skippydiesel

So you don't think the change to high (relative) detergent oil in both petrol & diesel engines has anything to do with the lack of sludge? 😈

Hi BurnieM, You are not answering my question, regarding these similar statements - ".......complete a BFR (in a GA machine)..." "A CASA flight review must be done in a CASA registered plane." Why a "...CASA registered / GA plane" ? 😈

In over 10 years & 950 hrs of operation (almost no AvGas) my last 912ULS never had any "sludge" in the oil tank. In my early, amature, automotive, mechanic days, it was not unusual to have sludge in engines - no longer the case. I put this down to the use of high detergent oils and better engine temperature control.😈

Doesn't sound corrcet. You are mixing the aircraft requirement with the pilot requirement. My limited understanding- The aircraft must be equipped to fly in controlled airspace - working radio and transponder The PIC must have a current controlled airspace endorsement 😈

".......complete a BFR (in a GA machine) ....." Why a "GA machine".?😈

Like so many issues with Gov regulators inaction/action, it may take a fatality to get change for the better.😈

I hope so. Sydney airspace changes are imminent (early June). The VFR lanes of entry/exit to the North, that we currently use, will change to access by lodged Flight Plan only and under Air Traffic Control, so no RAA pilots until they get their Controlled Airspace Endorsements. I have no idea by whom or when, such training may be offered - may have to go GA training establishments?????? 😈

"Checked oil level when warm and added around 300ml." There is a danger you will not be getting an accurate oil level reading I believe Rotax advise checking oil level when cold. The technique I have adopted, is to do the "burps/gurgles" when oil is hot, usually after flight. The oil will flow more readily when hot, so forcing oil from the crankcase to the reservoir/tank, happens very easily. At the next pre flight check- Cold engine (oil) will usually "burp" within a full prop rotation. The small amount of oil, that has accumulated in the crankcase, will now be in the tank - Check Oil level.😈 It It is not possible to hand crank a Rotax 9 to sufficient speed/rpm for the engine to start. This combined with the recommended slow cranking, to achieve a good "burp" makes it impossible for the engine to start. Despite the above, you should always assume the prop to be "live" Keep your body to one side/away from the prop ark when hand rotating😈

Thanks Planedriver 😈

Not happening today - Coastal weather looks a tad too challenging for my liking. A low pressure system is bringing showers onto the north Sydney /Hunter Valley coast. The Lane of Entry terminates/begins on the coast. Once in the Lane there is almost no option to go around showers - may not be good for small pilots/airframe/props.😈

Tangential thoughts: Prevention is usually better than cure. In this context CO poising is best prevented by making sure your exhaust system is in good order. I would think that few, if any, light aircraft firewalls are gas tight. Their main purpose is to: Slow the effect of an engine fire Reduce engine noise and heat (& cold drafts) - on the inhabitants of the cockpit. Your focus on taxi fume exclusion, is commendable but may not be achievable and inhibiting you achieving a workable (rather than ideal) solution. From what I have read (& experienced with the occasional paddock basher) exhaust fumes can enter the passenger compartment, via all sorts of other routs, not just the short rout through the firewall. You may be going to a lot of trouble to prevent exhaust fumes through your steering rod holes, only to find the gas is entering through the floor/tail cone/etc. 😈

I hadnt thought about the potential for wool felt to pass CO (Note: CO2 /Carbon Dioxide, is not the realy nasty one, its CO /Carbon Monoxide ). Seems to me that, other than a "rubber" concertina boot, with gas tight fitting to rod & firewall, would be your only option for a good seal. Even the home made silicon boot will likly be be gas permeable. 😈

General Observation; These days a lot of suppliers advertise at a low purchase cost, only to jack up/inflate delivery charges. If you have other Rotax 9 users in your vicinity/airfield, I suggest purchasing as a group, to minimise the cost of delivery/unit and if really lucky, negotiate a bulk purchase price.😈

You probably didnt understand - the Tempest magnet is in the oil filter . Its common for automotive transmission to have a magnet similar to the Rotax 9 instalation. Aircraft Spruce are asking high prices for the Rotax OM filter. That and my resent dealings with them, over a defective product, do not encourage me to do buisness with them.😈

Have you considered wool felt. It comes in diffrent grades, thickness, fire resistant, durable and cost effective. I have home made felt witches hats, as draft excluders, on my aileron /wing root holes - work a treat.😈

Yes! I have heard of people purchasing the "Tempest Oil Filter AA825706" with built in magnet but have no personal experience They are about the same price (in Astralia) as the Rotax 825-016. I very much doubt the magnet does a lot for your oil cleanliness. Year ago I acquired a very strong magnet, (from a dumped security door) put it on my Daihatsu Rocky 2.8 Turbo Diesel spin on filter. When I cut open the filters, there never was any ferrous particles adhering to that part of the inner casing - no change in 750,000 kms. I am fairly sure there was another reputable supplier of Rotax 912 oil filters - don't come up when I Google, so may be went out of business. I did find "TLAC" in the UK £9.34- never heard of them and CP9124C CHALLENGER STAINLESS STEEL MICRONIC OIL FILTER for $ 313 (US), between 6-11 Rotax filters. 😈

