Fact-checked by Grok 2 weeks ago

Rotax 503

The Rotax 503 is a lightweight, twin-cylinder, two-stroke, fan-cooled aircraft engine that produces 50 horsepower (37 kW) at 6,800 RPM, designed primarily for powering ultralight and experimental aircraft.^[1]^[2] Developed by BRP-Rotax GmbH & Co KG, an Austrian subsidiary of Bombardier Recreational Products based in Gunskirchen, the engine features a displacement of 496.7 cc, a bore of 72 mm, a stroke of 61 mm, and a compression ratio of 10.8, with lubrication provided by a fuel-oil mixture and ignition via a magneto system rated at 12V/110W + 30W.^[2] Introduced in the early 1980s during the peak of the ultralight aviation boom, it was adapted from Rotax's snowmobile engine lineup and became one of the company's most popular models, with over 33,000 units produced before production ceased around 2009.^[1] The Rotax 503 is available in variants such as the single-carburetor version rated at 43 hp (31.5 kW) for reduced weight applications, and it includes options for electric or manual starting, a reduction gearbox, and exhaust systems tailored for aviation use.^[2] Widely adopted in kit aircraft and microlights worldwide, it remains a staple in the aftermarket despite its discontinuation, supported by ongoing parts availability through authorized service centers.^[1]

History and Development

Origins and Introduction

The Rotax 503 was developed by BRP-Rotax GmbH & Co. KG in Gunskirchen, Austria, during the early 1980s, in response to the burgeoning demand for lightweight and affordable powerplants amid the rapid growth of the ultralight aircraft sector.^[1] Leveraging the company's established expertise in producing two-stroke engines for snowmobiles under Bombardier Recreational Products, Rotax adapted its existing Rotax 503 snowmobile design to suit aviation needs, capitalizing on growing demand in North America for adapting the engine to ultralight aircraft.^[1] This transition marked a pivotal expansion for Rotax into recreational aviation, driven by enthusiasm from engineers and local pilots who recognized the potential of compact, high-power-to-weight engines for the emerging market.^[3] Introduced in the early 1980s as a fan-cooled, inline two-cylinder, two-stroke engine delivering 50 hp (37 kW), the Rotax 503 was engineered specifically for non-certified ultralight applications, emphasizing simplicity, low manufacturing costs, and operational reliability to appeal to experimental and recreational pilots.^[1] The design prioritized ease of maintenance and affordability, building directly on proven snowmobile technology to provide a robust yet accessible option for builders navigating the constraints of ultralight regulations, such as those under FAA Part 103 in the United States.^[3] The engine's launch coincided with the peak of the ultralight flying boom from 1977 to 1989, leading to rapid market adoption and establishing it as a highrunner in the category, with over 33,000 units ultimately produced.^[1] In the US, it quickly became one of the most favored powerplants for Part 103 ultralights due to its balance of performance and compatibility with lightweight airframes, powering a significant portion of the recreational fleet and solidifying Rotax's dominance in non-certified aviation.

Production Timeline and Discontinuation

The Rotax 503 entered production in the early 1980s at BRP-Rotax's facilities in Gunskirchen, Austria, adapting a snowmobile-derived two-stroke design for ultralight aircraft applications.^[1] Production peaked during the 1990s, supporting the rapid expansion of the global ultralight aviation sector, with over 33,000 units ultimately manufactured.^[1] The engine's simple, fan-cooled configuration and reliable performance contributed to its long manufacturing run without major power upgrades.^[4] The Rotax 503 was offered in minor variants to suit specific needs, including the standard dual-carburetor model delivering 50 horsepower and the single-carburetor 503 DCDI version rated at approximately 46 horsepower for applications requiring simpler fuel systems.^[5] Both variants featured dual capacitor-discharge ignition (DCDI) for enhanced reliability, with the single-carburetor option using a Bing 54/36 mm carburetor.^[5] Production of the Rotax 503 was discontinued around 2011, primarily due to increasingly stringent emissions regulations, challenges in maintaining parts availability for aging two-stroke designs, and the broader industry shift toward more efficient four-stroke engines like the Rotax 912.^[6]^[7]^[8] Following discontinuation, surplus inventory has remained available through authorized distributors, while Russian manufacturer RMZ has produced the RMZ 500 as a close reproduction to support legacy aircraft.^[8]

