Today's Message Index:
----------------------
1. 05:23 AM - Re: Your Mechanic May have Just Cost You (Thom Riddle)
2. 05:46 AM - Re: Your Mechanic May have Just Cost You (lucien)
3. 05:49 AM - Re: Your Mechanic May have Just Cost You (Roger Lee)
4. 06:13 AM - Re: Your Mechanic May have Just Cost You (lucien)
5. 06:35 AM - Re: Your Mechanic May have Just Cost You (Thom Riddle)
6. 06:53 AM - Re: Your Mechanic May have Just Cost You (lucien)
7. 07:22 AM - Re: Your Mechanic May have Just Cost You (Thom Riddle)
8. 07:38 AM - Re: Your Mechanic May have Just Cost You (lucien)
9. 08:18 AM - Re: Your Mechanic May have Just Cost You (Thom Riddle)
10. 12:11 PM - Oil Analysis Report (Hugh MCKAY III)
11. 12:42 PM - Re: Oil Analysis Report (Ken Ryan)
12. 02:02 PM - Re: Oil Analysis Report (Roger Lee)
13. 03:26 PM - Re: Re: Your Mechanic May have Just Cost You (Damien)
14. 05:12 PM - Re: Re: Oil Analysis Report (Hugh MCKAY III)
15. 05:28 PM - 912 UL runs rough on 1 "mag" (ejessee)
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| Subject: | Re: Your Mechanic May have Just Cost You |
Some mechanics log as little as possible in the hope that they will avoid some
liability. The logic of this eludes me but it is not uncommon.
I once bought an Exp A/B Titan Tornado 912 that was reasonably well maintained.
It was built by an A&P who rebuilds aircraft engines as his main line of work.
The only logbook entries for the Titan were oil/filter changes and annual condition
inspections, though I'm sure he did a lot of stuff that was not logged.
I asked him about it and he said I only record what the FAA requires. Since
SBs etc are not required on Exp A/B he never recorded them.
Regarding Lucien's comments about expensive annuals:
As you know, the inspection is not a maintenance and/or repair activity, except
for the engine cleaning and oil/filter change and other minor stuff like gapping
plugs etc.. Generally a mechanic/inspector's flat charge is for doing the
inspection only. Remedial or corrective work is not part of the inspection but
often required for return to service. We always issue an inspection report before
doing any corrective work for two reasons. One is that any corrective work
should be discussed with the owner so he can choose which (if any) of his options
for corrective measures is done. Two, we've not been contracted to do any
corrective work until the owner gives us the go-ahead and therefore he is not
obligated to pay us for this un-contracted work. One of his options is to not
get the work done at all. If the work is elective in nature but not required,
then we can return the aircraft to service without it being done. If it is required
work, then he can say don't do it and we do not return the aircraft to
service and that is part of the logbook entry. If he flies away after paying
our inspection fee, then our liability is ended there except to notify the FAA
of what we did.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I have reached an age when, if someone tells me to wear socks, I don't have to.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278778#278778
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| Subject: | Re: Your Mechanic May have Just Cost You |
Thom Riddle wrote:
> Some mechanics log as little as possible in the hope that they will avoid some
liability. The logic of this eludes me but it is not uncommon.
>
> I once bought an Exp A/B Titan Tornado 912 that was reasonably well maintained.
It was built by an A&P who rebuilds aircraft engines as his main line of work.
The only logbook entries for the Titan were oil/filter changes and annual
condition inspections, though I'm sure he did a lot of stuff that was not logged.
I asked him about it and he said I only record what the FAA requires. Since
SBs etc are not required on Exp A/B he never recorded them.
>
> Regarding Lucien's comments about expensive annuals:
>
> As you know, the inspection is not a maintenance and/or repair activity, except
for the engine cleaning and oil/filter change and other minor stuff like gapping
plugs etc.. Generally a mechanic/inspector's flat charge is for doing the
inspection only. Remedial or corrective work is not part of the inspection but
often required for return to service. We always issue an inspection report
before doing any corrective work for two reasons. One is that any corrective work
should be discussed with the owner so he can choose which (if any) of his
options for corrective measures is done. Two, we've not been contracted to do
any corrective work until the owner gives us the go-ahead and therefore he is
not obligated to pay us for this un-contracted work. One of his options is to
not get the work done at all. If the work is elective in nature but not required,
then we can return the aircraft to service without it being done. If it is
required work, then he can say don't do it and we do not return the aircraft
to service and that is part of the logbook entry. If he flies away after paying
our inspection fee, then our liability is ended there except to notify the FAA
of what we did.
