Today's Message Index:
----------------------
1. 07:08 AM - Re: Follow me on Spot tomorrow to Yuma, AZ (Roger Lee)
2. 09:53 AM - Re: engine quit due to ethanol (bjones@dmv.com)
3. 10:23 AM - Re: engine quit due to ethanol (Pete Christensen)
4. 11:27 AM - Re: Re: Follow me on Spot tomorrow to Yuma, AZ (Pete Christensen)
5. 01:05 PM - Re: EGT's & Oil Temp (JetPilot)
6. 01:07 PM - Rotax 912 Series Engine Cruise RPM's (JetPilot)
7. 01:33 PM - Re: engine quit due to ethanol (Roger Lee)
8. 01:43 PM - Re: EGT's & Oil Temp (Roger Lee)
9. 02:00 PM - Re: Rotax 912 Series Engine Cruise RPM's (Roger Lee)
10. 03:06 PM - Re: Re: engine quit due to ethanol (Pete Christensen)
11. 05:14 PM - Re: Rotax 912 Series Engine Cruise RPM's (JetPilot)
12. 07:36 PM - Re: engine quit due to ethanol (ctmcdowell@comcast.net)
13. 07:48 PM - Re: engine quit due to ethanol (Roger Lee)
14. 08:15 PM - Re: Rotax 912 Series Engine Cruise RPM's (Roger Lee)
Message 1
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| Subject: | Re: Follow me on Spot tomorrow to Yuma, AZ |
Hi Noel,
For some reason the link didn't copy completely. It is fixed now. It won't show
anything until I turn my Spot on when I'm getting ready to leave. My last trip
to Page, AZ isn't on there because I have my Spot to set wipe my track every
seven days right now. When you get a Spot you can set up your preferences anyway
you want and make your personal messages anything you want, plus send them
to any one.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317080#317080
Message 2
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| Subject: | Re: engine quit due to ethanol |
I have had two engines die because of phase seperation or settle-out of
water and ethanol from auto gas. It got my attention. Here are a couple of
take away points.
When a certain amount of water is absorbed by the ethanol in auto gas, the
ethanol and water settle-out to the bottom of the tank without much
warning.
If you sometimes saw a bit of water when you sumped your tanks in the days
before the conversion to ethanol blended gas but have not seen it since,
be careful. The ethanol in the auto gas may be absorbing that water now
causing a false sense of security. At some point in time enough water
might be absorbed to trigger settle-out.
My settleout came right out of the pump because water got into the gas
station tanks causing settleout to occur inside thier tanks. I had a long
open and frank discussion with the folks who manage the distributers
systems for most of the gas stations in my area of the state and picked
thier brains.
The gas distributer had major expenses at gas stations all across the
region where cars stalled at the pumps or not far from the station needing
tows and "repairs".
I removed the settleout from my tanks and found that it passes right thru
a funnel designed to capture water. So you can not rely on those funnels
to catch settle-out.
If you use auto gas that is not brownish in color but relatively clear
looking, when you sump your tanks it will not be easy to distinguish gas
from settleout. Both will look clear. If you use brownish gas and the sump
fluid looks clear, suspect settle-out.
When settle-out occurs you get a large volume of it fairly suddenly. About
ten percent of the total quantity in the tank is settleout, so when you
sump a tank you will not see the familiar "line" between water and gas
that we are accustomed to with av-gas or ethanol free gas if a small
amount of water is present. If your tank has 10 gallons of fuel, one
gallon will be settleout, way more than most pilots routinely sump out of
thier tanks.
If you have a header tank it may be possible to get into the air before
settle-out from a wing tank gets to the engine and kills it.
As others have said, ethanol absorbs water from the atmosphere and from
condensation inside your gas tanks, so leaving gas sitting for extended
time frames in a plane or gas can may trigger settleout in areas of high
humidity.
Gas distributers do add the ethanol to tankers just as they leave on
delivery in order to avoid absorption of water from the atmosphere.
Planes and fuel containers that are vented and exposed to rain, wind
driven rain or other water sources are at increased risk.
Arid areas pose low risk.
