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OPERATORS MANUAL
FOR ROTAX® ENGINE TYPE 912 SERIES
Ref. No.: OM-912
ROTAX ® 912 ULS 3
WITH OPTIONS
part no.: 899374
WARNING
Before starting the engine, read the Operators Manual, as it contains important safety relevant information. Failure to do so may result in personal injuries including death. Consult the original equipment manufacturers handbook for additional instructions!
These technical data and the information embodied therein are the property of BRP-
Powertrain
GmbH&Co KG, Austria, acc, BGBI 1984 no. 448, and shall not, without prior written permission of BRP-
Powertrain GmbH&Co KG, be disclosed in whole or in part to third parties. This legend shall be included on any reproduction of these data, in whole or in part. The Manual must remain with the engine/aircraft in case of sale.
Copyright 20
10 © - all rights reserved.
ROTAX
®
is a trade mark of BRP-
Powertrain GmbH&Co KG. In the following document the short form of BRP-
Powertrain GmbH&Co KG = BRP-Powertrain is used.
Other product names in this documentation are used purely for ease of identification and may be trademarks of the respective company or owner.
Approval of translation has been done to best knowledge and judgement - in any case the original text in german language is authoritative.
Foreword
Introduction
BRP-Powertrain provides “Instructions for Continued Airworthiness”, which are based on the design, the tests and certification of the engine and its components.
These instructions apply only to engines and components supplied by BRP-Powertrain.
This Operators Manual contains important information about safe operation of the engine, together with descriptions of the system and its layout, technical data, operating media and the operational limits of the engine.
The specified data apply only to the engine and not to specific applications in particular aircraft. The aircraft manufacturer’s Operators Manual is therefore definitive in terms of the operation of the engine, as it contains all of the aircraft-specific instructions.
Chapter structure
The structure of the Manual follows whenever it is applicable the structure of the „GAMA Specification #1 for Pilot’s Operating
Handbook“. The Operators Manual is subdivided into following chapters:
Subject
Introduction
List of effective pages
Table of amendments
General note
Operating instructions
Standard operation
Abnormal operation
Performance data
Weights
Description of systems
Checks
Supplements
Chapter
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NOTES
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Chapter Page
cover page
INTRO INTRO-1
INTRO-2
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LEP) List of effective pages
Date Chapter
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NOTES
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TOA) Table of amendments
Approval*
The technical content is approved under the authority
DOA No. EASA.21J.048.
Current no.
chapter page
0 1 to 9 all date of change
04 01 2010 remark for approval date of approval from authorities
DOA* date of issue signature
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NOTES
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Foreword
Table of content
1) General note
Before operating the engine, carefully read this Operators Manual. The Manual provides you with basic information on the safe operation of the engine.
If any passages of the Manual are not clearly understood or in case of any questions, please, contact an authorized Distributor or
Service Center for ROTAX aircraft engines.
We wish you much pleasure and satisfaction flying your aircraft with this ROTAX engines.
This chapter of the Operators Manual contains general and safety information concerning the operation of the aircraft engine.
Subject
General note
Abbreviations and terms used in this Manual
Safety
Safety notice
Technical documentation
Standard version
Type description
Denomination of cylinders, Engine views
Technical data
Fuel consumption
Direction of rotation
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1.1) General note
Purpose
The purpose of this Operators Manual is provided to familiarize the owner/user of this aircraft engine with basic operating instructions and safety information.
Documentation
For more detailed information regarding, maintenance, safety- or flight operation, consult the documentation provided by the aircraft manufacturer and/or dealer.
For additional information on engines, maintenance or parts, you can also contact your nearest authorized ROTAX-aircraft engine distributor (Chapter 9.2).
Engine serial number
When making inquiries or ordering parts, always indicate the engine serial number, as the manufacturer makes modifications to the engine for product improvement.
The engine serial number is located on the top of the crankcase, magneto side. See Fig. 1.
Cyl. 1
Cyl. 3
1
Fig. 1
1
Part
Cyl. 2 Cyl. 4
Function
engine serial number
00334
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1.2) Abbreviations and terms used in this Manual
Abbreviations
SI
SB
SL
TC
RON
ROTAX rpm
SAE
TOA
VFR
IFR
INTRO
ISA kW
LEP
Nm
OM part no.
