Our nearest Rotax experienced mechanic is 4 hours (if no headwind or weather issues :dry: ) round-trip ..so lined up for leakdown compression test at A&P at our home field.
Our nearest Rotax experienced mechanic is 4 hours (if no headwind or weather issues :dry: ) round-trip ..so lined up for leakdown compression test at A&P at our home field.
The local A&Ps are competent and honest...have done many leakdown compression tests.. but have virtually no Rotax experience.
So I'm curious if there's anything different they might need to know to do one correctly on Rtoax 912?
(For example... I did have to get them a 12mm sparkplug adapter for their compression gauge.
For example I found this post: "It is my understanding that small cylinder bore engines such as the ROTAX 912 are best evaluated by a compression tester with an appropriately-sized* differential orifice. Lockwood, CPA, LEAF, ACS, etc. all sell this tester. Make sure it has the 12 mm adapter required to fit the 912's spark plug holes.
* See 912 Line Maint Manual: Orifice jet*, of 1mm (0.04 in) inner diameter and 3 mm (0.12 in) length. * or equivalent e.g. orifice diameter 0.040 in., long 0.0250 in., 60° degree approach angle according to AC43.13, latest issue"
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So are they ... mostly working on Lycoming and Continental ... likely to have that correct orifice...or am I likely to have to either talk them into ordering one, or doing so myself?
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And, BTW... can anyone tell me what readings on the test fall into the classifications of
"great", "good", "acceptable" and/or "of concern?"
FWIW:
Our last leakdown results at about 900 hours were....
#1 85/87
#2 84/87
#3 84/87
#4 85/87
I interpret that as called "good" or "very good."
Is that a valid interpretation?
All replies appreciated.
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