|Engine type||Serial number|
|912 UL||from S/N 6,770.159 up to S/N 6,770.596 inclusive|
|912 ULS||S/N 6,777.436/
from S/N 6,777.492 up to S/N 6,777.508 inclusive/
from S/N 6,777.526 up to S/N 6,777.873 inclusive/
from S/N 6,777.875 up to S/N 6,779.168 inclusive/
from S/N 6,779.170 up to S/N 6,779.581 inclusive/
from S/N 6,779.616 up to S/N 6,779.623 inclusive/
S/N 6,779.679/ S/N 6,779.705/ S/N 6,779.738
|914 UL||from S/N 6,774.138 up to S/N 6,774.160 inclusive/
from S/N 6,774.165 up to S/N 6,774.172 inclusive/
from S/N 6,774.176 up to S/N 6,774.268 inclusive/
from S/N 6,774.270 up to S/N 6,774.915 inclusive/
S/N 6,774.924/ S/N 6,774.959
|912 A||from S/N 4,410.884 up to S/N 4,410.940 inclusive|
|912 F||from S/N 4,412.984 up to S/N 4,413.005 inclusive|
|912 S||from S/N 4,924.042 up to S/N 4,924.358 inclusive|
|914 F||from S/N 4,420.965 up to S/N 4,421.088 inclusive|
|NOTE:||Crankshafts with the following serial number (S/N) that were installed or
delivered as spare parts in the above-mentioned engines and short blocks
(from S/N 9999627 up to S/N 9999678 inclusive) are also affected, if removed:
S/N 40232 up to S/N 44338 inclusive
Due to a deviation in the manufacturing process some crankshafts may develop a crack on the power take off side. These cracks can cause breakage of the crankshaft in the support bearing during operation. In this case the function of the support bearings (consisting of 3 main bearings and 2 support bearings) is compromised. The operating reliability, however, is given until the next maintenance.
– During the next mandatory maintenance event, prescribed by BRP, or at the next 100 hours of operation, the checking of the crankshaft journal (power take off side) must be performed on the engines listed in section 1.1) according to the following instructions in section 3. If the engine was operated less than 100 hours of operation during one year, an inspection should also be performed every 12 months.
See also chapter 05-20-00 “Scheduled maintenance checks“ of the current Maintenance Manual (Line) of the respective engine type.
– Periodically at every additional 100 hours of operation, this check of the crankshaft journal (power take off side) has to be performed on the engines listed in section 1.1) according to the following instructions in section 3.
– Up to a TSN of 1000 h this periodic checking of the crankshaft journal (power take off side) must be performed on the engines listed in section 1.1) according to the following instructions in section 3.
NOTE: In the event of a sudden drop in oil pressure of at least 0.5 bar (7.3 psi) in the same operating point (also within operating limits) the checking of the crankshaft journal (power take off side) must be conducted as soon as possible on the engines listed in section 1.1) according to the following instructions in section 3. This sudden drop in oil pressure can be a symptom of a broken crankshaft journal.
Be sure to download SB-912-064 – this will give technicians detailed directions on how to perform the inspection.
This depends on how the aircraft is registered.
For the checking procedure in:
|SLSA (USA)||A technician with a current iRMT rating of Service or Higher and either a LSRM or A&P|
|CERTIFIED||A technician with an A&P rating with type specific training (current iRMT Service Level or higher)|
|EXPERIMENTAL||The owner of the aircraft.|
Some common sense applies here. You may be allowed to do the inspection, however if you do not feel comfortable with completing a task, seek professional assistance. It must be remembered that for maintenance Rotax states ” It is a requirement that all organizations or individuals possess the required special tooling. Technicians must have type-specific training and keep a recurrent knowledge status for the level of work they intend to perform. Technicians may require accreditation from their local aviation authority in addition to any BRP-Powertrain requirements.”
Today Michael Stock (Stock Flight Systems) and Martin Albrecht (MT Propeller GmbH) introduced a new feature to the already amazing Stock 912iS EMU. The pavilion was full as they highlighted the new Rotax 912 iS Single Lever Propeller Governor System. Ok so not the easiest thing to say, but it is what it does that makes it quite interesting.
Let’s take a look at what it does. The concept is fairly simple. You would not drive your motor vehicle around in first gear all the tie, so why would you do that to your aeroplane? Basically it takes all the advantages of a constant speed propeller, and takes away the complexity by using the FADEC system built into the Stock Flight Systems EMU. For more info, you can see the presentation notes by clicking here
MT Propeller and Stock Flight Systems introduce single lever control system for the Rotax 912 iS aircraft engine with variable pitch propeller
Oshkosh, Wisconsin (July, 30th, 2013) – MT Propeller and Stock Flight Systems have developed an advanced single lever control system for the Rotax 912 iS aero engine. The new system includes an MT variable pitch propeller, a hydraulic MT governor with electrical interface and the Stock Flight System Engine Management Unit (EMU 912 iS) controlling the governor.