A couple other thoughts I have on logging and inspections:
On an experimental airplane, I don't see the logic of not logging any work or inspections
you (the owner/op) do. Unless you're actively trying to evade some
rule or law it doesn't make any sense to me. I'm the one risking his neck flying
around in the air in the thing, I also don't have a photographic memory so
I need some kind of record of the maintenance/repairs/checks I've done and not
done on the plane so I can keep track of what's coming up. I usually can't even
remember when I changed the oil, what filter I've used, tightening torque used,
if I checked the mag. plug etc. So that goes in the logbook when I do it
so I have a ready reference for when it needs to be done again.
My personal opinion is the logbook is there for _me_ to know what state my airplane
is in at a given time. The legal requirements I consider to be minima but
I try to maintain a higher standard for myself.
As for the legally required inspections, they're well intended but in actual practice
they can do more harm than good. I used to live in TX where cars had to
have "annuals". A good idea in theory, but in practice one of the cheesiest,
snivelling scams ever come up with by a state govt. The intent is not public safety,
but more sinister motives like getting a particular type or age of car
off the road.
For aircraft, the situation is much better but I still believe you need to cover
your tail at all times. Like I said, things can be missed and you can't always
trust your mechanics. And the rules are inappropriate in some cases, like when
you have an LSA/912 class plane like mine in the EAB category - here the rules
are unsafe in that they require annual CI's by unqualified/untrained mechanics.
Here the owner/op has to be doubly careful. Luck is your only allay here - your
AnP may be familiar with your engine/airframe, but they also may not be.
But in all cases, IMO, the responsibility for the condition of my plane is ultimately
mine so I have to accept that and be willing to do the work to maintain
the plane.
So that;s what I consider the logbook to be - a record primarily for me to keep
track of the state of my plane. The legal requirements are, IMO, a very distant
second function to that main function for me.
Same with inspections. I don't consider an annual CI to be sufficient, so I do
a kind of continuous CI of the plane on my own and record what I do in the logbook,
legal or not.
I like to be legal, but I far prefer to be safe instead if I have to choose between
them and do choose safe every time.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278783#278783
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| Subject: | Re: Your Mechanic May have Just Cost You |
Merry Christmas Thom,
Hope your staying warm enough back there.
Very insightful post. Of the people that come through here they do have me make
all the fixes, tweaking and such, but you are 100% correct that you may not need
to for the airworthy part or the owner doesn't want you to. Then it just becomes
a logbook entry. My clients tend to want to know that they are 100% and
pay to make sure it's done that way from nose to tail. The people who just want
a logbook signed won't come to me because they know I won't take shortcuts,
and that's works for me. I have people from 6 different states that keep me busy
all year because they know I don't take shortcuts, they feel safer when they
leave and they really got what they paid for, plus they get documentation that
they usually don't get any where else. The people who care will come to you
if you treat them like the only aircraft on earth and make sure it's 100% when
it leaves. People will pay for that level of service. People like peace of
mind because they read the papers where pilots fall out of the sky and I'm sure
they don't want to be one of them. Most of my clients are cross country types,
too. Almost all are SLSA and very few ELSA except for engine work.
--------
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=278784#278784
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| Subject: | Re: Your Mechanic May have Just Cost You |
Roger Lee wrote:
> Merry Christmas Thom,
> Hope your staying warm enough back there.
>
> Very insightful post. Of the people that come through here they do have me make
all the fixes, tweaking and such, but you are 100% correct that you may not
need to for the airworthy part or the owner doesn't want you to. Then it just
becomes a logbook entry. My clients tend to want to know that they are 100% and
pay to make sure it's done that way from nose to tail. The people who just
want a logbook signed won't come to me because they know I won't take shortcuts,
and that's works for me. I have people from 6 different states that keep me
busy all year because they know I don't take shortcuts, they feel safer when
they leave and they really got what they paid for, plus they get documentation
that they usually don't get any where else. The people who care will come to
you if you treat them like the only aircraft on earth and make sure it's 100%
when it leaves. People will pay for that level of service. People like peace of
mind because they read the papers where pilots fall out of the sky and I'm sure
they don't want to be one of them. Most of my clients are cross country types,
too. Almost all are SLSA and very few ELSA except for engine work.
