A few shots from Deidre Smith:
RNN: It is great to have you at the Rotax independent Service and Training Centre here at Oshkosh 2015. What have been the 10 most asked questions at this year’s show?
1. What is the TBO on Rotax engines?
A. 2 strokes are 300 hours and 4 strokes are 2000 hours.
2. How much do Rotax aircraft engines weigh?
A. Depending on the engine anywhere for 65lbs for the two stroke to 185lb for the new Rotax 915iS. You will have allow for things like airframe installation, and liquids.
3. What is the price of the Rotax engine?
A. Anywhere from $5,000.00 to $28,000.00 depending on the model. The prices are currently favorable due to the current exchange rate.
4. Will this engine fit in my aircraft?
A. The easy answer is you should use the Rotax engine type that the aircraft manufacturer recommends.
5. What oil should I use in my Rotax 4 stroke engine?
A. Rotax recommends that you use new red bottle Aeroshell Sport Plus 4.
6. What fuel should I use in my Rotax four stroke engine?
A. Premium unleaded auto fuel (93 octane or higher).
7. What are the major maintenance costs of the Rotax 4 stroke engine?
A. Carburetor and gearbox maintenance are the primary expenses to consider. Although the gearbox is common on all the 4 stroke, you can eliminate the carb maintenance costs by using the new fuel injected engine.
8. What is the fuel consumption of the Rotax 4 stroke engine?
A. Depending on the aircraft and installation anywhere from 5.0 gallons per hour to as low as 3.0 gallons per hour on the 912 iS fuel injected engine.
9. Will the Rotax engines make it to the TBO they claim?
10. Are the Rotax engines difficult to maintain for a person wanting to do their own maintenance?
A. With independent Rotax Maintenance Technician training, the maintenance is relatively easy. We have training dates coming up in September/October this year. To sign up, please go to www.RotaxiRMT.com.
Oshkosh, Wisconsin (July, 22th, 2015) –
Stock Flight Systems and RS Aerotech
introduced the Engine Management Unit
for BRP’s new Rotax® 915iS aero engine.
The 4-cylinder, 136HP engine was officially announced to OEMs, media and
distributors Airventure Oshkosh 2015, with deliveries envisaged for the second half of 2017.
Being the inventor of the CANaerospace
data bus protocol used with the Rotax®
aero engines since the 912iS, Michael
Stock was involved in the definition of the data bus interface for the new engine,
which now provides some advanced features for enhanced multi engine support
and maintenance data.
The EMU 915iS of Stock Flight Systems and RS Aerotech communicates with the redundant CANaerospace data bus interface of the ECU and provides the pilot with all engine indications. The functionality includes continuous monitoring of the network health status, and the indication of all ECU generated warning and status messages. An optional fuel pressure sensor is included in the data display, and single lever operation is supported using an MT Propeller and governor.
The EMU 915iS Engine Management Unit uses the same hardware as the EMU 912iS for the nonturbo engine, which can be software upgraded to support the turbocharged 915. It provides the pilot with all engine indications, provides continuous monitoring of the network health status, and the indication of all ECU generated warning and status messages.
Using the advanced flight data recording and post processing capabilities of the EMU 915iS, engine trend monitoring now becomes reality for light sport aircraft engines. The EMU software automatically records all ECU messages transmitted on the Rotax® 915iS CANaerospace networks for the entire engine lifetime. An integrated, front panel accessible SDHC interface is used for data storage, system configuration information and software upgrades. Included with the EMU 915iS is the Engine Monitoring Debriefing System (EMDS) software, a powerful toolbox which uses the
data files recorded on the EMU 915iS SDHC card.
The 4Hz GPS/Galileo sensor of the EMU 915iS adds time correlated satellite data to the engine data recording, allowing to generate performance data from the combination of engine data with position, ground speed, height and time. Flight paths together with engine data can be visualized using Google Earth.
