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Roger Lee

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About Roger Lee

  • Rank
    Master Star Fighter
  • Birthday 10/15/1953

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    ssadiver1@yahoo.com

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  • Location
    Tucson, AZ
  • Interests
    Flying, Camping, Shooting, SCUBA, ATV riding
  • Gender
    Male

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  1. The Rotax inspection list is in the Line Maint. manual. The FD checklist is in their maint. Manual. Both are printable. I use them and give them to every customer without fail.
  2. Hi Rodney, "The really nice part of the larger tube is that you can now idle your engine down to about 1350 or 1400 with no shake rattle, n roll." The gearbox and other engine components wear at low rpms comes from the 11: 1 compression and that can't be changed. No different than running any high compression engine below a specific rpm. This is why the 912UL at 9:1 has no issues at lower rpms. Get the rpm too low and the thing wears internally and many see this when and engine feels like it's running rough. The build of the engine vs today's newer engines will have more issues. They use a little older technology to keep the engine small and light. There are reasons engine companies set minimum idle rpms which may not be obvious to the users. Unless you were part of the design, build and test phase and with more than 5 million run hours I think it would be hard to second guess all their reasons and design specs. Just because you can't hear it or see it with one test doesn't mean something isn't going on.
  3. Roger Lee

    New Floats from MS

    Clean the outside coating flake off and keep using them. The outside coating has nothing to do with their floating or fuel absorption. I have been cleaning the flake off for almost 20 years without any issues. You could take a key and poke a bunch of dents in the float and it wouldn't make any difference. The hundreds of thousands of tiny bubbles that make up the float are all self sealed. So a damaged bubble does not affect the bubble next to it.
  4. Roger Lee

    Rotax 912iS versus the 914 Turbo - Which One?

    The 912iS fix before now was just to install the same parts and hope they didn't wear again. Some had to replace gearbox parts 4-5 times. Rotax identified the issue as poor oil distribution in the gearbox, but especially on top and forward. The fix is now a new gearbox with a new oil spray nozzle mounted in the front to spray oil on top. You can see this in the new Parts manual. The gearboxes are just now coming out. Part of what took so long was the extensive testing that took thousands of hours to make sure it would work. Props were not the cause of the 912iS gearbox dog hub wear. It is usually a good idea to get your prop balanced for the longevity and health of the engine over its lifetime.
  5. Roger Lee

    Rotax 912iS versus the 914 Turbo - Which One?

    The 912iS gearbox fix is just now hitting the market.
  6. Roger Lee

    Dynon D120 EMS settings

    Some of this is individual preference. There is no minimum temp for CHT’s so I set mine and my clients down around 100F and the yellow should already be set right at 230F and max is 266F. The 266F is getting too close to boiling and vapor with 50/50 at 275F. So I set my max at 260F because if it gets that hot you need to land and find out why. Trying to get every last degree isn’t your wisest move. The EGT is almost the same for the low temp. You don’t really have any control and it doesn’t hurt anything some why set some ridiculous low number. I usually use something like 800F for the EGT low and 1500 for the high yellow. Max 1616F EGT is probably already done. This is another one. If you are seeing over 1550 for a max time to land and figure out why. So I set my max at 1575F. Again why push the limits. It’s obvious something is wrong why try and squeak out another few degrees and possibly have a real issue. Best practice is to always play it on the safe side instead of having to throw more money at it for an additional repair. Items like oil temps can’t be changed. Some opinions here may differe slightly, but they should all be in the same ballpark.
  7. Roger Lee

    Oil overheating

    Hi Corey, Not sure where I got that, but you're absolutely right. Here is a little history. https://en.wikipedia.org/wiki/Loctite http://connection.ebscohost.com/c/articles/4109905/permatex-buys-own-brand-related-business-from-loctite 2005 ITW Acquires Permatex Permatex was acquired by ITW (Illinois Tool Works Inc.), a NYSE listed U.S. based corporation. ITW was founded in 1912 and is a Fortune 200 diversified manufacturing company with more than a 90 year history. ITW’s decentralized business units in 49 countries employ 50,000+ people focused on creating value-added products and innovative customer solutions. Permatex Partners with Jay Blake and Follow A Dream NHRA Racing Team
  8. Roger Lee