The test paste that is used on the end of rods to detect water in gas
tanks requires a trained eye to detect settle-out. The gas distributers
tech showed me and I could not detect settle-out although he thought he
could.
Most car gas systems are refilled with fresh fuel frequently, and are
sealed so absorption of atmospheric moisture is minimal posing very low
risk of settleout.
Settleout is not a common problem, but when it occurs it can be dangerous.
Message 3
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| Subject: | Re: engine quit due to ethanol |
Thanks BJ, That is one reason I wash my gasoline. I hangared in Las
Cruces, NM (where I could get ethanol free gas) before I moved to the
Austin, TX area (where they introduced ethanol starting last fall).
Before I moved, I never found any water when I sumped my tanks. Now I
get water every time I sump. I moved from a dry environment to a wet
one AND lost the availability of ethanol free gas.
Pete
Leander, TX Kitfox III, 912
On 10/26/2010 11:50 AM, bjones@dmv.com wrote:
> --> Kitfox-List message posted by: bjones@dmv.com
>
> I have had two engines die because of phase seperation or settle-out of
> water and ethanol from auto gas. It got my attention. Here are a couple of
> take away points.
>
> When a certain amount of water is absorbed by the ethanol in auto gas, the
> ethanol and water settle-out to the bottom of the tank without much
> warning.
>
> If you sometimes saw a bit of water when you sumped your tanks in the days
> before the conversion to ethanol blended gas but have not seen it since,
> be careful. The ethanol in the auto gas may be absorbing that water now
> causing a false sense of security. At some point in time enough water
> might be absorbed to trigger settle-out.
>
> My settleout came right out of the pump because water got into the gas
> station tanks causing settleout to occur inside thier tanks. I had a long
> open and frank discussion with the folks who manage the distributers
> systems for most of the gas stations in my area of the state and picked
> thier brains.
>
> The gas distributer had major expenses at gas stations all across the
> region where cars stalled at the pumps or not far from the station needing
> tows and "repairs".
>
> I removed the settleout from my tanks and found that it passes right thru
> a funnel designed to capture water. So you can not rely on those funnels
> to catch settle-out.
>
> If you use auto gas that is not brownish in color but relatively clear
> looking, when you sump your tanks it will not be easy to distinguish gas
> from settleout. Both will look clear. If you use brownish gas and the sump
> fluid looks clear, suspect settle-out.
>
> When settle-out occurs you get a large volume of it fairly suddenly. About
> ten percent of the total quantity in the tank is settleout, so when you
> sump a tank you will not see the familiar "line" between water and gas
> that we are accustomed to with av-gas or ethanol free gas if a small
> amount of water is present. If your tank has 10 gallons of fuel, one
> gallon will be settleout, way more than most pilots routinely sump out of
> thier tanks.
>
> If you have a header tank it may be possible to get into the air before
> settle-out from a wing tank gets to the engine and kills it.
>
> As others have said, ethanol absorbs water from the atmosphere and from
> condensation inside your gas tanks, so leaving gas sitting for extended
> time frames in a plane or gas can may trigger settleout in areas of high
> humidity.
>
> Gas distributers do add the ethanol to tankers just as they leave on
> delivery in order to avoid absorption of water from the atmosphere.
>
> Planes and fuel containers that are vented and exposed to rain, wind
> driven rain or other water sources are at increased risk.
>
> Arid areas pose low risk.
>
> The test paste that is used on the end of rods to detect water in gas
> tanks requires a trained eye to detect settle-out. The gas distributers
> tech showed me and I could not detect settle-out although he thought he
> could.
>
> Most car gas systems are refilled with fresh fuel frequently, and are
> sealed so absorption of atmospheric moisture is minimal posing very low
> risk of settleout.
>
> Settleout is not a common problem, but when it occurs it can be dangerous.