Abbreviation
°C
°F
A
ACG
API
ASTM
AKI
CAN/CGSB
CW
CCW
DOA
EASA
EN
FAR h
Description
Degrees Celsius (Centigrade)
Degrees Fahrenheit
Ampere
Austro Control GmbH
American Petrol Institute
American Society for Testing and Materials
Anti Knock Index
Canadian General Standards Board
Clockwise
Counter-clockwise
Design Organization Approval
European Aviation Safety Agency
European Standard
Federal Aviation Regulations hours
Instrument Flight Rules
Introduction
International Standard Atmosphere
Kilowatt
List of effective pages
Newton meter
Operators Manual
Part number
Research Octane Number is a trade mark of BRP-Powertrain GmbH & Co KG
Revolutions per minute
Society of Automotive Engineers
Service Instruction
Service Bulletin
Service Letter
Type certificate
Table of amendments
Visual Flight Rules
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1.3) Safety
General note
Revision
Measuring units
Translation
Symbols used
Although the reading of such information does not eliminate the hazard, understanding the information will promote its correct use.
Always use common workshop safety practice.
The information and components-/system descriptions contained in this Manual are correct at the time of publication.
BRP-Powertrain, however, maintains a policy of continuous improvement of its products without imposing upon itself any obligation to install them on its products previously manufactured.
BRP-Powertrain reserves the right at any time, and without incurring obligation, to remove, replace or discontinue any design, specification, feature or otherwise.
Specifications are given in the SI metric system with the USA equivalent in parenthesis. Where precise accuracy is not required, some conversions are rounded off for easier use.
This document has been translated from German language and the original German text shall be deemed authoritative.
This Manual uses the following symbols to emphasize particular information. This information is important and must be observed.
WARNU
Identifies an instruction which, if not followed, may cause serious injury including the possibility of death.
WARNUN
Identifies an instruction which, if not followed, may cause minor or moderate injury.
WARNUNG
Denotes an instruction which, if not followed, may severely damage the engine or other component.
NOTES:
Indicates supplementary information which may be needed to fully complete or understand an instruction.
A revision bar outside of the page margin indicates a change to text or graphic.
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1.4) Safety notice
Normal use
z
WARNU
Non-compliance can result in serious injuries or death!
Never fly the aircraft equipped with this engine at locations, airspeeds, altitudes, or other circumstances from which a successful nopower landing cannot be made, after sudden engine stoppage.
This engine is not suitable for acrobatics (inverted flight etc.).
This engine shall not be used on rotorcrafts with an in-flight driven rotor (e.g. helicopters).
It should be clearly understood that the choice, selection and use of this particular engine on any aircraft is at the sole discretion and responsibility of the aircraft manufacturer, assembler and owner/user.
Due to the varying designs, equipment and types of aircraft,
BRP-Powertrain grants no warranty or representation on the suitability of its engine’s use on any particular aircraft. Further,
BRP-Powertrain grants no warranty or representation of this engine’s suitability with any other part, components or system which may be selected by the aircraft manufacturer, assembler or user for aircraft application.
WARNU
Non-compliance can result in serious injuries or death!
Unless correctly equipped to provide enough electrical power for night VFR (according latest requirement as ASTM), the ROTAX
912 UL/ULS/ULSFR is restricted to DAY VFR only.
Certain areas, altitudes and conditions present greater risk than others. The engine may require humidity or dust/sand preventative equipment, or additional maintenance may be required.
You should be aware that any engine may seize or stall at any time. This could lead to a crash landing and possible severe injury or death. For this reason, we recommend strict compliance with the maintenance and operation and any additional information which may be given to you by your distributor.
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Training
Regulation
Instrumentation
Engine log book
Maintenance
Whether you are a qualified pilot or a novice, complete knowledge of the aircraft, its controls and operation is mandatory before venturing solo. Flying any type of aircraft involves a certain amount of risk. Be informed and prepared for any situation or hazard associated with flying.
A recognized training program and continued education for piloting an aircraft is absolutely necessary for all aircraft pilots.
Make sure you also obtain as much information as possible about your aircraft, its maintenance and operation from your dealer.
Respect all government or local rules pertaining to flight operation in your flying area. Fly only when and where conditions, topography, and airspeeds are safest.
Consult your aircraft dealer or manufacturer and obtain the necessary information, especially before flying in new areas.
Select and use proper aircraft instrumentation. This instrumentation is not included with the ROTAX engine package.
Only approved instrumentation may be installed.
Keep an engine log book and respect engine and aircraft maintenance schedules. Keep the engine in top operating condition at all times. Do not operate any aircraft which is not properly maintained or has engine operating irregularities which have not been corrected.
Before flight, ensure that all engine controls are operative.
Make sure all controls can be easily reached in case of an emergency.
Since special tools and equipment may be required, engine servicing should only be performed by an authorized ROTAX engine distributor or a qualified trained mechanic approved by the local airworthiness authority.
When in storage protect the engine and fuel system from contamination and exposure.
