Sport Pilot Talk

I had a complete rebuild of my carbs at about 310 hours. It was interesting to see how cracked and dried out some of the parts were when removed. The largest issue we found, and not something I expected was a crack in one of the floats. It was touch to tell if it was just a crack that was there and exacerbated by the fuel over time or what but it was cracked. That was on a pair of carbs that were about 4 years since new on the engine.


Carl

Makes me really think realistically about buying a low-time used aircraft. Lots of rubber parts to replace!

Mine will probably get done in March - about 400 hours and almost 7 years.

I've rebuilt the same carb on a BMW, and it's not that hard. Still, I'll either have a pro do it or be looking over my shoulder.

Note: both the float bowl corrosion and the split float should have been caught with regular maintenance - the bowls should come off for inspection at annual inspections.

At least my Sky Arrow checklist calls for such.

Yeah I agree, the bowls had been dropped at least three times previously and inspected and those cracks never found.

Carl

Those floats used to be foam, and could become saturated without being obvious.

The hollow kind should, of course, be inspected. Part of that for me is shaking them - if a tiny crack is allowing seepage, you should be able to hear/feel it.

Usually.

I think.

First off the carbs don't get rebuilt in the field, that can only be done by the manufacturer. They can be overhauled in the field.
There have been mechanics raked over the coals because of signing something off as rebuilt.
There is a 200 hour inspection on the carbs, and Rotax says anytime something is taken apart you should replace the seals or gaskets.
The diaphragms should be replaced during the 5 year rubber replacement.

I rebuild lots of Rotax / Bing carbs a year. If you need verbal help or service let me know. I have a 1 day turn around if you send me carbs. Other than the carb body they'll be brand new when you get them back for years of service.

I think it may be a semantics issue. Note that the parts suppliers refer to the parts as a rebuild kit. http://www.cps-parts.com/catalog/rtxpag ... ANGUAGE=es

I get that it is an overhaul for all intents and purposes. The good news is the engine ran better after the carbs being overhauled.

Carl

I may just use Roger for my BING overhauls...

...if he can guarantee they won't end up being used as chew toys!

newamiga wrote:I think it may be a semantics issue. Note that the parts suppliers refer to the parts as a rebuild kit. http://www.cps-parts.com/catalog/rtxpag ... ANGUAGE=es

I get that it is an overhaul for all intents and purposes. The good news is the engine ran better after the carbs being overhauled.

Carl

It is not semantics it is a regulatory issue. CFR part 43.3 says who can rebuild something, and the privilege is only given to the manufacturer. The incorrect wording in a logbook sign off has led to more than one mechanic having issues with the FAA.

Hi Eddie,

Loki isn't into carbs any more, too many carbs in his diet. He now prefers reg/rec. He likes that jolt when he just gets up. LOL

I do lots of carbs a year. They have become a specialty.

.....

Can anyone please provide a guesstimate of the cost of a new 912ULS in 3 years?
Cost to remove old TBO motor and install new?
Thanks!

Price fluctuates with the Euro exchange rate, Richard, but I'd budget $20k for a new engine, installation, and shipping. You may get a couple of kilobucks back for the core, if it's in reasonable condition, as long as you ship it back to the factory (in the same crate they send you the new one in), accompanied by the original engine logbook.

I was thinking to sell the TBO motor at 2,000 hours for $9k to an experimental builder or operator.
Does that seem easily doable?