To be honest, if my plane were ELSA and I lived near you or Thom, I'd still take
the plane to one of you guys for at least the first CI (owner-assist of course),
so I could see what a typical LSA CI really should look like. And I could
benifit from your experience with my type of plane and motor, etc.
Like I said, the LSA rule, tho I'm a harsh critic of it in most other respects,
is a pretty decent attempt to close the hole in the EAB rule that I talked about
earlier. I.e., get LSA class planes maintained/inspected by persons legally
qualified to inspect/maintain them.
As it is, my plane being EAB, I freely and willingly admit I'd rather the mechanic
that signs off the annual CI do as little as possible and stay as far away
from my engine with a wrench as I can keep him (unless he's actually trained
and experienced with LSA's which is not the case where I am).
That's a safety concern, not a rebellious-against-the-law one. Like I said, EAB
LSA's where you're not the builder are a kind of edge case in the EAB rules where
they actually lead to an unsafe situation that weren't anticipated so it's
not really anyone's fault.
My friend who has a 2nd hand RV doesn't have to worry as much as most of the plane
is already familiar to the typical AnP, but I do have to be very careful.
BTW, at my airport I and my friend with the RV seem to be the only nutcases that
insist on full owner-assist annuals. Even my AnP noted last year that "yep...
you two guys seem to be the only ones...". And even he has given up on owner-assist
(an annual on an RV is pretty grueling). So I'm the only mental patient
left who seems to want to do his own ;)
LS
--------
LS
Titan II SS
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| Subject: | Re: Your Mechanic May have Just Cost You |
Lucien,
As you are aware, many (perhaps most) standard category aircraft owners don't really
want to understand their airplanes well enough to do even those relatively
simple owner-allowed preventative maintenance items listed in the appendix
A section C of part 43. They prefer to trust completely the mechanic/inspector
who does all the work for him/her.
I encourage every owner regardless of the type of aircraft to learn as much as
possible about their airplane so they can know when something is just not right
before it becomes broken and they become a statistic. Some take this advice
seriously but some don't. All you can do is lead the horse to the water.
I know you've seen signs at mechanic shops that say something like
Flat Rate $50/hr
$60/hr if you watch
$70/hr if you help
When we do owner-assisted (fairly rare) inspections, the owner is instructed in
how to do something and then helped if he needs it, with constant supervision.
He does not get a break on price because it usually does take longer to teach
something than to do something but I always feel better when the owner is thereafter
better equipped knowledge-wise at the end of the process.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I have reached an age when, if someone tells me to wear socks, I don't have to.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278788#278788
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| Subject: | Re: Your Mechanic May have Just Cost You |
Thom Riddle wrote:
> Lucien,
>
> As you are aware, many (perhaps most) standard category aircraft owners don't
really want to understand their airplanes well enough to do even those relatively
simple owner-allowed preventative maintenance items listed in the appendix
A section C of part 43. They prefer to trust completely the mechanic/inspector
who does all the work for him/her.
>
> I encourage every owner regardless of the type of aircraft to learn as much as
possible about their airplane so they can know when something is just not right
before it becomes broken and they become a statistic. Some take this advice
seriously but some don't. All you can do is lead the horse to the water.
>
> I know you've seen signs at mechanic shops that say something like
> Flat Rate $50/hr
> $60/hr if you watch
> $70/hr if you help
>
> When we do owner-assisted (fairly rare) inspections, the owner is instructed
in how to do something and then helped if he needs it, with constant supervision.
He does not get a break on price because it usually does take longer to teach
something than to do something but I always feel better when the owner is
thereafter better equipped knowledge-wise at the end of the process.
Yep, I'd kill for that. As there's still a lot about my plane and motor I still
don't know (in fact I may be PM'ing you again on the carburettor overhaul issue
here in a bit, something that still needs to be done).
BTW, to my knowledge there's nothing in the rules for standard category that actually
prevents the owner/op from participating in or even slap doing maintenance,
repairs and even the annual - it's just that all the work and inspections
have to be signed off by an AnP (and an AnP with inspector rating on the annual).