The combination of the Rotax 912 iS engine with the MT in-flight adjustable variable pitch propeller leads to a substantial improvement in terms of thrust and fuel efficiency for 912 iS equipped airplanes, the two companies say. They have already installed the combination in a Tecnam P92 aircraft and started flight tests at an airfield in Austria. The system offers a 100% fail-safe behavior and may be installed in any Rotax 912 iS equipped airplane with minimum effort. The propeller is available as 2-blade or 3-blade, with the hub also produced by MT Propeller. According to the development team, the
system significantly increases flight safety by providing more take-off power and endurance through propeller blade pitch control.
In addition to the controlling the variable pitch propeller, the Engine Management Unit features a sophisticated instrument called Power Margin Indicator (PMI). The PMI is displayed together with engine RPM and informs the pilot in real time about the actual power output of the engine, and the maximum power the engine can deliver under the particular environmental conditions (altitude, temperature). This allows the pilot to see the available power reserve at any time, and optimize fuel consumption during cruise flight.
The development team from MT Propeller and Stock Flight Systems will present the new system at Airventure on Friday at 11:30 in Workshop Classroom 2.
See and hear the development team and learn more about the revolutionary Rotax 912 iS single lever propeller control system at Airventure:
Friday at 11:30 in Workshop Classroom 2
The first day of AirVenture 2013 was quite a success for the folks in the independent Rotax Service and Training Centre booth.
Not only were there a large amount of visitors, but Rotax’s own Christian Mundigler accepted the prestigious Dr. August Raspet Memorial Award on their behalf. This award honors “a person or organization making an outstanding contribution to the advancement of light aircraft design” Previous winners include the likes of Burt Rutan, Dick VanGrunsven and Ken Krueger.
What is also amazing is that in it’s 52 year history, the award has only been given to 4 companies or groups. Rotax was honored not only for it’s new 912iS and the remarkable fuel consumption it has for an aircraft engine, but also for it’s long history of innovation and excellence.
Below you will find pictures of the interesting people and planes we came into contact with today! Click on them to see a lager image, or press the slideshow button.
It is always fun visiting of the independent Rotax Service and Training Centre booth at AirVenture. However, behind the scenes there are a lot of amazing people that make it all happen. Here are some images of the process as the booth slowly takes shape to be ready on Monday the 29th!
Newsflash: Late tonight (28.07.2013) the arrival of the Lockwood Aircam powered by twin Rotax 912iS engines. See attached images.
I can hardly believe a whole year has passed and we are now getting ready to set foot on the hallowed aviation ground of Oshkosh once again.
The independent Rotax Service and Training Centre booth will be in the same location ( Booth 265 thu 267 in the main aircraft display area)
For a downloadable map showing the booth location, click here.
As many long time Rotax owners know, there is always continuous research and development at the Rotax factory. Even tried and true products, like fuel pumps, are constantly being refined. However, this new fuel pump change was made because the factory listened to owners who wanted a simpler solution when it came time to replace their fuel pumps. In order to understand this, we need to go back to the last fuel pump release. There were two models. The 893110 and the 893114. The basic difference between the two was that one (892456) came with hoses attached and the other model did not.
Sounds simple right? Well not quite. If you are an owner of an aircraft that is registered as a Special Light Sport Aircraft (SLSA) and needed to replace your fuel pump, according to regulation, you have to replace the part with the exact same part number. That is both a feature and a drawback to SLSA registration. The aircraft manufacturer chooses what works best in their aircraft and application. As a safety feature, owners must use these parts and are not allowed to replace them with anything else, unless they have written approval from the manufacturer. This was very costly to 893114 owners, as they had to buy the fuel pump with the hoses, even though you just needed to replace the pump.
Rotax agreed and have now introduced the 893115 fuel pump assembly. The part is just the fuel pump and there are adapters to make both previous models fit the single pump. By changing to this assembly and choosing the correct fittings, owners can now just replace the fuel pump if needed.
SPECIAL NOTE HERE: SLSA owners must still get a letter of approval from the aircraft manufacturer prior to changing to the new pump. Also Rotax recommends that the technician doing the installation have an Maintenance Level or higher iRMT rating.
Before we jump in and show you the new pump, it is important to have the proper information. To get this you need to go to http://www.flyrotax.com/customer-serviceImpressum/technical-publications.aspx, click on the document type dropdown and choose Service Instructions. Click “Search Database”. A whole list will appear, but if you click date at the top, it will arrange them from newest to oldest. Look for Running Modifications on the Rotax engine type 912/914 (Series) – SI-912-020R7 or SI-9149-022R7.
