Roger Lee

No. I haven't heard of anyone getting an LOA for a small muffler repair. I've done 8-9 at my shop. You can repair that minor crack so long as you don't alter the muffler system, which you aren't.

RW just likes his anonymity on the forums and no it isn't me.

Because RW is the top Rotax knowledgeable person and that may be in the world. Many have met him. I've known him for 23 years.

Quote from RW, I don't have much to say on this subject however this is by no means a new engine. This "clone" has been out for many years and they do have a turbo version also. The issue we should be concerned with is it is a copy and not original. That said they do not have the original testing or R&D to back this thing up. I saw these sold in Latin America years ago and the owners indeed tried to buy spares from the regional Rotax dealers. (Chile and Ecuador were the countries I heard from a number of years ago. They have a dealer in Europe and Rotax is aware of them. Given the Rotax design is from the 1980s there is no patent infringement argument if you were wondering. The R&D is being done by, as you no doubt guessed, the experimental builders. Time will tell. Lets see one at 2000 hours. Currently they are experimental only.

We're getting off topic about documentation. Hi Tom, That is correct now, but there are tens of thousands of Rotax engines out there since around the 1990 era that still use rubber hoses. Many of the rubber hose were metric. It was stamped right on them.

Rotax used to and still may use Gates hose Mfg'ed in Europe. They even had a recall on one of their Gates hoses on the fuel pump a while back. The difference tends to be MM vs US standard I.D.

You can add and be as specific in detail as you want. The FAA says that what's in the FAR's as a legal logbook entry is the bare minimum and they say they encourage people to document more. So however detailed you want to be is up to you, but at least log the general items. If you touch it, tweak it, torque it or change it take the extra minute and just write it down. You don't have to be Earnest Hemmingway you can write it anyway you want, just write it.

Make sure you also take some Rotax classes. It's important.

Hi Tom, Thanks for the catch. I crossed two papers and messed the document up. I deleted the 107 part.

