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Five year rubber replacement list

in General Tech Discussion 14 years ago
Does anyone have a standard or boiler plate list of parts that need to be changed for the 5 year rubber replacement maintenance. There seems to be many vartiations floating around. :S

  • Re: Five year rubber replacement list

    by » 14 years ago

    Hi Gary,

    I set one up and gave it to CPS for a Flight Design CTSW. The parts should be the same just double check your hose lengths and give them a call. Each plane brand may have some differences in the hose lengths, but should be really close. I have done 8 rubber replacements and have had no issues with the parts kits. Ask for Jeremy.

    Roger Lee
    LSRM-A & Rotax Instructor & Rotax IRC
    Tucson, AZ Ryan Airfield (KRYN)
    520-349-7056 Cell

      
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  • Re: Five year rubber replacement list

    by » 14 years ago

    Would someone post a typical parts list for rubber parts replacement on a 912UL? Any alos other items to anspect and consider replacing while disassembled. I realize hose lenghts vary, my plane is a Pulsar XP. Thanks, John S.
      
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  • Re: Five year rubber replacement list

    by » 14 years ago

    Hi John,

    There are some common parts for your list, but there can be a fairly big difference, too.

    Here are some of the parts for the 5 year rubber replacement:

    rubber carb socket x 2 267-788
    carb socket "O" ring x 2 230-300
    carb diaphragms x 2 861-115
    air intake "O" rings x 2 230-910
    Valve cover "O" ring set. Comes for all 4 valve covers. 881-920
    crush gaskets (5) 950-143
    25mm or 1" coolant hose. This totally depends on how your coolant system is setup as far as length
    1/4" Gates fuel injection hose. depending on your system setup
    5/16" Gates fuel injection hose. Depending on setup for length.
    13mm hose for the oil system. Depending on setup for length

    The coolant hose on top of the engine connected to the coolant tank can be very different depending on aircraft Mfg.
    17mm 90 degree bent coolant hose for cyl. #2 922-192 This one is fairly standard.
    The other coolant hoses are all 17mm 922-250 and you can not buy this hose size in the US. measure what you need for the plane and order it from Rotax distributor in a full length and then just cut what you need for individual lengths.

    If you have a fairly new 912UL you will have a red rubber hose that comes off up at the carb balance tube and feeds both carbs their fuel. if you do you will need this fuel hose assembly 874-911
    If you have stainless steel lines here then you do not need this assembly.

    Do not forget to change out the rubber engine mounts. These get cracked, soft or hard. These will lead to bad vibrations or severe engine movement on start up which could cause a prop/fuselage strike.

    I know you don't want to hear this next part, but all the parts may cost anywhere from $700-$1100 depending on how your engine hose setup is.

    This list should get you most all the parts you need, but again your individual setup for your engine will be different from some others.


    I hope this helps out.

    Roger Lee
    LSRM-A & Rotax Instructor & Rotax IRC
    Tucson, AZ Ryan Airfield (KRYN)
    520-349-7056 Cell

    Thank you said by: John Schussler, Jim Flock
      
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  • Re: Five year rubber replacement list

    by » 14 years ago

    Just now learning about this five year (all rubber replacement) on Rotax 912 engines used in SLSA’s . Where did this mandate come from or source of it? Where is the authority to make the mandate, if that is the proper word? Should this not come from the aircraft manufacture as a requirement or as an advisory? As for the parts in question: only external parts or external and internal parts such as the gear box? Is this “mandate” available in print somewhere so as to answer these and other question? Thanks in advance for any enlightenment. Ed
      
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  • Re: Five year rubber replacement list

    by » 14 years ago

    Hi Ed,

    Well here's the deal for SLSA. FAA doesn't recognize the SLSA as a certified aircraft or one that they actually rule over and many of the FAA maint. items do not apply to SLSA. It leaves all the maint. requirements, the how to's and support of these items up to the aircraft Mfg. That said the aircraft Mfg could make things more restrictive, but they can't give away things not allowed by the FAA. So there is a balance. All the SLSA Mfg's refer to the engine manuals for their engine work and inspections and what has to be done. They aren't going to over ride what Rotax says because all the liability for such a thing would fall directly on their shoulders. Once they have done that (and most have) then you're locked into what the Rotax manual says to do. If it is a Rotax then if you read the Line Maint. manual dated Oct. 2009 section 2.1 Time Limits you are set to go. (see file attachment) If you fail to do this as an SLSA and it was required which most SLSA's are then you would no longer be airworthy. So right now just about all 2006 SLSA's in the US are due this year. I have been doing these since the beginning of the year. Some planes can be done with the engine on without any issues and some need to be pulled. The problem with rubber parts or hose is everyone thinks you can tell their condition by squeezing them. Nothing is farther from the truth. If they are old and hard then that is one symptom only. The bigger issue is you can't see inside and can't see flaking, sluffing or separation. Getting some fuel line flake in the carbs could bring you down and that hose may have been soft. I have had several hoses that are 5 years old in the shop that looked good on the outside, but were trash on the inside. Plus there is never a way to tell when a hose may spring a leak or split. I have a friend that had an oil line spring a leak and cost him a new 912ULS, expensive. This is a safety issue and Rotax is using it's 20+ years experience with (using its 40,000 912/914's sold, 15th birthday of the 115hp 914 turbo, and over 24 million hours logged in the air) engines as its "Best Practice". Would some hoses last longer well sure, but there are too many that have had very expensive issues and crash landings that didn't do it so everyone should strive to fall on the smart safe side of the fence so we don't have to read about one of us in an NTSB report and then shell out thousands of dollars to fix our plane.

    RotaxLineMaintmanualTimeLimits.pdf (You do not have access to download this file.)

    Roger Lee
    LSRM-A & Rotax Instructor & Rotax IRC
    Tucson, AZ Ryan Airfield (KRYN)
    520-349-7056 Cell

      
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