Now that you know where to find the information, let’s have a look at what we need to select the right parts.
Step One: Identify Current Part Number
First, you need to know the part number of your existing fuel pump. This is a six digit number located on the pump body. Do not confuse this with the Serial Number which has a point after the first two digits.
Step Two: Choosing the right Parts
Step Three: Part Introduction and location of Installation Instructions
As you can see the fuel pump looks similar to the previous one. Except for the obvious two threaded boxes at the top.
The new pump also comes with some very specific installation instructions. Be sure to read the installation overview in SI-912-020R7
and SI-914-022R7, and note that it also tells you to use the latest Heavy Maintenance Manual. So make sure that you download the newest copy.
Friedrichshafen – At an industry meeting at the AERO, the international aviation show in Friedrichshafen (April 24 – 27), representatives of aviation associations and aircraft manufacturers as well as industry journalists came together to report on the current state of affairs in general aviation. General aviation includes all civilian fields of aviation except airlines and charter flights, such as gliding, ultralight flight, powered flights with airplanes and helicopters, and even balloons. In his introduction, the industry journalist and president of the German aviation press club, Peter Pletschacher, gave attendees some current facts and figures on the industry.
According to these figures, the general aviation market continues to stagnate; the economic crisis has also impacted these companies. Thus, the number of aircraft delivered worldwide in 2012 was just 2133, a tiny 0.6% above the previous year. For comparison, Pletschacher referenced a figure from 2007, the last year before the crisis: that year, 4277 aircraft were delivered worldwide. However, at least helicopter manufacturers are bucking this trend: In 2012, 1044 helicopters of all classes were delivered, amounting to a 21 percent increase over the previous year. According to Pletschacher, because the average age of aircraft currently in use is an extremely high 37 years, in the event of a global economic recovery, high demand with a backlog of aircraft orders can be expected. Overall, general aviation companies recorded sales of 18.8 billion US dollars in 2012.
A more positive picture is apparent in some sectors of general aviation, as Dr. Nicolas von Mende, Director of the northern German company Atlas Air Service AG revealed. His company is the largest European partner of the US business jet manufacturer Cessna. The Ganderkesee-based company maintains and cares for more than 300 jets. 150 employees work for Atlas Air at four locations in Germany. In 2012, 16 new Cessna Citation jets were sold in Germany, a sales record. These jets are purchased primarily by successful entrepreneurs. Basically, the mood in the industry is currently “cautiously optimistic” according to Mende. “For the lighter jet segment, the AERO has become an essential event”, Mende said, emphasizing the role of the general aviation trade show.
Powered ultralight aircraft represent another area of general aviation. They have at most two seats, may have a maximum takeoff weight of 472 kilograms and are especially quiet and fuel efficient. Christian Wenger, general manager of the aircraft manufacturer Flight Design, from Leinfelden-Echterdingen in Baden-Württemberg, Germany, sees his company in a good global position with its ultralights and slightly heavier light sport aircraft. For example, more than 1700 of the company’s CT model aircraft have been sold in 46 countries since 1997. The company has been active in China for six years, because, according to Wenger, China and East Asia are the markets of the future, next to the traditional markets in Europe and North America. Wenger sees the AERO as the ideal counterpart to American aviation shows, especially as industry associations and government agencies participate in the show.
The Aircraft Owners and Pilots Association (AOPA) Germany is the general aviation association in Germany and represents the interests of pilots and aircraft owners. AOPA has 470,000 members worldwide. Dr. Michael Erb, general manager of AOPA Germany, sees the industry currently under pressure: “The situation is not easy in general aviation”, he stressed, in light of weak broader economic conditions. Erb also complained about unnecessary bureaucratic restrictions. “In a time of economic weakness, we do not need uncertainty generated by government authorities ‑ they cannot make our lives even more difficult”, Erb emphasized, reflecting pilots’ uncertainty regarding changes in the requirements and specifications for European pilot’s licenses. The systems in use in the large airline transport sector can’t just be imposed on private pilots in general aviation; that would be neither practical nor sensible, Erb said. “We want a healthy dose of reason and sensibility to play a role at the regulatory agencies”, Erb said, arguing that private pilots needed to be treated differently from airline crews. He praised the AERO aviation show as the “European marketplace for general aviation”.
The AERO 2013 will continue until Saturday, April 27, 2013. Opening hours: Wednesday to Friday 9 a.m. to 6 p.m. and Saturday from 9 a.m. to 5 p.m. More information is available at www.aero-expo.com.