Good & Legal Documentation USA & FAA vs a Mechanic’s Documentation Piloting, being an owner or a mechanic takes responsibility and attention to what’s legal or the “the best practice” in maintenance and that helps keep us all safe and away from bad legalities. Watch what you write it can and will be used either to support you for the good or cause you bad legal issues. I’m writing this in the hopes to help owners and mechanics to not be a target in case of an issue and it doesn’t have to be something you did wrong to become that target. As an owner / pilot make sure the mechanic or yourself does the right thing and document’s so you aren’t hanging out on a limb. You’re also paying good money for an inspection and it should be done the way you need it done and not always the way some people do them. I spent 30 years in the field and watched countless times when people from all walks of life got burnt to the ground in court or legal issues all because of either poor or no documentation. The other issue with poor documentation is getting Rotax or the aircraft’s MFG help. If you didn’t ever do your Rotax 25 hr. warranty inspection or you have poor logbooks you may not get help during warranty or at other times. You’ll be ask to fill out a Customer Service Information Report and send in your logbook entries. In the last few years I have seen more and more SLSA logbook entries state they were inspected in accordance with FAA part 43 checklist. The SLSA Mfg’s must provide a maintenance manual and inspection checklist and you must use it over the FAA part 43 checklist. If you inspected an SLSA or an SLSA that was turned into an ELSA and you used a part 43 checklist then you missed half of what the MFG has listed for their specific inspection. Now you’re hanging out on that proverbial limb for trouble. SLSA aircraft have maintenance manuals with inspection checklist in them. It’s easy to just print the fuselage and Rotax maintenance checklist and use it. If your mechanic doesn’t do it print it out and give it to them. I print a checklist for the Rotax and one from the aircraft Mfg when I inspect aircraft and fill it out. I sign off everything and if I touch, tweak, torque or change something it gets annotated in the margin. Then I give this checklist to the owner. I do the same thing with a Rotax maintenance checklist and the owner gets this. A normal inspection logbook for me is usually a full logbook page long and typed in #9 font so it all fits and of course it’s more readable than many hand written entries. A Rotax rubber change and an annual is usually two pages long. This shows you followed the SPECIFIC aircraft Mfg’s and Rotax’s inspection items and didn’t use a general FAA general part 43 checklist and missed many items. I see some only doing 100 hr. inspections and no mention ever of an annual condition inspection and vise versa in the logbooks. You could just write you are doing the 100 hr. and annual condition inspection at the same time. I see too many three liner logbook labels. This is just being lazy. The FAA says this is the bottom of a barely legal logbook entry depending on your wording. They usually say they inspected this aircraft IAW (In Accordance With) the aircrafts maintenance manual and then “put it back in service”. Bad idea for any LSA. When you wrote you did an inspection IAW the maintenance manual that means you did everything on that checklist and we know many times that doesn’t happen. Very few actually use the real checklist. So if anything happens to that plane or engine you better be able to prove what you did and the numbers associated with it because you put in writing that you did it “IAW” the manual. I’ve had a few companies ask me to call mechanic’s and ask what they really did. 100% of those failed to even do half the proper inspection for that aircraft or even have a clue to what any numbers were i.e. gearbox friction torque check or plug gaps or compression test, ect... Then they write they put the SLSA back in service. You can’t do that for LSA. You must “find it in a condition for safe operation”. This is not a certified aircraft so it doesn’t just get returned to service. Plus the bottom line in court is “if you didn’t write it you didn’t do it”. Complain all you want, but that’s what the courts and lawyers standards are for any trial and so does the FAA and insurance companies. This is like the Internal Revenue Service at tax time. You can claim anything you want until you get caught or audited. You don’t need to be Earnest Hemingway to document. All you are is a secretary and write it any way you want, just write it down. If you did something then write it down. i.e. oil change or spark plugs or gearbox friction torque, ect…. Example only: You replaced all spark plugs with new NGK DCPR8E plugs, gapped them at .025 and applied thermal paste. You performed and oil change. You drained the oil and installed 3 liters of Aero Shell Sport Plus 4, installed a new Rotax oil filter, Inspected the magnetic plug and found it clean then safety wired the mag plug and oil tank plug back in place. Removed, cleaned and oiled the K&N air filter. You did a gearbox friction torque check and it was 480 in/lbs. You say why write that I put safety wire on the magnetic plug or oil tank plug. Because in let’s say 6 months the plane goes down because of an engine failure and they find the magnetic plug gone. Then you’ll know it wasn’t you and someone else was in there after you and they failed to apply safety wire. Protect yourself. So now the owner knows you did a complete job, knows what you did and for the next inspection has information to compare trends happening. It’s so easy to protect yourself and the owner. Plus it makes the next mechanic’s job easier because he’ll know what was actually done or not done or what SB’s were followed. Good documentation also makes the plane easier to sell and keeps its value up higher. Last, but not least. If someone writes a three liner for an annual condition inspection and says that the rest is on file then they must have it already done. Then why didn’t they just reach over and hit the print button and give you the additional logbook entry information? What happens if their system gets wiped out by hackers or a total system failure. Make them print out and give you what they just said they have. You paid for it. And here it is. Just remember: If you didn’t write it you didn’t do it and there is no way you can prove it especially after it’s way down the calendar time. Fly safe, have fun and be all you can be! Here’s another documentation article. https://www.rotax-owner.com/en/rotax-blog/item/22-good-documentation-its-everything

Hi All, It's getting closer to class time and slots are closing up. If you own a Rotax engine you should take a Rotax service class that will teach you all the everyday maintenance , but with our class we not only cover that, but we use a Rotax inspection checklist and go down that item by item. Plus we get into hoses, hose change, clamps and how to adjust your prop the proper way. We delve deep into carb sync and what the gauges are telling you and we do real time carb syncs. You'll learn how to diagnose with gauges. We work on a live aircraft / engine. What's really unique about this class is we keep the class size small at 10 students because you all will be turning all the wrenches and screwdrivers for the annual checklist. Because of he way we teach, work on the engine, do an annual on an engine and have all the students do the work this will answer all your Rotax questions and since you are doing all the work you will remember more from this class. There is no way you can attend this class and not learn things. Roger Lee Tucson, AZ 520-349-7056

I went ahead and bought four. I needed to replace some ones I've used. Amazon used to be a place to buy them, but the prices have all gone up.