Design and Features

Engine Configuration

The Rotax 503 features an inline two-cylinder, two-stroke design with piston-port intake timing, enabling direct control of the intake phase by the piston's position. This configuration, combined with fan cooling for air-cooled operation, supports reliable performance in lightweight aviation applications. The cylinders are arranged in line, promoting a compact layout that contributes to the engine's overall low weight and simplicity.^[9]^[10] The engine achieves a displacement of 496.7 cc through a bore of 72 mm and a stroke of 61 mm, dimensions carefully selected to deliver a favorable power-to-weight ratio ideal for ultralight aircraft. This sizing allows for efficient operation at moderate RPMs while maintaining structural integrity under aviation loads. The two-stroke cycle relies on loop scavenging, where fresh charge from the crankcase enters via transfer ports angled to create a looping flow pattern, effectively displacing exhaust gases through dedicated exhaust ports for improved efficiency.^[10]^[10] Propeller drive is accommodated by optional gearboxes—types B, C, or E—providing reduction ratios such as 2.58:1 for type B, 3.47:1 for type C or E, and 2.0:1 for type B, allowing customization to match various propeller diameters and aircraft speeds. Lubrication occurs via premixed fuel and oil at a 50:1 ratio, ensuring adequate film strength on moving parts, or an optional oil injection system that meters oil automatically from a separate tank for operational ease.^[10]^[9]

Key Systems and Components

The Rotax 503 features a dual capacitive discharge ignition (CDI) system designed for enhanced reliability and redundancy during flight operations. This breakerless setup incorporates two independent ignition circuits, each with its own double ignition coil and external trigger coil, powered by a 12-pole flywheel magneto generator that includes four dedicated stator coils for ignition. The system's timing is set at 1.47 mm (16° BTDC), utilizing 14 mm NGK BR8ES spark plugs with a 0.4-0.5 mm gap, ensuring consistent spark across both circuits even if one fails.^[11]^[12] The fuel system relies on two Bing model 54 carburetors, each with a 36 mm throat diameter, mounted for dual intake configuration in the standard dual-carburetor ignition (DCDI) variant, while the single-carburetor dual ignition (SCDI) version uses one such carburetor. These carburetors employ a cable-operated choke and adjustable jets, with an optional high-altitude compensator kit enabling operation up to 3,000 meters by automatically adjusting fuel mixture for reduced air density. Fuel delivery is supported by a pneumatic DF 52 pump, using regular unleaded gasoline (minimum MON 83 or RON 90) mixed at a 1:50 ratio with two-stroke oil or via an optional oil pump for lubrication.^[12]^[13] Electrically, the engine includes a 170 W AC generator integrated into the flywheel magneto, producing output at 6000 RPM and 13.5 V, with eight stator coils dedicated to auxiliary power for basic lighting and instruments. This system supports direct AC consumers or conversion to DC via an optional rectifier-regulator (part numbers 866 080 or 264 870), and can charge batteries of at least 9 Ah capacity (16 Ah recommended with electric start). An optional electric starter is available, mountable on the magneto side or integrated with an "E"-type gearbox, featuring a 16 A fuse, relay, and button for reliable cold starts, though it precludes use of the standard rewind starter when installed on the gearbox.^[11]^[12] The exhaust system utilizes a tuned stainless steel muffler optimized for noise attenuation and exhaust backpressure, secured with springs and supported by vibration damping blocks to minimize structural stress. Intake is managed through reed valves in the crankcase, which provide efficient low-end torque by allowing unidirectional airflow and preventing backflow during the compression stroke. Accessories include a standard rewind starter with a 5.5 mm x 3000 mm rope and pawl mechanism for manual cranking, alongside vibration dampers such as torsional shock absorbers in compatible reduction gearboxes and dedicated mounting points with rubber isolators for seamless integration into ultralight airframes.^[12]^[14]

