Piper J3
Well Known Member
I bought my RV-12 from original builder with 48TT in October 2015. I just completed 75 hour oil change at 700TT. Airframe is early SN 120058 and engine was manufactured in Feb 2009.
Timeline and Observations:
Engine is incredibly reliable – starts and runs like automobile engine. I only had one instance of partial power loss which I attribute to fuel vapor lock - it was a learning/pucker experience and I have taken steps and changed operating procedures to reduce recurrence.
Timeline and Observations:
- Using Mobil1 4T 10W-40 synthetic motorcycle oil and genuine Rotax filter
- Oil consumption is < 1L / 75 hours with lots of TO / Landings and engine at full power climb
- Run 100% Mogas 93E10 from Costco (Tier 1 supplier)
- I occasionally mix Marvel Mystery Oil @ 2 oz/10 gallons fuel for top-end lubrication
- Magnetic plug in gearbox is clean with no ferrous metal fines
- Differential cylinder compression test 87/84ish
- Gearbox overload clutch and drive dogs feel/sound like new when burping engine
- Always cruise just shy of 5500 RPM redline – 115 knots
- Engine runs smooth – haven’t done dynamic prop balance yet
- Engine is pre-heated at 40F and below
- Replaced sparkplugs ~400TT
- Replaced sparkplug caps ~400TT
- Replaced voltage regulator with John Deere @ 100TT
- Replaced broken front support bracket for CDI ignition modules
- Cleaned carbs and replaced all rubber parts
- Replaced one EGT thermocouple probe
- Replaced fuel pressure sender per SB
- Replaced oil hoses with conductive braided Teflon
- Replaced carb floats with Bing at ~300TT
- Now installing Marvel-Schebler Epoxy floats
- Cleaned and re-oiled air filters twice – I operate off grass runway
- Installed banjo-fitting hose at crankcase drain to increase muffler clearance
- Replaced fuel hoses with conductive braided Teflon
- Replaced coolant hoses with high-performance silicone heater hoses
- TIG welded chromoly sleeve to repair cracked engine mount
- Removed fiberglass cylinder cooling shroud per Van’s latest approval
- Added two layers foil-lined fiberglass over fire sleeve on all fuel lines FWF
- Original green-label CDI’s with no soft-start feature
- Battery always on charger when plane is in hanger which allows fast cranking and no kick-back
- Starter motor sprag clutch continues to work well
- Now use cooling fan at open oil door to extract heat prior to engine restart
Engine is incredibly reliable – starts and runs like automobile engine. I only had one instance of partial power loss which I attribute to fuel vapor lock - it was a learning/pucker experience and I have taken steps and changed operating procedures to reduce recurrence.