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Rotax 912 Annual & 100 Hour Enhanced Service Class Expanded Inspection & Service Class Instructor: Roger Lee in Tucson, AZ (This is a private class and not a Rotax certified class) This is a two day class. Dates: May 4th & 5th, 2024 Saturday & Sunday (0800 hrs. – 1700 hrs) Cost: $450 Do to the hands on work a maximum class size is 10-12. Pre-registration is needed because classes are usually full. Phone: 520-349-7056 or Email: roger@lsamechanic.com Location: Ryan Airfield in Tucson, AZ Due to a big demand this class is back. Prepare to learn and have fun doing it! This is an improved service level class that will raise and improve the 100 hour and annual inspection understanding. It will guide people to perform at a higher level of education and knowledge base whether you are a private owner or a mechanic. After discussions and feedback with the students that have taken this enhanced Service class with mostly hands on instruction they feel like they are capable of performing at a higher level with inspections, performing simple service work and documenting in the logbook over some other service classes. This class will have a couple hours of classroom each day, but the majority of each day is all hands on work with a functioning Rotax 912ULS and a 912iS engine and targeting the 100 hour / annual inspection and general service work. We will perform an actual annual inspection on a functional aircraft and every student will be supplied with an inspection checklist. We will demonstrate and perform other service functions. While working you will be able to ask real time questions and take notes to help your understanding of the work when you return home. This will empower owners and mechanics to perform better 100 hour and annual inspections, better DOCUMENTATION, and service-based maintenance on the 912 engines. This class will expand on the already successful Rotax Service class by incorporating more hands on time, but more importantly it will expand on better logbook documentation and will focus on a more detailed and proper inspection process while performing service-level work on the 912 UL, ULS & iS class engine and the 914 engine. This enhanced class will help reduce maintenance induced engine problems and simple time consuming inquiries to the Rotax distributors’ and owners’ maintenance based questions. The new Expanded Inspection Service Class and associated demonstrations will include, but not be limited to: Classroom instruction: each day is 3-4 hours of classroom with engine part props (Each student to bring a laptop, IPAD or similar media device) 1. Registering engines 2. Finding current manuals on the different internet sites 3. How to use each manual and its content 4. Having students demonstrate where to find appropriate documentation for given problems 5. Service Bulletins and related document recovery from the internet 6. Understanding Service Bulletin and related material 7. Understanding what is included in the required 25 hour warranty inspection and its importance 8. Parts’ time limits and their importance 9. Check list locations, usage and their importance (Inspection check list) 10. Logbook entries, their importance and the proper way to log engine information 11. Researching and use of proper fluids (Loctite, oils, lubricants and fuels) 12. Hose change and its challenges. (The why’s and how’s) In hangar work and hands on ramp demonstrations: (approximately 12 hrs) 1. Following and using the Line Maintenance 100 hr. and Annual check list. (each student will be issued a checklist) 2. Proper hose inspection and its importance 3. Proper use of hose clamps, clamping techniques and the tools. Types of clamps and demo each including Oetiker, Band-It, fuel injection clamps and the constant compression spring clamps. 4. Wiring inspections and what to look for with minor trouble shooting on a few common wiring problems. 5. Water pump weep hole inspection and what to look for. Information on what to do if coolant is found on the floor from this area. 6. How to perform an actual oil purge and its proper technique and why this is so important. 