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page 1-6
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Engine run
Vacuum pump
Never operate the engine without sufficient quantities of operating fluids (oil, coolant, fuel).
Never exceed the maximum permitted operational limits.
In the interest of safety, the aircraft must not be left unattended while the engine is running.
To eliminate possible injury or damage, ensure any loose equipment or tools are properly secured before starting the engine.
Allow the engine to cool at idle for several minutes before turning off the engine.
This engine may be equipped with a vacuum pump. The safety warning accompanying the vacuum pump must be given to the owner/operator of the aircraft into which the vacuum pump is installed.
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1.5) Technical documentation
General note
These documents form the instructions for continued airworthiness of ROTAX aircraft engines.
The information given is based on data and experience that are considered applicable for professionals under normal conditions.
The fast technical progress and variations of installation might render present laws and regulations inapplicable or inadequate.
Documentation
Status
Revision pages
Reference
Installation Manual
Operators Manual
Maintenance Manual (Line and Heavy Maintenance)
Overhaul Manual
Illustrated Parts Catalog
Alert Service Bulletins
Service Bulletins
Service Instructions
Service Letters
The status of Manuals can be determined by checking the table of amendments of the Manual. The 1 st
column of this table is the revision status.
Compare this number to that listed on the ROTAX WebSite: www.rotax-aircraft-engines.com.
Updates and current revisions can be downloaded for free.
Further the Manual is in such a way developed that revision pages are offered and the entire document does not have to be exchanged. The overview of the valid pages are in the Chapter LEP.
The current edition and revision is shown in the foot note.
Any reference to a document refers to the latest edition issued by
BRP-Powertrain if not stated otherwise.
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Illustrations
The illustrations in this Manual are mere sketches and show a typical arrangement. They may not represent the actual part in all its details but depict parts of the same or similar function. Therefore deduction of dimensions or other details from illustrations is not permitted.
NOTE: The illustrations in this Operators Manual are stored in a graphic data file and are provided with a consecutive irrelevant number.
This number (e.g. 00277) is of no significance for the content.
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1.6) Standard version
Serial production
4-stroke, 4 cylinder horizontally opposed, spark ignition engine, one central cam-shaft - push-rods - OHV
Liquid cooled cylinder heads
Ram air cooled cylinders
Dry sump forced lubrication
Dual breakerless capacitor discharge ignition
2 constant depression carburetors
mechanical fuel pump
Electric starter (12 V 0.7 kW)
Integrated AC generator with external rectifier-regulator (12 V
20 A DC)
Prop drive via reduction gear with integrated shock absorber and overload clutch
NOTE: The overload clutch is installed on all serial
production aircraft engines which are certified and on non-certified aircraft engines of the configuration 3.
Optional
Electric starter (12 V 0.9 kW)
External alternator (12 V 40 A DC)
Vacuum pump (only for A1, A2 and A4 possible)
Hydraulic constant speed propeller governor (for configuration
3 only)
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1.7) Type description
e.g. 912 A 2
The type designation is of the following composition.
ROTAX
Description
Description
Type:
Certification:
NOTE:
912
A
F, S
UL, ULS
Configuration: 1
Configuration
4-cyl. horizontally opposed, normal aspirated engine certified to JAR 22
(TC No. EASA.E.121) certified to FAR 33 (TC No.
E00051 EN)
JAR-E (TC No. EASA.E.121) non-certified aircraft engines
Prop shaft with flange for fixed prop, P.C.D 100 mm (3.936 in.).
This configuration is not available any longer and will be replaced by configuration 2.
NOTE:
2
3
4
Prop shaft with flange for fixed pitch propeller.
Prop shaft with flange for constant speed propeller and drive for hydraulic governor for constant speed propeller.
Prop flange for fixed pitch propeller and prepared for retrofit of a hydraulic governor for constant speed propeller.
This configuration 4 is not available any longer and will be replaced by configuration 3.
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1.8) Denomination of cylinders, Engine views, components
Lateral view
2
1
Top view
Fig. 2
1
2
Part Function
propeller gear box vacuum pump or hydraulic governor for constant speed propeller
00337
Cyl. 1
Cyl. 3
4
5
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3
6
8
Fig. 3
5
6
3
4
7
8
Part
7
Cyl. 2
Cyl. 4
Function
engine serial number
CD carburetor electric starter expansion tank with excess pressure valve exhaust flange external alternator
4
00334
BRP-Powertrain
page 1-12
April 01/2010
Front view
Fig. 4
00336
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1.9) Technical data
See table
Description
Bore
Stroke
Displacement
Compression ratio.
