I have a Rotax 912 ULS in an SLSA. that had the 5 year rubber done. Starting after 5 or so flights, the engine developed slight leaks beginning at the radiator outlet, and then, at each of the hose clamps leading to the reservoir ( four in all), along the route that involves the metal pipe running along side the left side of the engine. Each leak was independent of the other. The leaks were minor seepage and not more than 6-8 ounces of coolant mixture was lost the the total of all the leaks.
To remedy the leaks (per my mechanic's agreement),prior to each flight thereafter, I tightened the respective hose clamp a 1/4 turn or up to the resistance torque of the clamp screw. Again each instance was independent of the others. I have done about 12 flights since the rubber replacement.
The first leak at the radiator outlet has stopped and the second leak at the reservoir inlet also stopped, but the other two persist though at lower rates of seepage. I plan to continue carefully torquing the remaining troublesome hose clamps as long as I don't encounter dead torque resistance.
All other connections are dry.
One more piece of information. The plane is hangared in central Florida. Temp range right after the service were 85/60F and have currently dropped to 65/45F. I was told this could exacerbate the problem
Is this normal experience? When I purchased the aircraft last year with 600 hours, there were no leaks. Granted I conservative on adding torque to the hose clamps. As a Lycoming/Continental convert, I'm just trying the learn what is considered normal.
To remedy the leaks (per my mechanic's agreement),prior to each flight thereafter, I tightened the respective hose clamp a 1/4 turn or up to the resistance torque of the clamp screw. Again each instance was independent of the others. I have done about 12 flights since the rubber replacement.
The first leak at the radiator outlet has stopped and the second leak at the reservoir inlet also stopped, but the other two persist though at lower rates of seepage. I plan to continue carefully torquing the remaining troublesome hose clamps as long as I don't encounter dead torque resistance.
All other connections are dry.
One more piece of information. The plane is hangared in central Florida. Temp range right after the service were 85/60F and have currently dropped to 65/45F. I was told this could exacerbate the problem
Is this normal experience? When I purchased the aircraft last year with 600 hours, there were no leaks. Granted I conservative on adding torque to the hose clamps. As a Lycoming/Continental convert, I'm just trying the learn what is considered normal.