About Stock Flight Systems
Stock Flight Systems has been established in 1993 as an aerospace industry support company and has focused on the development and integration of flight data acquisition, recording and inflight test and control systems for aeronautical applications. As a service to customers, Stock Flight Systems also performs flight testing of sensor systems and data communication and processing equipment and is a partner in international aeronautical research programs. Stock Flight Systems has developed and continuously maintains the CANaerospace data bus protocol
standard, used with the new Rotax® 912iS/915iS aero engine and numerous other avionics systems.
Stock Flight Systems phone: +49-8151-96070
Schuetzenweg 8a email: email@example.com
82335 Farchach web: www.stockflightsystems.com
About RS Aerotech, Ltd.
RS Aerotech, Ltd. has been established in 2012 and supplies the entire americas (South America, Central America, North America and Canada) with flight data recording systems and electronic add-on products for the Rotax® aero engines.
RS Aerotech, Ltd.
Village Road North email: firstname.lastname@example.org
Nassau, N.P. web: www.rs-aerotech.com
Need more info about this very cool engine? Click here for a copy of the spec sheet. Or for those at Oshkosh 2015, come and have a look at it in the Rotax independent Sales and Training Centre booth – 265. Right in the centre of the 4 hangers.
(Nassau, Bahamas) RFSC Ltd. wishes to congratulate all the attendees of the Instructor Development course held in Nassau, Bahamas. The program was held from May 18 to the 21 with intensive practice sessions to improve presentation skills, work with the RFSC materials and administration guidelines for training. The course had an international flavour, with instructor candidates from 3 continents attending.
Rotax Flying and Safety Club, with approval from both the distributor and Rotax (Austria) has been offering an instructor development programme since it’s inception. For more information on the training courses offered by the RFSC, please go to www.RotaxFlyingClub.com . For Rotax owners looking for a current technician (iRMT Technicians must have their training renewed every two years) you can find a map and list at www.RotaxiRMT.com.
Friedrichshafen – A new exhibitor record, the premiere of the Aviation and Pilots Competence Center and the return of successful special shows combine to again make the 23rd AERO, taking place April 15-18, 2015, an essential event for pilots and anyone interested in general aviation. It is the aircraft that will be at the center of attention: The spectrum on display stretches from gliders and ultralights to single and twin-engine piston-driven aircraft, turboprops and business jets to autogyros and helicopters. A second special exhibition, the Remotely Piloted Aircraft Systems Expo, will draw more attention to unmanned civilian drones and their steadily increasing relevance in aviation. In addition, the well-established Avionics Avenue, e-flight-expo and Engine Area special shows will return to the AERO 2015 in Friedrichshafen. (continue reading…)
We draw all 9 series Rotax Aircraft Engine users attention to the details in the bulletins SB-912-066 / SB-914-047 and SB-912-066UL / SB-914-047UL (http://flyrotax.com/portaldata/5/dokus/d05838.pdf and http://flyrotax.com/portaldata/5/dokus/d06001.pdf). These bulletins highlight important changes for new engines (see the relevant serial numbers in the bulletins), and also in regards to those who may have changed a cylinder head on an older engine (the new Cylinder heads entered the market on engines and as spares from early 2013).
Rotax has now introduced the new cylinder head configuration as standard on new 9 series engines, but it should be noted that this type is also compatible with older engines – and the two types may co-exist on the same engine as a result of maintenance or overhaul. However, because the temperature probe on the new configuration is no longer in the cylinder head material, but now sits in the coolant itself, there is a required change in the way we refer to and measure that temperature. The allowable temperature range for the probe in that position, as well as the naming of the indicating instrument on your aircraft, should you have the new cylinder type on your engine may now be different. i.e. for those with the new cylinder head configuration and probes, it is no longer ‘Cylinder Head Temperature’ that is being reported, but ‘Coolant Temperature’, this should be reflected in instrument naming.