>
>
Message 4
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| Subject: | Re: Follow me on Spot tomorrow to Yuma, AZ |
This must be it.
http://share.findmespot.com/shared/faces/viewspots.jsp?glId=0AvaI1rlZrsiSHpAmA4WO25eB0VkBu5Iv
On 10/26/2010 9:05 AM, Roger Lee wrote:
> --> Kitfox-List message posted by: "Roger Lee"<ssadiver1@yahoo.com>
>
> Hi Noel,
>
> For some reason the link didn't copy completely. It is fixed now. It won't show
anything until I turn my Spot on when I'm getting ready to leave. My last trip
to Page, AZ isn't on there because I have my Spot to set wipe my track every
seven days right now. When you get a Spot you can set up your preferences anyway
you want and make your personal messages anything you want, plus send them
to any one.
>
> --------
> Roger Lee
> Tucson, Az.
> Light Sport Repairman - Maintenance Rated
> Rotax Repair Center
> 520-574-1080
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=317080#317080
>
>
Message 5
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| Subject: | Re: EGT's & Oil Temp |
lcfitt(at)sbcglobal.net wrote:
> Regarding the cruise RPM, the max cruise is 5500 and most of the guys I flew
> with ran that or close to that as we allways flew at the speed of the
> slowest airplane. I also know folks that use that as a max RPM - Just flew
> in a SeaRay that the guy maxes at 5300. I have heard Eric Tucker say 5500
> is fine for contiuous cruise. I also understand that the biggest factor
> with RPM and the 912, is running it too slow in cruise as torsional
> vibration at the lower RPMs are not good for the gearbox. Keep it over 5000
> to 5100 minimum in cruise.
>
> Lowell Fitt
> Cameron Park, CA
> Model IV-1200 R-912 UL
> Currently focusing on the Left Wing Rudder Gapseal Cuffs and Landing Gear
> Fairing
>
> ---
The above is simply false information. There is NO information by Rotax that says
you can not cruise your 912 series engine at less than 5000 RPM. Think about
it, an engine you were required to run at 5000 RPM or more ( about 75 %
power or more ) all the time would be pretty useless in many sport airplanes.
Since this issue has come up a lot, and Lowell constantly gives people bad advice
on this, I took the time to look this up in the Rotax manual and service
bulletins. What Rotax says is to avoid high RPM settings with high throttle
settings which would lug the engine.. ( This is good advice with any aviation
engine. ) So you can take Lowell's " I heard an an airshow " advice or you
can operte your engine according to what Rotax tells publishes. Below is what
Rotax says:
After a pretty good search, I found ZERO publications limiting cruise of 912 engines
below 5000 RPM. Second, there are many mentions operating RPM's, INCLUDING
crusing below 5000 RPM. Here it is straight from the Rotax operators manual:
http://www.rotax-aircraft-engines.co...kus/d04670.pdf
Page 5-3 Revision April 01 2010
" RUN THE ENGINE ACCORDANCE WITH THE FOLLOWING TABLE "
They list RPM's of
5800 RPM
5500 RPM
5000 RPM
4800 RPM
4300 RPM
The graphs on the previous pages cover the full RPM range from 2500 to 5800 RPM.
There is a service letter Rotax SL-912-016 that warns against " HIGH ENGINE LOAD
WITH LOW RPM " and a couple other things.
http://www.rotax-aircraft-engines.co...kus/d04670.pdf
http://www.rotax-aircraft-engines.co...kus/d04645.pdf
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317123#317123
Message 6
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| Subject: | Rotax 912 Series Engine Cruise RPM's |
lcfitt(at)sbcglobal.net wrote:
> Regarding the cruise RPM, the max cruise is 5500 and most of the guys I flew
> with ran that or close to that as we allways flew at the speed of the
> slowest airplane. I also know folks that use that as a max RPM - Just flew
> in a SeaRay that the guy maxes at 5300. I have heard Eric Tucker say 5500
> is fine for contiuous cruise. I also understand that the biggest factor
> with RPM and the 912, is running it too slow in cruise as torsional
> vibration at the lower RPMs are not good for the gearbox. Keep it over 5000
> to 5100 minimum in cruise.
