10, Hirth F23 twin has a redundant cylinder.
After reading this, some of you will shoot me down. It's OK -- I'm vowing to share what I know, no matter how embarrassing. On this two cylinder engine, one cylinder is optional. Our airport was alive with activity. My crew was working hard on getting another plane ready for delivery; we'd just swapped a brand new F23 Hirth twin boxer into one of our Belites.
This particular plane is headed down to Texas and Florida to be a dealer demonstrator on floats The F23 had already been running for a couple of hours, as we slowly cranked up the power and prepared the engine for first flight. Another person was performing the extended runup. I did a careful preflight, ensuring that everything was OK. The airframe had already flown, brieflybut it would be a first flight for this particular brand new engine.
The electric start on the engine kicked it to life very easily. A check on the 4 point safety harness, and I taxiied out to the active. A quick runup, and I was accelerating down the runway -- albeit slowly.
I shut it down and taxied back to the hangar. Realizing that power was low, I quickly and incorrectly concluded that the propeller had the wrong pitch. I had Gene fetch another with a better bite from our inventory of props, and a few minutes later it was torqued down and ready to go.
I taxied out again. I applied full throttle, and the engine powered up smoothly. So I let it take off. I made a couple of circuits of the field, enjoying the perfect weather, and also enjoying harassing the powered paragliders that were hanging around the east end of the pattern. I sure wasn't happy with the power, though - it just didn't have nearly the snap I'd come to expect from our F33 installations in our Superlite models. I landed the bird and taxied in.Posted By: redback June 24, Fuel injected?
Hirth Engine? I had never even heard of a Hirth. It was smoother, had more power, cruised at lower rpms and weighed less than the I was so impressed I decided then and there to get involved with marketing Hirth.Machli wala cartoon hd video
Here was a tremendous engine available to us and nobody knew about it. The Hirth engine has a history dating back tofirst making gears and then crankshafts. Some of the Luftwaffe had Hirth four-cycle aircraft engines. It was then that Hirth was bought out by Gobler the company is now called Gobler-Hirthmotoren.
Gobler, the new owner, made the decision to combine what Hirth learned from its aircraft days with what it had learned in the two-cycle industry for the express purpose of building two-cycle aircraft engines.
Dandar admits that the Hirth engine has had a slow start breaking into the rotorcraft market. The engine was available only in a free air-cooled version. It was primarily designed to be used in tractor prop aircraft where the propeller cools it. Without the benefit of fan cooling, it was just a matter of time before it overheated and burned the engine up when it was used in a pusher configuration.
Hirth developed fan cooling for the F 4 years ago. Dandar says the Hirth engine produced today is not the Hirth engine of a decade ago. The Hirth has gone through many, many changes. They are not mass-produced. This is why a Hirth engine runs so much smoother than most two-cycles on the market. All these components are expensive But well worth the cost for better reliability and longevity.
Nikasil cylinders, according to Dandar, eliminate the need for water-cooling, thus increasing reliability and reducing weight.
The special piston porting and combustion chamber on the Hirth are designed for a linear torque curve with more torque in the mid-range than is normally found in two cycle — resulting in a lower cruise rpm. Most two-cycles are designed to be used with some sort of centrifugal clutch. This allows for much quieter operation, much less fuel burn, less vibration and much less engine wear.
All these design features add up to not only increased reliability, but also a hour rated TBO to boot. As a steel sleeve cylinder wears, it becomes egg-shaped and allows the piston to turn slightly and that makes the piston wear out faster.Quick links.
Changing or adding equipment, or otherwise modifying an S-LSA? Need help with Letters of Authorization? Or maybe designing your own aircraft? This forum is the place to discuss All Things Experimental.
As I have become frustrated with the Sport Pilot licensing route, but still enjoy flying, this presents new possibilities. Maybe I'm falling prey to the hype, but this one sounds good. It can be a kit or complete, and standard comes with a Hirth F33 2-stroker. My question is, how reliable is this engine? In the '70s I grew up with 2-stroke road and dirt bikes, and found those Yam and Zuki to be strong and reliable, although smoky.
Plugs fouled regularly, and exhaust ports needed to be cleaned now and then, but sooo easy to work on, not a problem. Get the oil mix right and keep the revs inside the redline and everything worked fine. Research on the INET produced very little useful information; a few swear by them, and just as many swear at them. Knowing the frustrated are more likely to sound off than the satisfied, I'm asking any and all to respond with info, facts, or anecdotes regarding the Hirth aircraft engines, especially the F But I think chicagorandy's response is the best idea.
Aircraft mechanics I have talked to feel that if you stick to the maintenance schedules for them, 2 cycle engines are reliable. I have never flown one The other important thing is your attitude. If you are casual with preflight and before flight testing indications, you should go back to dirt bikes. Also find yourself a grass strip and keep up practice for engine out landings.
Plan your flight route, even a fun hop, that keeps usable landing spots under your tires. Keep us updated on your research and progress. If you treat one like a four stroke, you are guaranteed to have problems. I expect at least some of the difference of opinion is because some people take time to understand 2 strokes and some don't.
That said, I've never flown one, but did the same sort of research you are starting on now, a few years ago.M wallpaper hd 1080p
But this old dog knows that advertising "hype" can cover up a lot of defects, hence my concern. U-Fly-It current builder of the Aerolite offers several engine options, and I wouldn't mind paying a little extra for a solid mill. I can appreciate that they require more attention to maintenance than other engines.
I am not knocking the people and it is understandable that without being in the regulated side of aviation their approach is from never having worked in the discipline. If a guy recommends a can of diet coke per 5 gallons of premix, others will either try it or pass along that 'good advice'. It was pretty neat. I like that the covering is sail cloth that is zipped on -- easy and cheap replacement and access to the structure. I didn't love that it has a yoke instead of a stick, but that's just personal preference.
Overall it looked like a very nice Part machine. Jump to. Who is online Users browsing this forum: No registered users and 1 guest. Board index All times are UTC.
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