Tough to find an AnP that'd be that permissive, tho.
This year I think I'm actually going to go through the part 43 checklist on my
plane myself in Feb. before taking it in. The AnP will still have to do it at
annual but I don't think I've actually done the list before on any of my other
planes.
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278789#278789
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| Subject: | Re: Your Mechanic May have Just Cost You |
The preventative maintenance items in the appendix referred to above are those
that the owner can legally perform and make his own logbook entries for, using
his pilot certificate number, like mechanics use their mech. certificate numbers.
Regardless of who does the preventative maintenance item it must be logged.
Some owners think they can do it but don't have to log it. Not so; it must
be logged to be legal.
Some mechanics, if s/he knows you and knows that you do good and contentious work,
will sign off on owner-assisted inspections. However, some mechanics will
not do any work or inspection at all on experimental aircraft of any kind. In
my experience that is much more common than those who will do owner-assisted inspections.
Those I've spoken to who will not do anything on exp a/b aircraft
cite liability as their primary concern. What I think is really going on with
these mechanics is that they know they don't know the airplane (as built) and
don't have well documented maintenance manuals to go by, which is what they are
used to on std. cat. aircraft. When we inspect an experimental, by the time
we're done with it we know it pretty well. The first inspection always takes
longer than subsequent ones, due to the learning curve.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I have reached an age when, if someone tells me to wear socks, I don't have to.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278792#278792
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| Subject: | Re: Your Mechanic May have Just Cost You |
Thom Riddle wrote:
> The preventative maintenance items in the appendix referred to above are those
that the owner can legally perform and make his own logbook entries for, using
his pilot certificate number, like mechanics use their mech. certificate numbers.
Regardless of who does the preventative maintenance item it must be logged.
Some owners think they can do it but don't have to log it. Not so; it must
be logged to be legal.
>
> Some mechanics, if s/he knows you and knows that you do good and contentious
work, will sign off on owner-assisted inspections. However, some mechanics will
not do any work or inspection at all on experimental aircraft of any kind. In
my experience that is much more common than those who will do owner-assisted
inspections. Those I've spoken to who will not do anything on exp a/b aircraft
cite liability as their primary concern. What I think is really going on with
these mechanics is that they know they don't know the airplane (as built) and
don't have well documented maintenance manuals to go by, which is what they
are used to on std. cat. aircraft. When we inspect an experimental, by the time
we're done with it we know it pretty well. The first inspection always takes
longer than subsequent ones, due to the learning curve.
That's a good point. When I had my Kolb (FS II), I couldn't get an AnP to look
at it at all primarily because of the engine (rotax 503). The airframe itself
on all the Kolbs is really high quality probably the highest quality you'll see
on a light a/c. it uses aircraft grade hardware, materials, fabric etc. throughout
the whole plane. There's nothing goofy on it and it's all AN hardware,
Stitts fabric and etc. so that's not too big of a deal for a traditional AnP to
look at.
But the engine just sent em running....... Unfortunately, that eventually led to
me having to sell the plane, which fortunately the new owner had access to an
AnP that'd be willing to sign off the CI.
But I can see it and didn't fault them for it, since they have to put their signature
in the logbook.
PS: speaking of Rotax, is there a convenient way to check the timing on the 912?
At my first annual, the AnP I went to asked how to check it and we couldn't
figure it out. I vaguely remember looking in the maintenance manuals for this
and couldn't find it..... I'm assuming its similar to the 2-strokes where you
position the trigger coils just right in their mounts, but I can't see an easy
way to visually check this on the 912?
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278793#278793
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| Subject: | Re: Your Mechanic May have Just Cost You |
Lucien,
The 912 timing is fixed by the position of the trigger coils and they are not adjustable
for timing. As long as everything is fastened properly the timing is
correct. On Kolbs it is easy to see these by removing the plastic cover. On tractor
mounted engines it may be difficult to access this area. Fortunately, this
is one area that rarely causes problems on the 912. The electronic modules
can fail and the plug connectors must be well secured to the modules to prevent
vibration caused problems.
--------
Thom Riddle
Buffalo, NY
Kolb Slingshot SS-021
Jabiru 2200A #1574
Tennessee Prop 64x31
I have reached an age when, if someone tells me to wear socks, I don't have to.