Specifications

General Characteristics

The Rotax 503 is a compact, lightweight two-stroke engine designed primarily for ultralight aircraft applications, drawing from established two-stroke engine principles for simplicity and power density. Its base dry weight is 31.4 kg (69 lb) for the engine alone, with total dry weight including exhaust system and dual carburetors approximately 38.3 kg (84 lb), but excluding optional elements such as a gearbox or radiator. This configuration contributes to its suitability for weight-sensitive installations in recreational aviation.^[15] The engine measures 483 mm in length, 368 mm in width, and 398 mm in height, enabling straightforward and compact mounting to the aircraft firewall in ultralight designs. It has a bore of 72 mm (2.84 in), a stroke of 61 mm (2.40 in), and a displacement of 496.7 cc (30.3 cu in), with a theoretical compression ratio of 10.8:1 and effective ratio of 6.3:1. It operates on automotive unleaded gasoline with a minimum AKI rating of 87 (RON 90), premixed with two-stroke oil at a typical ratio of 1:50 for lubrication. Cooling is achieved through fan-assisted air cooling, featuring an integral fan and shroud to maintain temperatures during ground operations and low-speed flight conditions.^[15]^[16]^[17]^[15] Maximum power is rated at 37 kW (50 hp) at 6,800 RPM (take-off, limited to 5 minutes), and it holds ASTM compliance suitable for experimental category aircraft only, without full type certification for standard category use.^[18]^[15]

Performance Metrics

The Rotax 503 two-stroke engine produces a maximum power output of 37 kW (50 hp) at 6,800 RPM (take-off, 5 minutes maximum), with a continuous rating of 33.5 kW (45 hp) at 6,000 RPM under standard sea-level conditions.^[15]^[19] This performance profile supports efficient operation in ultralight applications, where the engine's dual-carburetor configuration (in the UL DCDI variant) enables reliable power delivery across a broad RPM range up to a maximum of 6,800 RPM for short durations.^[15] Fuel consumption at 75% continuous power is 15 L/h (4 US gal/h), which translates to an approximate endurance of 1.3 hours on a standard 20 L fuel tank when operated conservatively.^[15] The engine's specific fuel consumption is around 550 g/kWh, reflecting its design efficiency for a fan-cooled two-stroke with a theoretical compression ratio of 10.8:1 and an effective ratio of 6.3:1.^[15] In terms of propulsion, the Rotax 503 generates static thrust up to 150-180 kg when paired with standard propellers, influenced by factors such as gearbox ratio (typically 2.58:1) and propeller pitch.^[16] Altitude performance remains strong up to 3,000 m with the optional High Altitude Compensation Kit for carburetor tuning, beyond which power derates progressively due to reduced air density affecting volumetric efficiency.^[15]

Applications

Ultralight Aircraft Integration

The Rotax 503 engine is typically mounted using a four-point rubber-isolated firewall setup to effectively control vibrations in single-seat Part 103 ultralights.^[20] This configuration employs isolation mounts at the four attachment points, spaced 153 mm x 94 mm apart, which absorb engine vibrations and ensure structural integrity during operation.^[20]^[21] For gearbox integration, the B-gearbox with a 2.58:1 reduction ratio is a common choice, particularly in pusher configurations where it aligns propeller speed with the engine's output for efficient thrust.^[20] The fuel system is routed to support gravity feed, with the impulse line limited to 500 mm and a minimum diameter of 5 mm to maintain reliable delivery without pumps in many ultralight setups.^[20] The engine's 50 hp output matches well with ultralight aircraft having an empty weight of 100-150 kg, enabling optimized climb rates of 5-8 m/s in configurations like the single-seat Challenger ultralight.^[22] Common modifications include extended exhaust systems to meet noise compliance standards in regulated airspace, often extending tube lengths to around 660 mm for better sound attenuation.^[20] Additionally, electric start options are frequently added using a 16 Ah battery and 10 mm² cables, facilitating easier operations in remote locations without manual pulling.^[20] The Rotax 503 saw dominant adoption in fixed-wing ultralights across the US, Europe, and Australia from the 1980s through the 2000s, powering popular models such as the Quicksilver MXL and Kitfox in these regions during the peak of the recreational flying era.^[1]^[23]^[24]