>
> Lowell Fitt
> Cameron Park, CA
> Model IV-1200 R-912 UL
> Currently focusing on the Left Wing Rudder Gapseal Cuffs and Landing Gear
> Fairing
>
> ---
The above is simply false information. There is NO information by Rotax that says
you can not cruise your 912 series engine at less than 5000 RPM. Think about
it, an engine you were required to run at 5000 RPM or more ( about 75 %
power or more ) all the time would be pretty useless in many sport airplanes.
Since this issue has come up a lot, and Lowell constantly gives people bad advice
on this, I took the time to look this up in the Rotax manual and service
bulletins. What Rotax says is to avoid high RPM settings with high throttle
settings which would lug the engine.. ( This is good advice with any aviation
engine. ) So you can take Lowell's " I heard an an airshow " advice or you
can operte your engine according to what Rotax tells publishes. Below is what
Rotax says:
After a pretty good search, I found ZERO publications limiting cruise of 912 engines
below 5000 RPM. Second, there are many mentions operating RPM's, INCLUDING
crusing below 5000 RPM. Here it is straight from the Rotax operators manual:
http://www.rotax-aircraft-engines.co...kus/d04670.pdf
Page 5-3 Revision April 01 2010
" RUN THE ENGINE ACCORDANCE WITH THE FOLLOWING TABLE "
They list RPM's of
5800 RPM
5500 RPM
5000 RPM
4800 RPM
4300 RPM
The graphs on the previous pages cover the full RPM range from 2500 to 5800 RPM.
There is a service letter Rotax SL-912-016 that warns against " HIGH ENGINE LOAD
WITH LOW RPM " and a couple other things.
http://www.rotax-aircraft-engines.co...kus/d04670.pdf
http://www.rotax-aircraft-engines.co...kus/d04645.pdf
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317124#317124
Message 7
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| Subject: | Re: engine quit due to ethanol |
If you ever see water in the gascolator or sump using fuel with ethanol then the
entire system including the fuel tanks must be drained. That means the entire
fuel is fully saturated with water and there is so much of it, it is falling
out of solution. This is not the same with Avgas as that fuel will not absorb
the water and it settles to the low points right away.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317130#317130
Message 8
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| Subject: | Re: EGT's & Oil Temp |
Depending on where you live and the altitude you fly EGT's will run 1350F to 1470F
under normal conditions. There are several factors that effect this and not
purely the fuel. In the warmer months 1420F-1470F is very normal. I would question
EGT's over 1500F because even though it can fly there that usually isn't
normal. The EGT's can be cooler than 1350F if you fly really high or it is really
cold out. Normal oil can be anywhere from 175F-230F for normal temps, again
it all depends on altitude and OAT. I also tape my radiator during the winter
and try to keep oil temps to at least 200F+. If you live where it is really
cold this can be a challenge.
If you live where it is cold you may want to look into a Tanis engine preheat system.
they are designed with the Rotax in mind and work extremely well. With
OAT around zero the Tanis can have you entire engine block and oil up to 65F-70F.
I have installed several of these and highly recommend them. You can see a
video on the ROAN website. Quite impressive.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317132#317132
Message 9
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| Subject: | Re: Rotax 912 Series Engine Cruise RPM's |
Hi Mike,
Your right that it is not written in the manual. The only place to get this info
is to look at the published engine torque curve (5000 rpm max torque), take
Eric's class where he will tell you or talk to one of the people from the factory
where they will tell you that the engine was engineered to run between 4800-5200
rpm for cruise. Yes it will run lower, but it isn't good for it. Eric will
tell you 5000-5300 is a really good place to be.
Your 912 (UL or ULS) can do a lot of things and will run there, but what is healthy
for the continued longevity of the engine is a different story.
Just like cholesterol and smoking. Won't kill you today, but the accumulative affects
over time are destructive.
We work on "Best Practices" from accumulated history since 1989 for the 912. Keep
the best and toss out what causes premature rebuild or extra maint.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
520-574-1080
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317133#317133
Message 10
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| Subject: | Re: engine quit due to ethanol |
Thanks Roger. That is one great reason I first wash my gas.