- Albert Einstein
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278795#278795
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| Subject: | Oil Analysis Report |
I have a 912 UL engine which had 228 hours on it when the oil was first ana
lyzed. I bought the engine new. It has been operating in my plane since Jun
e 2007. At 228 hours the oil had 53 hours when the first sample was taken.
The report from the first analysis had no comment on the results because it
was an initial test. The engine had 283 hours on it when the oil was chang
ed, and a second oil sample was taken and analysed (i.e 55 hours on the oil
). The second analysis and report showed an increase in Iron content from 2
0.4 ppm to 22.4 ppm (i.e an increase of 2.0 ppm). This item was flagged in
the report as an "Early Warning".-There were some other increases in ppm
for copper (+1.5 ppm), and silver (+1.3 ppm), but no comment regarding thos
e increases. I am going to call the lab and try to find out why they have f
lagged the Iron content as "Early Warning". Can anyone give me some guidanc
e as to why they would have flagged this as "Early Warning"? Early
warning of what?? What are the limits of iron in the engine oil in ppm for
a Rotax 912 UL with only 283 operational hours? Can anyone help me with th
is?? Am I in trouble with my engine?=0A=0AHugh McKay=0ARotax 912UL=0AAllegr
o 2000=0AN661WW
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| Subject: | Re: Oil Analysis Report |
Here's a link to a short video on the topic of oil analysis:
http://link.brightcove.com/services/player/bcpid1184434145?bclid=1184431670&bctid=1672104239
On Thu, Dec 24, 2009 at 11:08 AM, Hugh MCKAY III <hgmckay@bellsouth.net>wrote:
> I have a 912 UL engine which had 228 hours on it when the oil was first
> analyzed. I bought the engine new. It has been operating in my plane since
> June 2007. At 228 hours the oil had 53 hours when the first sample was
> taken. The report from the first analysis had no comment on the results
> because it was an initial test. The engine had 283 hours on it when the oil
> was changed, and a second oil sample was taken and analysed (i.e 55 hours on
> the oil). The second analysis and report showed an increase in Iron content
> from 20.4 ppm to 22.4 ppm (i.e an increase of 2.0 ppm). This item was
> flagged in the report as an *"Early Warning".* There were some other
> increases in ppm for copper (+1.5 ppm), and silver (+1.3 ppm), but no
> comment regarding those increases. I am going to call the lab and try to
> find out why they have flagged the Iron content as "Early Warning". Can
> anyone give me some guidance as to why they would have flagged this as
> "Early Warning"? Early warning of what?? What are the limits of iron in the
> engine oil in ppm for a Rotax 912 UL with only 283 operational hours? Can
> anyone help me with this?? Am I in trouble with my engine?
>
> Hugh McKay
> Rotax 912UL
> Allegro 2000
> N661WW
>
> *
>
> *
>
>
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| Subject: | Re: Oil Analysis Report |
Hi Hugh,
Just watch the samples, they will fluctuate up and down. My sample was iron 24.1,
copper 9.3 and silver .1. at 351 hrs
The 400 hr. sample was iron 20.7, copper 9.3 and silver less than .1
I'll let you know what my 500 hr. sample is in about 2-3 weeks when I get the results
back.
Your oil analysis will fluctuate. Just look for continuing trends. With these readings
both my reports stated they were normal. I have others at lower hour samples
and they all fluctuate some. I would bet switching oils between analysis
might change the results too.
I will also depend on who is doing your oil analysis. I have been using Aviation
Laboratories that do a lot of Rotax engines.
I will say this, my best analysis and my cleanest mag plug checks are with AmsOil
motorcycle oil. I use 20-50W in the warm months and 10-40W in the colder months.
The mag plugs I see using Amsoil seem to be cleaner for my clients that
use the Amsoil over other oils. My mag plug may have nothing at all on it and
some of the other oils have mag plugs with fuzz on it. Just an observation from
seeing 35 different oil mag plugs a year and at least 2 oil changes each. I
use Amsoil in my Honda Goldwing 1800 too and it does make my shifting smoother
and quieter. A little fuzz on the plug is normal, but clean seems to work for
me, too.