Other Uses and Adaptations

The Rotax 503 engine has found application in powered paragliders and ultralight trikes, where it is frequently adapted with reduction drives to suit the lower propeller speeds required for rotorcraft propulsion. These modifications, such as 2.58:1 or 2.62:1 gear ratios, allow the engine to drive larger propellers efficiently while maintaining reliable performance in foot-launch or wheeled configurations.^[25]^[26] In tandem setups, the engine's output supports two-place operations, providing sufficient thrust for recreational and training flights despite the added weight.^[27] Beyond aviation, the Rotax 503's lightweight design and two-stroke simplicity make it suitable for experimental aircraft kits and large unmanned aerial vehicles (UAVs). Amateur builders integrate it into homebuilt ultralights for its ease of installation and parts availability, often in compliance with experimental category regulations.^[28] For UAVs, custom carbon fiber propellers tailored to the engine enable operation in ultralight drone platforms, emphasizing its role in remote or surveillance applications where power-to-weight ratio is critical.^[29] Occasional conversions extend the Rotax 503 to non-aerial uses, including marine and ground vehicles that benefit from its durable two-stroke architecture. In personal watercraft and airboats, the engine powers small hulls, such as 12-foot aluminum minis, delivering propulsion in shallow-water environments.^[30] For ground applications like go-karts and hovercraft, adapters repurpose the engine's high-revving output for wheeled or skirted vehicles, though such setups require custom exhaust and cooling modifications to handle non-aerial loads.^[31] Following its discontinuation around 2011 due to emissions regulations in certain markets, the Rotax 503 continues to receive legacy support through aftermarket parts for vintage restorations and operations in regions without strict four-stroke mandates. A Russian reproduction known as the RMZ 500 has been developed as an approximate equivalent, maintaining availability for new installations.^[32] Suppliers provide components like crankcases, exhaust mounts, and ignition systems, ensuring ongoing airworthiness for existing installations.^[33]^[34] This aftermarket ecosystem sustains its use in international ultralight communities, particularly in Europe where two-stroke engines remain permissible under lighter regulatory frameworks.^[35] Notable examples of these adaptations include the Air Creation Twin ultralight trike, which employs the Rotax 503 for tandem training flights, and the Cosmos Phase II, a two-place trike leveraging the engine's power for enhanced payload capacity in recreational operations.^[36]^[37]

Operational Considerations

Airworthiness Limitations

The Rotax 503 is a non-certified aircraft engine, lacking type certification from regulatory bodies such as the FAA or EASA, and is explicitly intended for use solely in experimental, amateur-built, or uncertificated ultralight aircraft and vehicles.^[15] It has undergone no formal safety or durability testing to meet certified aircraft standards, placing full responsibility on the operator for compliance with applicable regulations in experimental categories.^[15] This non-certified status limits its application to non-commercial, recreational operations where pilots must adhere to experimental aircraft rules, such as those outlined in FAA Advisory Circular 20-27 for light-sport and ultralight use.^[38] Operationally, the Rotax 503 is recommended for daylight visual flight rules (VFR) conditions only, with prohibitions against instrument flight rules (IFR) due to the absence of certified redundancy systems.^[15] To prevent overheating and ensure longevity, continuous operation should not exceed 75% power, while maximum takeoff power is limited to 6,800 RPM for no more than 5 minutes.^[15] Performance decreases with altitude due to reduced air density, as with naturally aspirated engines.^[39] Key risk factors include the potential for sudden power loss inherent to two-stroke engine design, exacerbated by risks such as detonation from improper fuel mixtures or contamination, necessitating avoidance of operations over congested areas or without suitable off-airport landing options.^[15] Pilots are advised to select flight paths where a safe no-power landing is feasible at all times, given the engine's susceptibility to abrupt stoppage from fuel delivery issues or ignition failure.^[15] Environmental limits specify operation with ambient temperatures ranging from -25°C to +50°C.^[15] The engine must use EN 228 regular or premium unleaded gasoline or AVGAS 100 LL if needed, mixed with 2% two-stroke oil; avoid ethanol-blended fuels beyond 10% to prevent corrosion and detonation risks.^[15] Despite its non-certified nature, the Rotax 503 is widely accepted in ultralight categories under FAA Part 103 and equivalent international rules, but operators must maintain heightened awareness of these limitations for insurance coverage and legal compliance, often requiring supplemental endorsements or disclosures in experimental airworthiness certificates. Operators should check for current airworthiness directives and service bulletins from BRP-Rotax or local aviation authorities, as updates may apply (as of November 2025, no major ADs specific to the 503 air-cooled model).^[38]^[40]