Pete
On 10/26/2010 3:30 PM, Roger Lee wrote:
> --> Kitfox-List message posted by: "Roger Lee"<ssadiver1@yahoo.com>
>
> If you ever see water in the gascolator or sump using fuel with ethanol then
the entire system including the fuel tanks must be drained. That means the entire
fuel is fully saturated with water and there is so much of it, it is falling
out of solution. This is not the same with Avgas as that fuel will not absorb
the water and it settles to the low points right away.
>
> --------
> Roger Lee
> Tucson, Az.
> Light Sport Repairman - Maintenance Rated
> Rotax Repair Center
> 520-574-1080
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=317130#317130
>
>
Message 11
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| Subject: | Re: Rotax 912 Series Engine Cruise RPM's |
Hi Roger,
You are one of the most knowledgeable people on the Rotax 912 that I have ever
seen post on any forum. You are the first guy I would go to if I ever had a 912
question ! ( I am still using the oil filters based on your research. )
Many planes, such as mine, and the twin engine AirCam are happy with cruise RPM's
in the mid 4,000 RPM range. My plane feels best at 4200 RPM and that is where
I have always cruised at. Since Rotax publishes power curves and specs for
low RPM's, why is this bad ? My theory is that somewhere along the line some
Rotax guy wanted to prevent people from propping their Rotax 912' in the 4,000's
and running a very high throttle setting therefore " Lugging the engine
" The Rotax service bulletin even talks about this.
Rotx has given us a huge amount of information from on RPM's in their manuals and
service bullitens, Maximum RPM limitations, Minimum idle RPM, Power VS RPM
in cuise, etc. Things like minimum idle will not destroy the engine fast, it
happens over time, but Rotax still takes the trouble to tell us. I think that
if cruising below 5000 RPM's was in any way bad, Rotax would have told us.
I believe that someone close to Rotax early on misunderstood the over propped
condition with high power and the " Cruise Above 5000 RPM " myth started.
I was hoping you would comment on this, so if I a missing something, by all means
let me know !
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317149#317149
Message 12
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| Subject: | Re: engine quit due to ethanol |
=C2-=C2- I have the drain on the bottom of my tank but I never use it.
=C2- I made a=C2-clear tubing siphon with a primer bulb
near one end. I slide a piece or white pvc over the tubing to keep it strai
ght. I then put the pvc & tube into the tank to the bottom and siphon the b
ottom of the tank like a swimming pool bottom sweeper. This picks up not on
ly any water but it will pick up any sediment in the tank. Never had a prob
lem with water due to the ethanol using this method . I sweep the tank once
a month.=C2- I also have stripped out ethanol but never put the straight
gas in my plane.=C2- Works fine in all my other I/C engines. Hope this h
elps someone.-Lion8
----- Original Message -----
From: bjones @ dmv .com
Sent: Tuesday, October 26, 2010 12:50:46 PM
Subject: Re: Kitfox-List: engine quit due to ethanol
I have had two engines die because of phase seperation or settle-out of
water and ethanol from auto gas. It got my attention. Here are a couple of
take away points.
When a certain amount of water is absorbed by the ethanol in auto gas, the
ethanol and water settle-out to the bottom of the tank without much
warning.
If you sometimes saw a bit of water when you sumped your tanks in the days
before the conversion to ethanol blended gas but have not seen it since,
be careful. The ethanol in the auto gas may be absorbing that water now
causing a false sense of security. At some point in time enough water
might be absorbed to trigger settle-out.
My settleout came right out of the pump because water got into the gas
station tanks causing settleout to occur inside thier tanks. I had a long
open and frank discussion with the folks who manage the distributers
systems for most of the gas stations in my area of the state and picked
thier brains.
The gas distributer had major expenses at gas stations all across the
region where cars stalled at the pumps or not far from the station needing
tows and "repairs".
I removed the settleout from my tanks and found that it passes right thru
a funnel designed to capture water. So you can not rely on those funnels
to catch settle-out.
If you use auto gas that is not brownish in color but relatively clear
looking, when you sump your tanks it will not be easy to distinguish gas
from settleout . Both will look clear. If you use brownish gas and the sump
fluid looks clear, suspect settle-out.