--------
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=278816#278816
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| Subject: | Re: Your Mechanic May have Just Cost You |
----- Original Message -----
From: "Roger Lee" <ssadiver1@yahoo.com>
Sent: Thursday, December 24, 2009 8:49 AM
Subject: RotaxEngines-List: Re: Your Mechanic May have Just Cost You
>
> Merry Christmas Thom,
> Hope your staying warm enough back there.
>
> Very insightful post. Of the people that come through here they do have me
> make all the fixes, tweaking and such, but you are 100% correct that you
> may not need to for the airworthy part or the owner doesn't want you to.
> Then it just becomes a logbook entry. My clients tend to want to know that
> they are 100% and pay to make sure it's done that way from nose to tail.
> The people who just want a logbook signed won't come to me because they
> know I won't take shortcuts, and that's works for me. I have people from 6
> different states that keep me busy all year because they know I don't take
> shortcuts, they feel safer when they leave and they really got what they
> paid for, plus they get documentation that they usually don't get any
> where else. The people who care will come to you if you treat them like
> the only aircraft on earth and make sure it's 100% when it leaves. People
> will pay for that level of service. People like peace of mind because they
> read the papers where pilots fall !
> out of the sky and I'm sure they don't want to be one of them. Most of my
> clients are cross country types, too. Almost all are SLSA and very few
> ELSA except for engine work.
>
> --------
> 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=278784#278784
>
>
>
Message 14
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| Subject: | Re: Oil Analysis Report |
Roger:=0A=0AThank you for your reply. I am using Mobile 1 Racing 4T 10W40 F
ully Synthetic and have been since the engine was new. At least I am not al
armed now having read your email. I will continue to watch the samples. I s
till do not know why the lab flagged the iron content, but I will ask them
after Christmas. Let me know what your 500 hr sample results are. Thanks ag
ain, and Merry Christmas!=0A=0AHugh McKay=0AAllegro 2000=0ARotax 912UL=0AN6
61WW=0A=0A=0A=0A________________________________=0AFrom: Roger Lee <ssadive
r1@yahoo.com>=0ATo: rotaxengines-list@matronics.com=0ASent: Thu, December 2
4, 2009 5:02:26 PM=0ASubject: RotaxEngines-List: Re: Oil Analysis Report=0A
m>=0A=0AHi Hugh,=0A=0AJust watch the samples, they will fluctuate up and do
wn. My sample was iron 24.1, copper 9.3 and silver .1.- at 351 hrs=0A=0AT
he 400 hr. sample was iron 20.7, copper 9.3 and silver less than .1 =0A=0AI
'll let you know what my 500 hr. sample is in about 2-3 weeks when I get th
e results back.=0AYour oil analysis will fluctuate. Just look for continuin
g trends. With these readings both my reports stated they were normal. I ha
ve others at lower hour samples and they all fluctuate some. I would bet sw
itching oils between analysis might change the results too.=0A=0AI will als
o depend on who is doing your oil analysis. I have been using Aviation Labo
ratories that do a lot of Rotax engines.=0A=0AI will say this, my best anal
ysis and my cleanest mag plug checks are with AmsOil motorcycle oil. I use
20-50W in the warm months and 10-40W in the colder months. The mag plugs I
see using Amsoil seem to be cleaner for my clients that use the Amsoil over
other oils. My mag plug may have nothing at all on it and some of the othe
r oils have mag plugs with fuzz on it. Just an observation from seeing 35 d
ifferent oil mag plugs a year and at least 2 oil changes each. I use Amsoil
in my Honda Goldwing 1800 too and it does make my shifting smoother and qu
ieter. A little fuzz on the plug is normal, but clean seems to work for me,
too.=0A=0A--------=0ARoger Lee=0ATucson, Az.=0ALight Sport Repairman - Mai
ntenance Rated=0ARotax Repair Center=0A520-574-1080=0A=0A=0A=0A=0ARead this
topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=2788
=========================0A
====================
Message 15
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| Subject: | 912 UL runs rough on 1 "mag" |
My 912 UL runs smoothly on the Right mag but rough on the left. I have checked
all the plugs and they seem fine. I have had this problem for a while but it
goes away when the engine warms up. I can't seem to get the engine warm flying
--------
Ernest Jessee
N4931M
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278829#278829
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