Maintenance Requirements

The Rotax 503 engine requires a general overhaul every 300 hours of operation or after 5 years, whichever occurs first, involving a complete teardown and replacement of pistons and cylinders to ensure continued reliability.^[10] This time between overhauls (TBO) is specified in the official maintenance manual, and the engine must be sent to an authorized service center for the procedure, as it demands specialized tools and expertise.^[10] Routine inspections form the core of ongoing maintenance to prevent wear and detect issues early. At 25-hour intervals, operators must replace spark plugs (using NGK BR8ES type torqued to 27 Nm on cold engine), check and adjust V-belt tension, lubricate control linkages and ball joints, and examine the exhaust system for cracks or loose components.^[10] Every 100 hours, more comprehensive servicing is required, including cleaning or replacing the air filter, performing a compression test on each cylinder, and inspecting the cylinder head, piston crown, and piston rings for wear or damage.^[10] As a two-stroke engine, no valve clearance adjustments are needed. Common maintenance challenges with the Rotax 503 include piston ring wear, which often results in elevated oil consumption due to inadequate lubrication or contamination, as noted in general two-stroke engine troubleshooting guidelines applicable to this model.^[10] Capacitor discharge ignition (CDI) module failures can arise in humid conditions from moisture accumulation, while fuel system clogging from premix separation may block jets, requiring disassembly and cleaning during routine checks.^[10] Since production of the Rotax 503 ceased around 2009, parts are primarily sourced from original equipment manufacturer (OEM) surplus inventory or approved third-party equivalents, with genuine Rotax components prioritized for critical items like pistons and seals to maintain performance standards.^[41] An annual condition inspection is mandatory for airworthiness, involving a full review of engine systems, compression testing, and verification of all accessories to comply with ultralight regulations.^[42] Overhaul costs generally range from $2,000 to $3,000 USD, covering labor, new pistons, cylinders, and associated parts at authorized centers. Daily pre-flight checks, including visual inspection for fuel leaks, oil levels, and mounting security, are essential to mitigate risks before each flight.^[10]