You just agreed with/made one of my points. That's all done after you have used it for up to 100 hrs - bit late in the day my friend. I guess you could do your own QA and cut open a random sample BEFORE using any of them - how many of your, near $80 oil filters,will you sacrifice ? 😈

Far from an expert - would you not reproduce the most aerodynamically efficient variant ? - probably the last Griffon powered ones 😈

Problem is when the appearance/acurate facimily, is that of the OM product - how would you know? This is where you reduce the odds, of purchasing an unknown quantity substitute, by patronising a, hopefully, reliable supplier. At the end of the day - with a product like a spin on oil filter canister - you are trusting that the internal operating parts, are as the engine manufacturer has specified. You wont have a clue, until you open the canister after service. Even then your subjective assessment may not be sufficient to determine good from bad. I would much preferer replacing an oil filter element (as in both my road vehicles and one of my tractors) to the convenience of a spin on conister. 😈

I second your concerns about apparent lack OH&S & the likly near slaver wages (poor buggers). As for who is "doing very nicely". I speculate; yes the factory owner but even more so the western importers/retailers - their profit margin is likely eye watering😈 I stand to be corrected; The only quality concerns I would have are: Foreign matter - No system to prevent "stuff" being include within the canister. Canister burst pressure - Probably adequate but how would you know for sure? Oil filtration - Is the media used, appropriate for the job? The quantity (surface area) seemed to be along the lines of a "metric handful" ie likly to vary significantly, even with the same hand measurement. The media was not sealed against the internal top/bottom discs, relying on spring pressure - completely inadequate. I did notice some black painted filters (Rotax?)😈

My apologies to you & ATEC Faeta - Not sure how the 1 got in there - bad proof reading. Stall is 27 knots😈

True!- The old Swiss Cheese analogy. We will never know, for sure, what holes opened & lined up, to result in the accident.😈

All welcome - Not so many days left to use the VFR lanes.😈

Thanks Garfly, I fly almost every week - usually for 1-2 hrs, sometimes considerably longer, so leaving the SE2 in the aircraft would be reasonable, if it remained charged. I recognise the Ping name, thats all. From your description, its sound like the Ping only helps the pilot "see" ADSB-OUT equipped aircraft ie It a way of complimenting your ADSB-OUT, by providing the IN of an ADSB IN/OUT. Does the Ping display the "targets" on an iPad/Ozrunways? SE2 does both IN & Out , in a nice small "package" at a favourable cost/effect. I have an ADSB (Mode S) - its capable of OUT but only if I install addition equipment/cost. For a recreational aircraft/pilot, who may or not, enter CTR down the track, the entry to controlled airspace (ADSB-S) has been met AND I have enhanced (hopefully) conspicuity (SE2) in the busy Sydney Basin airspace, plus OzRunways (& SE2 IN) blue balloons. Can I actually do much more, considering the type of flying I am doing? 😈

Hi BurnieM, "Rotax do not specify the specs for their oil filters". That and the apparent differences in known automotive (13-15 psi) & rumoured Rotax bypass pressure (20psi) and "special" flap valve, have prevented me finding an automotive alternative. "Rotax do not formally specify the specs for their XPS oil." BUT you can get the specifications for the approved (for carburettor 912's) AeroShell OIl Plus 4. While I use the AeroShell product, many long time owners of Rotax 9's still use, the then approved, motorcycle oils, without any apparent engine problems & less weight loss in the wallet. I briefly looked at alternative oils, concluded that the savings were at best marginal, largely due to the small quantities involved (3L/service refill). "Rotax do not formally specify the specs for their sparkplugs." Partly true. Rotax have recently changed their plug recommendation, to their in house Rotax branded multi electro plug (no specifications or alternative supplier) for RoTAX prices For the prior history of Rotax 912s (26+ years? ) they specified automotive NGK DCP8E plugs for the 912ULS and NGK DCPR7E for the 912UL (don't know what the 914 used). NGK plugs, of the recommended type, are available from any half descent automotive parts supplier for fraction of the cost of RoTax branded plugs. When my new engine, RoTax supplied multi electrodes, are due for replacement (400 hrs), I will seriously consider the merritt of returning to NGK's (200 hr replacement) Hoses Rotax only publish dimensional specifications for the fuel/oil/coolant hoses. Fortunatly, the supplier of hoses to Rotax, put their part numbers etc on the hose. This allows people, like me, to track down the specifications and apply them to automotive (& other) supplied hoses eg Gates ( see this Forum - Aircraft General Discussion - Started a spare parts list) 😈