7. Discussion on draining and re-filling the cooling system 8. Applying heat and vibration shields and what constitutes vulnerable areas. 9. Remote mounting the oil pressure and or fuel pressure sender 10. How to remove pins from plastic wiring connectors (i.e. the ignition modules and regulator/rectifier) 11. Gearbox friction torque test and how to locate the TDC mark 12. Perform a differential compression test and discuss its indications 13. Proper K&N air filter cleaning and oiling 14. Full class involvement in how to do a mechanical carb sync and a pneumatic sync and how to diagnose carb problems with gauges 15. Carb inspection and weighing floats 16. Proper spark plug gapping and thermal paste application. 17. Oil pressure regulator installation. (plug screw, spring and mushroom) 18. 90 degree coolant elbow inspection for leaks and proper leak repair 19. Gearbox removal and installation. We will disassemble a gearbox just to allow students to see its interior parts operation (no maintenance, just prep for shipping to a distributor) 20. Trouble shooting low fuel or oil pressure problems. (How to set up an inexpensive test gauge) 21. Possible Tanis or Reiff pre-heater application 22. Fuel pump replacement 23. Removal and cleaning of the oil tank 24. Safety wiring the oil pressure regulator plug screw, magnetic plug, air filter and throttle cables when needed 25. Cutting and inspecting the oil filter (how to wash it for better results) 26. Header Wrap installation discussion. The do’s and don’ts. 27. Proper exhaust spring inspection, installation, including safety wire and proper application of high temp silicone 28. Proper prop pitch setup demonstration. This seems to be a big one for many people. Many owners and A&P’s don’t know how to do this and it’s important for the engine. 29. Oil and oil filter change and catching an oil sample for a lab analysis. Venting vs Purging 30. General Trouble shooting (questions & answers) ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Tucson, AZ Rotax Enhanced Service Class Details May 4th & 5th, 2024 The class is May 4th & 5th, 2024 (Saturday & Sunday). The class will start promptly at 0800 each day. There will be classroom presentation in the Ryan Airfield conference room each day in the morning and work in the hangar each day after the class presentation. There will be a lunch break each day at approximately 1130 hours. Please bring a laptop or tablet device in case you need to find Rotax information and manuals on line. There is Wi-Fi in the classroom. The class is being held at Ryan Airfield (KRYN) in Tucson, AZ. (9698 W Ajo Hwy). This is west of Tucson proper and city limits and approximately 15 minute drive from the Tucson Airport (TIA). If you fly in your own aircraft parking is right up at the back door of the conference room. Rental cars are available at Tucson Airport or Enterprise car rental on Valencia road and Uber can pick you up at Ryan if you need a car from there. Directions to Ryan Airfield are as follows and can be reached by either Ajo Hwy or Valencia Rd. They both run right in front of Ryan Airport. The conference room is up front at the airport on Ajo Hwy. It is the only building out on Ajo Hwy and the only parking out on Ajo Hwy. If you are staying in Tucson central or out by Interstate 10 then take I-10 to I-19 south. Immediately exit west onto Ajo Hwy. Follow this road 12 miles out to Ryan Airfield. If you are staying in a hotel out by Tucson Airport off Valencia Rd. Just head west on Valencia until it dead ends right at Ryan Airfield on Ajo Hwy. or for a unique experience Casino Del Sol at 5655 W Valencia Rd. just 5 minutes down the road from Ryan Airfield. This is a large Native-American Casino. There is a restaurant at Ryan field. There a two other restaurants in the area. We can share cars. Prepare to learn and have fun doing it! For questions call Roger Lee in Tucson, AZ at 520-349-7056 Rotax class directions 2024.docx Rotax class for 2024.docx

All Ace Hardwares are different. Some are small and some are big. Mine here on 22nd & Kolb may be the largest in the US. Page,AZ has a small one. You have to check each one out individually. If you saw mine you'd be shocked. They took over a whole shopping center.