ATTENTION FLIGHT SCHOOLS! Rotax has news for you!

Contest – Win a 912 iS engine


Rotax Motor 912 iS mit Hintergrund
Gunskirchen, Austria, February 10, 2014 – BRP will donate a Rotax 912 iS engine to the first flight school that achieves the first time between overhauls (TBO) of 2,000 hours on their Rotax 912 iS engine.
It is easy to get entered, all Flight schools must do is register with an authorized Rotax distributor or with the person in charge
of the point of sales in its area.  As soon as the flight school achieves 500, 1,500 and 2,000 flight hours with the Rotax 912 iS engine, it must inform the distributor of registration.  After reaching a TBO of 2,000 hours, the flight school must send a copy of the logbook to the distributor. This logbook must show the 2,000 flight hours.  If the flight hours are documented correctly, the distributor will inform BRP.  If your flight school is the first to reach this milestone, BRP will then donate a new Rotax 912 iS engine in return.  The last step is to return the Rotax 912 iS engine that was used for the 2,000 flight hours to BRP.
For the official release, click here.
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Updated Flat Rate Time Chart for iRMTs!

Rotax Flying and Safety Club (RFSC Ltd.) has just posted the new Rotax Flat Rate Time Chart.
The chart assists current independent Rotax Maintenance Technicians (iRMT) when doing Rotax warranty work, by giving them an idea of the how much time is given depending on what section they are working on.

iRMT can get a copy of the chart by going to and clicking on the iSC/iRC docs tab.

Warranty in the USA, Central and South Americas:

Non Certified Aircraft
Some key things to remember:

  • The engine must be registered.  This is free and very simple to do by going to
  • All warranty claims are processed through an independent Service Centre (iSC).  It is important to keep in contact with them as they are there to provide support and direction.   You can contact your local iSC here:


  • For the labour rate to be valid, the technician must have taken Rotax approved training and hold a current iRMT rating.
  • Warranty time is based on an engine on a work bench.

For complete warranty details, contact your local iSC or go to and download a copy of the warranty agreement.

Certified Aircraft
Please see the Rotech Research Ltd. website:

Warranty in the rest of the World:

Please contact your local distributor.  For a list, please click here: 

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edit2The Rotax 2 Stroke Service Course is for technicians wanting to rebuild or maintain all water-cooled and air-cooled 2-stroke Rotax aircraft engines.  Emphasis is on students being able to perform a complete engine rebuild with failure analysis and a focus on preventative maintenance.  The course will be held February 28 – March 1, 2014.

The Rotax 912 / 914 Service Class is for technicians wanting to Service 912 series engines or owners wanting to do their own scheduled maintenance.  This course will give any FAA A&P or LSA Repairman certificate holder the credentials to perform all scheduled maintenance and level #1 troubleshooting procedures.  This class will be held on March 2-3, 2014.

The Rotax 912 / 914 Maintenance Class is for technicians wanting to perform more in depth maintenance tasks on 912 series engines. The class focuses on troubleshooting faults, removing major components for shipment to heavy maintenance rated technicians, and reassembly.  This class will be held on March 4-5, 2014.

The Rotax 2 Stroke and 912 / 914 Renewal Course is for current iRMT license holders.  The renewal program will cover all new materials released within the past 24 months.  This is the most inexpensive and informative way to get a 24 month extension on your current certification.  The course will be held on March 6, 2014.

The Rotax 912 / 914 Heavy Maintenance Class is designed with professional mechanics in mind looking to make a living as a Rotax repair technician. The class covers a complete field level teardown, inspection, and reassembly. The class will be held on March 7-9, 2014.

All classes will be held in our training facility at the Chino Airport (KCNO).  For detailed information and future schedules for any of these Rotax Classes please visit the CPS website at .  Call us at 1-800-AIRWOLF (247-9653) or at 951-549-7786.

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From left to right: Santiago, Lauro and Marcelo


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Rotax releases SB-912-064-UL, SB-912-064, SB-914-045 and SB-914-045-UL

SB912064Today, Rotax released four service bulletins for the 912 and 914 series engines.  These bulletins are serial range specific.

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/
S/N 6,777.514/
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.”

SB-912-064-UL, SB-912-064, SB-914-045, SB-914-045-UL


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