References

[1]
40 years of Rotax aircraft engines
Jun 30, 2015 · The first certified Rotax aircraft engine was a two-cylinder, air-cooled engine with an electric start and a time between overhauls (TBO) of 300 hours.
[2]
[PDF] FOR HISTORICAL REFERENCE PURPOSES ONLY - Rotax Owner
The ROT AX engine is equipped with a magneto generator of 12V 110W + 30W rating, producing the current necessary for the spark and accessories. The ignition ...
[3]
Inside Rotax - Kitplanes Magazine
Oct 23, 2014 · This led to the development of the Rotax 447, the 503, and the 582, all two-stroke, geared aircraft engines, many of which are still flying.
[4]
Rotax Completes ASTM Compliance For Type 503 Engine
Jun 30, 2010 · Rotax has completed compliance with the ASTM F2339 standards for the Type 503 engine, which was no small task given the age of the design and ...<|control11|><|separator|>
[5]
Rotax 503 Ul Engine Single Carburetor Fuel Pump And Primer Parts
Free delivery over $350 30-day returnsRotax 503 Ul Engine Single Carburetor Fuel Pump And Primer Parts. 0 Reviews 1 ... = No longer available, no replacement from Rotax. Part is no longer ...
[6]
[PDF] 10 Jahre TAKE OFF: Rotax Aircraft Engines - FFG
Nov 21, 2012 · Discontinued: 2008. Rotax 503 UL. SOP: Early 80s. Discontinued: 2008. Rotax 582 UL. SOP: 1989. In production. 1989. Page 4. 10 Jahre TAKE OFF ...
[7]
Rotax to stop producing 503. | Rotary Wing Forum
May 8, 2009 · I have heard that Rotax is going to quit making the 503, I also have read on some forums that they are going to quit making 2 strokes ...
[8]
MARKET TRANSITION TO 4-STROKE ENGINES RESULTS IN ...
Jul 22, 2021 · BRP-Rotax announced that it will stop the production of the legendary 2-stroke Rotax 582 UL aircraft engine by end of 2021.
[9]
RMZ500 Avio Engine - RLG-Innovations
Overall giving you a great affordable and reliable replacement to your Rotax 503. Specs. - gasoline air-cooled two-cylinder engine with 497 cc.
[10]
[PDF] OPERATORS MANUAL - Teveso
Sep 1, 2010 · 2. 9.3.2). Oil injection lubrication of ROTAX 503 UL DCDI, 582 UL DCDI ... a) Engine lubrication. 1) Mixture lubrication: Super two stroke oil ...<|control11|><|separator|>
[11]
[PDF] Maintenance Manual 447, 503, 582 - Aircraft Spruce
The following maintenance is planned and necessary for ROTAX 447 UL SCDI, 503. UL DCDI, 582 UL DCDI and 582 UL DCDI mod. 99: 1) and after every replacement ...
[12]
[PDF] I ROTAX.\ - AeroElectric
The engine is equipped with a breakerless 12V 170W DUCATI capacitor- discharge dual ignition system (447 UL SCDI isonly equipped with asingle ignition unit).
[13]
[PDF] maintenance manual - Teveso
l) Rewind starter with electric starter,. p.t.o. side, for engine without gear box,. 2) Electric starter, magneto side, without rewind starter (gearbox is.<|control11|><|separator|>
[14]
Rotax 503 | 582 Ul 99/17 Bing Double-Float Carburetor 36 Mm ...
Free delivery over $350 30-day returnsRotax 503 | 582 Ul 99/17 Bing Double-Float Carburetor 36 Mm Model 96. 8 Reviews 0 Answered Questions. From $0.31 to $154.75. SHARE; Facebook; Pinterest; Tweeter ...
[15]
Rotax 503 582 Ul Engine Rewind Starter Parts | Aircraft Spruce ®
In stock $25.19 deliveryRotax 503 582 Ul Engine Rewind Starter Parts ; 4, 852-094, STARTER ROPE 5,5X30000 (SEE NOTE BELOW) ; 5, 852-070, KEY CLAMP ; 6, 852-290, PAWL ; 8, 845-300 ...
[16]
[PDF] Rotax 503 UL DCDI - 2 Cycle 2-Stroke - Thomasnet
2-cycle, 2 stroke fan cooled engine with piston ported inlet with electronic dual ignition, exhaust system, carburetor, rewind starter. Version. Performance.
[17]
503 Specifications - rotax-owner.com
503 Specifications Popular Weights and performance graph for the Rotax 503 50hp.
[18]
Rotax vs. 100LL Avgas - Google Groups
Rotax recommends the use of unlead fuel with an octane rating of more than 89. Dave Loveman http://www.ultralightnews.com... ulnews.vcf.. Steve Lyons's ...
[19]
[PDF] Operator's Manual 447, 503, 582 - Aircraft Spruce
Sep 1, 2010 · If any passages of the Manual are not understood or in case of any questions, please, contact an authorized Distribution- or Service Center for ...
[20]
Rotax Completes ASTM Compliance For Type 503 Engine
Jun 30, 2010 · Rotax has completed compliance with the ASTM F2339 standards for the Type 503 engine, which was no small task given the age of the design and ...
[21]
[PDF] Installation Manual 447, 503, 582 - Aircraft Spruce
0.1) Remarks. This Installation Manual is to familiarize the owner/user of this aircraft engine with basic installation instructions and safety information.Missing: width | Show results with:width<|control11|><|separator|>
[22]
Rotax Engine Mounts - Mini-Max USA
