|
I have been looking at this thread and finally I see folks seeing what really needs to be done on annual and on an IRAN (Inspect and Repair As Necessary) on an airplane.
A borescope is a wonderful tool (properly sized and of descent quality). But it does not replace direct visual inspection, measurement and analysis.
The Rotax 912/912S and 914 are wonderfully simple engines and easily understood, but the maintenance, feeding and upkeep are often ignored.
I do not care what type of fuel one is using, deposits in combustion are a fact of life. I have been using 100LL with TCP lead scavenging for nearly 500 hours and at 500 hours I had Lockwood redo my gearbox, pull the heads and inspect for damage from an overspeed.
Next to my engine was a 914 that ran purely unleaded fuel and frankly my engine was slightly cleaner. But both engines clearly had valve debris built up, and there was some crud on the pistons tops that wire brushed off, and after a valve lapping and piston
head cleanup all was measured and found within service limits. After reassembly and some reassembly errors, the compressions were back up to roughly 79/80 on a differential compression tester.
The cost was $3500 ish and a week at Lockwood for my overspeed mistake. It was well worth it now that burping is quick and easy. Nominally for an aircraft engine, the cost per hour for maintenance of just the engine is about $10-$20 per flight hour which
includes only oil changes and servicing to include repairs and inspection. Mine runs about $10 RETAIL COST per hour over the last 500 hours. Considering we run these engines hard (75% power 80% of the time, 95-100% power 10% of the time, and low power about
10% of the time) this is amazing. No stock car engine could hold up to these cost per hour numbers (as it would be considered a racing engine). I change oil every 25 hours and do a 25-hour inspection and an IRAN every 5 years. Hence, the engine and plane
run very well. (I'd like to say all my experimental "upgrades" on the airframe did as well but alas.... not all ideas work out quickly and easily which is cost and downtime.) I change the plugs annually as the NGK types are cheap when I consider the time
it takes to properly clean the plugs vs replacement and change the filter at 25 hours to inspect for metal and carbon as it is a turbo engine carbon can flake off into the oil. Carbs, I rebuild about every 200 hours or couple years because I can in about
2 hours during an annual so performance is assured. I tune by ear and only check the balance by manometers to assure balance from idle to full power.
As pilots most of us were taught to baby our engines to save the life of the engine. I push my engine to full power on takeoff, climb at recommended power, and cruise no less than 75% power. I am considered hard on the engine doing stalls, air-work, and occasional
limit testing of the airframe and myself. The Rotax 914 and its electronics have held up extremely well to what many would call "rough service". I am confident that a simple top overhaul and inspection about every 500 hours in my case, is reasonable assurance
that I can get 1500 hours of safe and reliable operations out of my Rotax before I need a no kidding overhaul or replacement.
Fly the engine often, and pay attention to any tell tale leaks, runs, drips or errors, service IAW the Rotax maintenance manual and these little stock Rotax engines are amazing.
Anyway, that is my opinion.
Best Regards,
Bud Yerly
From: owner-europa-list-server@matronics.com <owner-europa-list-server@matronics.com> on behalf of Area-51
<goldsteinindustrial@gmail.com>
Sent: Thursday, January 16, 2025 8:06 AM
To: europa-list@matronics.com <europa-list@matronics.com>
Subject: Europa-List: Re: What did you do with your Europa this week 10/01/25
|