Today Rotax released Service Bulletins SB-912-065/SB-914-046 for certified engines and SB-912-065UL/SB-914-046UL for non-certified engines. These are very important bulletins dealing with a mandatory inspection of the carburetor floats on a specific serial number range of engines. Owners should check to see if these bulletins apply to their engines.
Here are the serial numbers affected.
All versions of the engine type:
|Engine type||Serial number|
|912 A||from S/N 4 410 957|
|912 F||from S/N 4 413 008|
|912 S||from S/N 4 924 408|
|914 F||from S/N 4 421 136|
Also affected are all floats part no. 861184 which have been installed as spare part or during engine repair/general overhaul since 1. July 2012.
NOTE: The affected floats were delivered with the engines listed above.
The part number and serial numbers of the carburetors:
|Carburetor type||Serial number|
|Carburetors 912 A/F||1/3 part no. 892500 – from S/N 116434;
2/4 part no. 892505 – from S/N 115846;
|Carburetors 912 S:||1/3 part no. 892530 – from S/N 121087;
2/4 part no. 892535 – from S/N 120980;
|Carburetors 914 F:||1/4 part no. 892520 – from S/N 116207;
2/4 part no. 892525 – from S/N 120228;
The carburetor and/or the float may have been removed from the first delivery engine and used on another one. Therefore the serial number of the carburetor is also important as the engine serial number. For relevant information, see the maintenance records and/or the logbook.
Questions and Answers regarding this Service Bulletin:
Q: So what is this all about?
A: Simply put, it was found that some floats may be retaining fuel and thereby increasing in weight. This is not good. It must be remembered that not all floats seem to be doing this, that is why there is a test procedure outlined in the Service Bulletin. Also, at this point in time, it is not known what is causing this retention and there is no simple replacement fix, that is why there is a request that this inspection happen every 25 hours of flight or 60 hours total time, until a solution for this is found.
Q: Who is authorized by the factory to perform this work?
A: Rotax requires an independent Rotax Maintenance Technician (iRMT) with a current Maintenance or Higher rating. You can find these in the US, Central or South America by going to www.rotaxirmt.com
Q: All this seems really complicated.
A: It may seem a little overwhelming at first, but Rotax has done a really good job of explaining the testing procedure in the bulletin. If you are still not sure, please contact your closest independent Service Centre or iSC. They will be more than happy to give you all the details.
Here is a list:
|WESTERN USA||CALIFORNIA POWER SYSTEMS||http://www.cps-parts.com/|
|CENTRAL USA||LEADING EDGE AIR FOILS||http://www.leadingedge-airfoils.com/|
|EASTERN USA||LOCKWOOD AVIATION SUPPLY||http://www.lockwood.aero/|
|LATIN AMERICA||LAG ULTRALIGHT||http://lagultralight.com/|
|BRAZIL||Cruzeiro do Sul Aviação||http://www.cdsav.com.br|
If you are outside the above areas, please go to www.flyrotax.com and find the service centre in your region.
Q: Why are there three types of warranty claims?
A: Well, technically there are only two. The first inspection covers the tooling you need to perform the inspection. Then every other inspection after that is considered without tooling as it was already supplied. Why the need for extra claim types depends on whether or not the floats needed to be changed. Again see your iSC to assist you with this.
Gunskirchen, July 8, 2014 – BRP transfers distribution of Rotax Aircraft Engines in the United Kingdom, Ireland and Iceland to CFS Aeroproducts (CFS) starting December 3rd,
2014. Established in the UK in 1994, CFS Aeroproducts Ltd is a CAA Annexe 2, EASA and FAA Part 145 approved company. It was bought in January 2012 by new investors who injected significant capital not only to refurbish and modernize the Coventry factory but to enable the company to stock rotable propellers and engines to ensure fast track turnaround for its clients.
