912 Oil Pump replacement $$$$$$

[Bob Brocious]

My Rotax 912B (4005029) needs to have the oil pump replaced to comply with Service Bulletin SB-912-032UL. My mechanic just informed me that that little jewel will set me back about $2,200 parts, labor and shipping! Yeouch!
Anybody find a less costly, safe solution?

I'm working with Shamrock Air Services out of Delaware, Ohio. Nice folks. Granted, this engine hasn't been maintained per Rotax recommendations. Here are some other big ticket items they have estimated that you may find of interest:

5 Year Rubber Replacement Parts: $952. Labor: 15 hours at $74/hr
Overhaul carburetors Parts: $850. Labor: 5 hours at $74/hr
Gearbox work Parts: $649 Labor: 10 hours at $74/hr
Annual Condition 12 hours at $74/hr

[Av8r3400]

Find a new mechanic. He's milking you.

[Slyfox]

holy moly. what year is this engine

[avidflyer]

I just looked in my latest LEAF catalog, and they want $691 for the oil pump housing by itself. I didn't see a complete pump, just all the parts. I think if Rotax pointed a gun at you when they told you the price, you might feel a bit better. At least then everyone involved would be admitting that a robbery was taking place. Jim Chuk

[Flybyjim]

Wow,

Can you not do this maintenance yourself? You would be better off to take the repairman's course (if this is an ELSA), it would cost less than these fees.

[Av8r3400]

His plane (as indicated by his signature is a model IV) is already "experimental". He would not need to take any class to do maintenance or modifications to the plane. As the owner he already has that right. The only way this would not be allowed is if his plane was S-LSA.

In an experimental plane the SBs do not need to be complied with in order to be legal. Some Rotax bulletins are necessary but many of these SBs published by Rotax are all about military drone engine problems/failures and really don't apply to "normal" use of the engine. IN MY OPINION: They are published by the Rotax legal department, not the engineering department.

Many A&Ps only look at SBs from the point of view of certificated aircraft world and liability concerns.

[Bob Brocious]

Yes, this is an experimental and we are taking liberties in picking and choosing which SBs we pay attention to. Shane and Paul are awesome, responsible, mechanics and will work with you. We have paired down the list considerably and will "defer" the oil pump and a couple other SBs. I heartily recommend them. They maintain the fleet for a couple local flight schools that use Rotax powered aircraft. As you know, once you move beyond "experimental" everything changes when it comes to what you can defer and what you can't.

I have the skills to do some things, but I know my limits. Shane and Paul give me a peace of mind by being honest and trustworthy business people.

[avidflyer]

Just cause I was being lazy and didn't feel like getting outside and doing something productive yet, I went and looked at the service bulliten in question. If I'm reading it right, there are two different options here depending on serial #. Part A or Part B. The part B involves replacing the oil pump shaft assembly which in my LEAF catalog is a $115 part if no other damage is found. As I read this, the engine in question serial # fits the Part B group. Am I reading this right? Here is the SB in question.
http://legacy.rotaxowner.com/si_tb_info/serviceb/sb-912-032ul.pdf
It refers you to this other SB which details what work has to be done.
http://legacy.rotax-owner.com/si_tb_info/serviceb/sb-912-032.pdf
Have a look at 3.2 and 3.3 for scope of work for Part A or Part B.
If I'm reading this all correctly, then changing out a $115 part and getting paid $2200 is a pretty good racket to be in :-) Jim Chuk

[Dave S]

While my engine is not in this SB, from what I understand, the problem is not the oil pump, but the driveshaft which in the affected assemblies was constructed of a solid steel shaft with a hollow spring pin driven through it to engage the oil pump. If the pump is not damaged, all that has to go is the shaft which will be replaced with one using a solid pin rather than a hollow pin.

Nobody is going to know that until the thing is taken apart.

[PapuaPilot]

Did you know that in the certified world not a single SB has to be complied with either. The manufactures that write the SBs often word them such that you feel you have to comply with them. Again, many of the SBs are written by the legal departments. The only way a SB becomes mandatory is if the FAA makes it an AD. ADs are the only thing that has to complied with in certified aircraft.

Thing is there are not ADs in the experimental world we do need to pay attention to the things the manufacture says. The bottom line is we all need to do the risk/benefit analysis and decide which SBs we are going to do or not. Some SBs make a lot of sense, others are totally unnecessary and some are overly conservative.

I think the Rotax 5 year rubber replacement is super conservative. Personally I would probably go for 8-10 years, paying close attention to them in the latter years during the condition inspections.

[Dave S]

Phil,

Thanks for explaining this.....those of us who have never wrenched on a certified aircraft as an A & P often feel a little in the dark on the definitions:o

Couldn't agree with you more on the Rotax Rubber parts replacement......particularly on the rather expensive carb sockets.....Replaced mine at recommended time and found the condition of the old ones to be perfect...except for that telltale smell of fuel they picked up. Same-same on the carb diaphrams. Both of these items were as pliable as the new ones and there were no cracks anywhere.

Thinking that use, environmental exposure etc have a lot to do with useful length of service.