In stock 30-day returnsCompatible With: Rotax 277, 377, 447, 503, and similar 2-stroke engines · Design: Rubber vibration isolator, LORD-style configuration · Thread Size: 3/8-16 male/ ...Missing: point isolated part
[23]
Challenger Ultralight Performance - U-FLY-IT Light Sport Aircraft
Stall Speed (solo), 25 mph, 22 mph ; Stall Speed (dual), 0, 30 mph ; Climb Rate (solo), 700-1200 fpm, 1200 fpm ; Climb Rate (dual), 0, 700 fpm ; Take Off Roll (solo) ...
[24]
A Quick Look at a Rotax 503, a common engine for ultralights and ...
Mar 5, 2018 · A short close up look at a Rotax 503 engine mounted on a Quicksilver MXL ultralight Courtney is a FAA-certified Advanced Ground Instructor ...Missing: history development 1980s
[25]
Kitfox Ultralight Aircraft, powered by Rotax 503, 2016 - YouTube
Apr 18, 2016 · Kitfox Ultralight Aircraft, wingspan 9,4m, powered by Rotax 503 aircraft engine. Syrovice CZ 2016. http://aircraftmovies.com/ #kitfox.
[26]
National Ultralight Canada - 503 & 582 Powerpacks - challenger.ca
The new 2.6-to-1 reduction drive is taller than its predecessors, providing clearance for a longer 60" propeller. The 60" props turn at 2,100 rpm in cruise ...<|control11|><|separator|>
[27]
Engines and Conversion Kits. - Air Trikes
I used this redrive with licensed Rotax 640 from 1998 like a powerplant for my "Frigate" trike. It has been installed now with Rotax 503 on my "Eagle" trike.
[28]
Fenix – Sky Tap Paramotors
Fenix The Fenix trike was designed to be the ultimate way to experience powered paragliding on a trike ... Rotax 503. Type: 2 stroke. Power: 50hp. Cooling ...
[29]
Rotax 503 experience | Homebuilt Aircraft & Kit Plane Forum
Feb 19, 2023 · When treated properly, they do fine. Use a good premix Some 503's have oil injectors so you don't have to premix, but I've never flown with ...
[30]
Rotax 503 carbon propeller supper light Custom carbon propellers ...
$$328.00Rotax 503 carbon propeller supper light Custom carbon propellers for Ultralight UAV Drone · 1. Excellent aerodynamic exterior design Increase thrust and reduce ...
[31]
need info on 503 rotax setup - Mini Airboat Association
Mar 10, 2009 · The 503 will be an excellant choice to power a minipro 116. The hull sells for $ 1895.00 and you get your choice of colors.<|separator|>
[32]
We Put a Rotax 503 on Our Hovercraft! #engineswap ... - YouTube
Mar 19, 2024 · Thanks for Watching! Facebook: https://goo.gl/VR6mh2 Instagram: https://goo.gl/PqOIo3 Go Power Sports: https://bit.ly/3QKyODE Get $100 off ...
[33]
2-Stroke Parts 447, 503, 582 - ROTAX Engines & Parts
1–3 day delivery 90-day returnsROTAX 503 UL Crankcase Quick View 503 UL CDI Crankcase – Provision 8 503ULCrankcase Starting at: $0.19 Add to Cart Add to Wishlist Add to Compare
[34]
503 Exhaust Mounts - Gyro Technic - Exhaust mounts for Rotax
In stockMachined aluminum exhaust mounts for you Rotax 503 Engine. - For side-mount style exhaust system only. Band clamps and hardware included.
[35]
Rotax 503 | 582 Ul 99/17 Engine After-Muffler Assembly Parts
In stock $27.26 deliveryRotax 503, 582 UL engine after-muffler assembly parts. Explanations of symbols and statements in part number charts.
[36]
[PDF] INSTRUCTION AND MAINTENANCE HANDBOOK TRIKES TYPE ...
Rotax 503 S. Rotax 582 S. Max. Power. 52 CV. 52 CV. 64 CV. Max. Rpm. 6800 rpm. 6800 ... In the case of a glider, the speed should be adapted to its performances.
[37]
Cosmos Phase II | National Air and Space Museum
Length (trike) 2.8 m (9 ft 4 in) Height: 2.5 m (8 ft 4 in) Weights: Empty, 163 kg (360 lb) Gross, 400 kg (884 lb) Engine: Rotax 503 UL DCDI, 2-cylinder, 2-cycle ...Missing: Snap | Show results with:Snap
[38]
[PDF] Light-Sport Aircraft Engines - Federal Aviation Administration
Cooling System of Rotax 447 UL SCDI & Rotax 503. UL DCDI. Two versions of air-cooling are available for these engines. The first method is free air-cooling ...
[39]
Engine and Prop Adjustments - Rotax Owner
Jul 21, 2019 · For the 503 thats around 5200 RPM. ... the maximum RPM at full throttle is called "over prop" or "lugging". It puts an extra strain on all engine and reduction ...What should I set my max RPM to 503. - rotax-owner.comStatic RPM - Rotax OwnerMore results from www.rotax-owner.com
[40]
Genuine Parts | Rotax Aircraft Engines
Built to specs and for a flawless fit, they meet BRP-Rotax material specifications and the quality standards of EASA-certified and ASTM-compliant Rotax aircraft ...Missing: 503 | Show results with:503<|control11|><|separator|>
[41]
[PDF] RAANZ Part 103 Rotax 503/582 on-condition maintenance schedule
The schedule includes checks at 12.5hr, 25hr, 50hr, 100hr, 200hr, and 500hr, with inspections of spark plugs, gearbox oil, and carburetors.