When settle-out occurs you get a large volume of it fairly suddenly. About
ten percent of the total quantity in the tank is settleout , so when you
sump a tank you will not see the familiar "line" between water and gas
that we are accustomed to with av-gas or ethanol free gas if a small
amount of water is present. If your tank has 10 gallons of fuel, one
gallon will be settleout , way more than most pilots routinely sump out of
thier tanks.
If you have a header tank it may be possible to get into the air before
settle-out from a wing tank gets to the engine and kills it.
As others have said, ethanol absorbs water from the atmosphere and from
condensation inside your gas tanks, so leaving gas sitting for extended
time frames in a plane or gas can may trigger settleout in areas of high
humidity.
Gas distributers do add the ethanol to tankers just as they leave on
delivery in order to avoid absorption of water from the atmosphere.
Planes and fuel containers that are vented and exposed to rain, wind
driven rain or other water sources are at increased risk.
Arid areas pose low risk.
The test paste that is used on the end of rods to detect water in gas
tanks requires a trained eye to detect settle-out. =C2-The gas distribute
rs
tech showed me and I could not detect settle-out although he thought he
could.
Most car gas systems are refilled with fresh fuel frequently, and are
sealed so absorption of atmospheric moisture is minimal posing very low
risk of settleout .
Settleout is not a common problem, but when it occurs it can be dangerous.
===========
===========
MS -
===========
e -
=C2- =C2- =C2- =C2- =C2--Matt Dralle , List Admin.
===========
Message 13
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| Subject: | Re: engine quit due to ethanol |
Pete,
I see you are running a 912. Is it the UL 80 hp or the ULS 100 hp?
The washed gas with the 80 hp is ok if you washed 91 oct.at the left over 88 octane,
but if you have the ULS 100 hp. You need to add some Avgas to get the octane
back up to 91. If you are washing 87 oct. then it isn't sutible for the
UL either and would need some Avgas to bring it's octane rating back up. Rotax
says no less than a 50/50 mix when trying to raise octane with Avgas from a low
auto fuel octane.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
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| Subject: | Re: Rotax 912 Series Engine Cruise RPM's |
Howdy Mike,
It is two things and there are of course a few variables that we could talk ourselves
to death over. The main two issues without throwing in all the variables
is vibration and metal stress or lugging if you like that term. Now of course
prop pitch plays a part here. Low 4000's aren't good to stay at for long periods.
We all operate in high and low rpms we just usually never stay there. The
engine torque is set up to come on strong at 4800, 5000 max torque and at 5200
the torque is where it was at 4800. This 400 rpm range is it's sweet spot
so to speak. As the rpm climbs past 5000 the engine torque starts to drop off
and continues to drop, but as the rpm climbs the HP goes up until it hits it's
theoretical design peak at 5800 rpm.
The publishing of the data you speak of is just part of the technical data that
was tested and produced by Rotax. Some times I think we all are subject to too
much info and we don't always know what to do with it, me included because I'm
the analytical type anyway. I have been to a number of Rotax classes over the
years and in all of them this question comes up. In every class the answer
over the years has been the same. Cruise somewhere between 4800-5300 rpm. This
rpm will depend of course on how you have your prop set and to some degree on
your plane.
You should run the higher rpms if using Avgas to help keep the lead blown out.
Our little engines will fly what ever rpm we choose and even if you do other not
so good things to them, but what I think many of us want is a reliable engine,
one that we don't have to maint. often, shell out any more money than we have
to and keep it in good health so it will be that way to TBO. Doing non recommended
things to it like eating high cholesterol foods or smoking will only cause
its earlier than normal demise, which means a bunch of money out of your
pocket. Doing the right thing by our Rotax engine is like keeping it on a healthy
diet and exercise routine for life. I'm not doing such a good job on that
part with my body, but my Rotax will out live me. [Laughing]
I'm never here to dictate how someone should run their engine because it is their
engine, but only offer good choices to keep it the way I know people want it,
in good solid shape for many years.
--------
Roger Lee
Tucson, Az.
Light Sport Repairman - Maintenance Rated
Rotax Repair Center
Home 520-574-1080 TRY HOME FIRST
Cell 520349-7056
Read this topic online here:
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