    Sinking Floats

    Actually it was poor chemical composition compared to previous years. The closed foam pours were supposed to resist fuel absorption, but due to their chemical compound fuel was allowed to penetrate the pours. This is why earlier engines rarely had issue like we saw a while back. This has been changed over the years and looks like the ones they had a while back wasn't working out. This hopefully should now be corrected. The new floats when made like the old ones with the hollow brass insert were too heavy. So the brass insert was cut down and that's why you don't see it protruding out the ends anymore. They trimmed the float weight.
  9. Roger Lee

    11th Annual CT/LSA Fly-in, Page AZ Oct 17-21

    Looking forward to your's and Bill's visit.
  10. Roger Lee

    Oil overheating

    Permatex owns Loctite
  11. Roger Lee

    Oil overheating

    It's just high temp red silicone RTV. You could use the black if you wanted, but it must be high temp. Any auto parts store or Ace Aviation. The spring coils should be stretched enough to have a 1mm (fingernail width) between coils. When you apply the silicone you work it in between the coils. It needs to have enough body to do some good so make the silicone bead about 3/16" thick and about 3/8" - 1/2" wide. This is in the manuals and an SB. This is for vibration dampening. DO NOT fill the coils like Vans does. This practice was abandoned many years ago due to the spring retaining too much heat and causing early spring failures. The spring needs air flow to help dissipate heat.
  12. Roger Lee

    Marc Ingegno Brake Parts

    Except for the brake lines everything gets replaced. The master cylinder (twice the pressure and volume), the standard straight wheel bearings to tapered roller bearings (serviceable), a solid machined wheel (that won't flex with changing wire pressures)(due to the inner lip design of the Matco better tire adhesion to stop a low pressure tire from spinning on the wheel yanking the stem out), floating calipers vs solid calipers (no springs pushing the pads away from the disc), solid disc mount vs floating disc (disc that won't stick on 4 screws like a Marc), Pads that don't fade under heat when you need the braking. FD went with Matco front wheels to. If you allow low tire in the Marc front wheel and due to its design the tire on that front wheel will spin and put the tube stem on landing or during taxi. I have seen this well over a 15-20 times. The Marc wheel doesn't have the same metal to rubber contact surface as the Matco due to its design. Is the Matco and upgrade from a Marc? Absolutely and that's why FD went to all Matco not to mention parts when needed are less expensive.
  13. Any time you adjust a carb you MUST put a sync tool on because one carb may be influencing the idle or high rpm more than the other and without a sync tool on you have ZERO way to know which one. If a mechanic says he's been doing this for 30 years and can tell just by hearing it. Then go find a new mechanic. Bill, Send that Carbmate back. Use gauges. None of the experts I know use an electronic device. You can not diagnose with them. The gauge s are cheaper to buy. When you hook up a set of gauges I can tell you in the first 15-30 seconds if the the carbs can even be synced in their present state, if carb cables need to be lengthened or shortened on the throttle arm, which carb needs to be adjusted and by how much at higher rpms, which carb at idle needs to be adjusted, if the carb idle jet is clogged, ect... You can not do all that with an electronic sync tool. Using the electronic device takes twice as long to sync the carbs.
  14. Roger Lee

    Oil overheating

    Looks like you did a nice clean job. You can check to see if you have a bad oil pressure probe by swapping out the left side CHT wire to the oil temp probe. These two senders are identical. Swapping wires will help rule in or out a probe and see if it is a wire issue. The VDO temp probe is a very rare failure and usually last forever. You could if you want swap the CHT probe and oil temp probe. Like I said they are identical. The oil hose on the right side (the one just out of the picture) that makes a 180 turn from the radiator back to the oil pump housing most times is the culprit. I ALWAYS put a spring or two where that hose makes the 180 degree bend. I have found that this many times will drop the temp by 20F. As that hose gets hot it gets soft and is more likely to pinch down and reduce its ID radius which slows oil flow which increases temps. Making that hose a 180 was never a good idea, but is easy to fix. All you have to do is pull the hose off the radiator fitting and shove a spring down its throat. I use a 12" long 1/4" ratchet extension turned backwards to push the spring down the hose. The back end of the 1/4" extension is a perfect fit. Don't forget to silicone your exhaust springs. Don't forget to put the drain hose on the fuel pump. Double check to see if any other oil hose has a flattened spot under the fire sleeve after it is hot. You can feel them.
  15. Roger Lee

    Marc Ingegno Brake Parts

    Marc's have had several documented issues with the wheel's cracking about 1" from the outside edge. I know of at least 7-8 instants and I'm sure there are more I have never heard of. remember the US number of CT that had Marc's are few compared to worldwide. The Marc wheels are a thin stamped out product that will flex with tire pressure.
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