|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.