CFS has a tradition of providing a quality service to support a wide range of aircraft operators, from private pilots through to regional airlines. The range of capabilities has been extended and refined to support engine and propeller repair and overhaul, NDT Level 3, landing gear, instruments and accessories. They hold approvals to undertake propeller overhaul, propeller repair and AD compliance for a wide range of propellers. The CFS engine section has significant experience of aircraft engine repair and overhaul in high performance and bespoke kit engines, radials, inline, flat and turbine engines. Their facility has a designated engine section with individual servicing zero-timing work bays and separate test rigs for testing and run-in of all engine types that CFS offer
CFS undertakes a wide range of Level 3 NDT with qualified technicians carrying out Eddy Current (ECI), Magnetic Particle Inspection (MPI) and Liquid Penetrant Inspection (LPI).
“We are looking forward to further improve our network and support for pilots and professionals in the UK, Ireland and Iceland. The cooperation with CFS will ensure
excellent service for all users of certified and non-certified Rotax Aircraft engines,” stated Marc Becker, manager, Rotax Aircraft Business.
BRP-Powertrain would like to thank Skydrive Ltd. and its team for their more than three decades long support and wishes all the best and success for their upcoming projects.
Skydrive Ltd. will remain authorized distributor for Rotax Aircraft Engines in the UK, Ireland and Iceland until December 3rd, 2014 and the new distributor CFS Aeroproducts
Ltd. will be appointed with effect as of the same date.
Ok with all the news, hype and speculation out there – we wanted to get to the bottom of it all. Just the facts!
The most important thing to remember in all of this, is that the 912 iS Sport Kit (the KIT) is a must choice for any current 912 iS owner. According to John McBean of Kitfox Aircraft (John was the first person in the US to install and test fly the Sport Kit upgrade) found that he upgrade produces a much better torque curve than the current iS engine. He even noted that he was keeping up with a 914 Turbo during the flying tests. Add in the fact that Rotax is providing the KITS free of charge (parts only) to all current owners (for a limited time) this is a no brainer choice.
So with that being said, is it an easy installation? No, it is not. This is not a simple bolt on and go procedure. Technically it should take between 8 – 12 hours for a current Heavy Maintenance rated independent ROTAX Maintenance Technician (iRMT) to perform the swap. Also bear in mind that there is an stronger clutch in the KIT as well to handle the additional torque, so that means the gearbox has to come apart. There are a few other things to factor in, so here is a quick overview:
- First – ASTM COMPLIANCE must be considered. I hate wordy things but here goes: This is for all owners to consider, but especially important to owners of SLSA aircraft where ASTM compliance is required by the regulator and the standards. As soon as you modify the engine, it is no longer ASTM compliant. That in turn means the aircraft cannot be flown legally. Fortunately this can be solved by doing some verification tests prior to and after installation of the kit. Click here for a the compliance verification form.
- Second, because the engine will no longer be a 912iS, but a 912iS Sport, the engine serial number plate will have to change. A new plate (same serial number) is provided with the kit – but it must be ordered ahead of time so that it can be added to the kit before it is sent to the iRMT that is doing the installation.
- Third, your current electronic control unit (ECU) will need to be returned for a software upgrade. Yeah this is a bit of a hassle, but if you time it with the installation of the kit (step 4) it will not be that much of an inconvenience.
- Fourthly, the actual KIT needs to be installed. This job can only be performed by an iRMT that has a current 912 HEAVY MAINTENANCE RATING. (see www.rotaxirmt.com for listings.)
- Fifthly (lol – rarely ever say that word) – all the old parts have to be returned to your local independent Service Centre (iSC).
- Lastly, for you SLSA owners, a new ASTM compliance check and application must be submitted. Rotax can then issue a new compliance statement if required.
This seems to be a lot of steps – and there are – but remember the first paragraph – it is worth it. Thankfully you are in good hands. Contact your local (iSC) and they will go over all these details, help you find a technician and schedule an appointment for you. Rotax does have an amazing support network.