912 A/F/UL
79.5 mm (3.13 in)
912 S/ULS
84 mm (3.31 in)
61 mm (2.40 in) 61 mm (2.40 in)
1211 cm
3
(73.9 in
3
) 1352 cm
3
(82.5 in
3
)
9.0 : 1 11 : 1
1.10) Fuel consumption
See table
Fuel consumption in l/h
(US gal/h)
at take-off performance at max. continuous performance at 75 % continuous performance specific consumption at max. continuous performance
912 A/F/UL 912 S/ULS
24.0 l/h (6.3 gal/h) 27.0 l/h (7.1 gal/h)
22.6 l/h (5.6 gal/h) 25.0 l/h (6.6 gal/h)
16.2 l/h (4.3 gal/h) 18.5 l/h (4.9 gal/h)
285 g/kWh
(0.47 lb/hph)
285 g/kWh
(0.47 lb/hph)
1.11) Direction of rotation
Direction of rotation on propeller shaft
Direction of rotation on propeller shaft: counter clockwise, looking at p.t.o side of engine.
normal direction of propeller rotation (engine)
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Fig. 5
BRP-Powertrain
08629
page 1-14
April 01/2010
Introduction
Table of contents
2) Operating instructions
The data of the certified engines are based on type certificate of type 912 A JAR 22 (TC No. EASA.E.121),
912 F/S FAR 33 (TC No. E00051 EN),
JAR-E (TC No. EASA.E.121).
This chapter of the Operators Manual contains the operating limits that must be observed to ensure the ROTAX aircraft engine and standard systems operate safely.
Subject
Operating limits (912 A/F/UL)
Performance
Speed
Acceleration
Oil pressure
Oil temperature
EGT
Conventional coolant
Waterless coolant
Engine start temperature
Fuel pressure
Power consumption of the hydraulic propeller governor
Power consumption of the vacuum pump
Power consumption of the external alternator
Deviation from bank angle
Operating limits (912 S/ULS)
Performance
Speed
Acceleration
Oil pressure
Oil temperature
EGT
Conventional coolant
Waterless coolant
Engine start temperature
Fuel pressure
Power consumption of the hydraulic propeller governor
Power consumption of the vacuum pump
Power consumption of the external alternator
Deviation from bank angle
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page 2-7 page 2-7 page 2-7 page 2-7 page 2-7 page 2-7
Page
page 2-2 page 2-2 page 2-2 page 2-2 page 2-2 page 2-2 page 2-2
Operating fluids:
Coolant
Fuel
Lubricants
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2.1) Operating limits (912 A/F/UL)
Performance
Performance data relate to ISA (International Standard Atmosphere) conditions without Governor, external alternator etc.
Take-off performance
Max. continuous performance
59.6 kW at 5800 rpm
58 kW at 5500 rpm
Speed
Acceleration
Take-off speed
Max. continuous speed
Idle speed
5800 rpm (max. 5 min)
5500 rpm min. 1400 rpm
Limit of engine operation at zero gravity and in negative ”g” condition.
Max.
5 seconds at max. -0.5 g
Oil pressure
Max.
Min.
NOTICE
Normal
7 bar (102 psi)
For a short period admissible at cold start.
0.8 bar (12 psi) (below 3500 rpm)
* 1.5 bar (22 psi)
2.0 to 5.0 bar (29-73 psi) (above
3500 rpm)
* 1.5 to *5.0 bar (22-73 psi)
* 912 UL to S/N 4,402.387
912 A to S/N 4,410.266
912 F to S/N 4,412.764
Oil temperature
EGT
Max.
Min.
normal operating temperature exhaust gas temperature
Max.
140 °C (285 °F)
50 °C (120 °F) approx. 90 to 110 °C (190 - 230 °F)
880 °C (1616 °F)
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Conventional coolant
See also
Max.
Coolant temperature: (coolant exit temperature)
120 °C (248 °F)
Max.
Cylinder head temperature:
150 °C (300 °F)
Permanent monitoring of coolant temperature and cylinder head temperature is necessary.
Waterless coolant
See also
Max.
Cylinder head temperature:
150 °C (300 °F)
Permanent monitoring of cylinder head temperature is necessary.
Effectivity: 912 A/F/UL
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Engine start, operating temperature
Max.
Min.
Fuel pressure
50 °C (120 °F)
-25 °C (-13 °F)
WARNU
Non-compliance can result in serious injuries or death!
Exceeding the max. admissible fuel pressure will override the float valve of the carburetor and to engine failure.
The aircraft engine manufacturer strongly recommends the installation of an additional pump, unless this has not been covered by legal obligations so far.
Max.
Min.
0.4 bar (5.8 psi)
0.15 bar (2.2 psi)
Propeller governor
Max.
Power consumption of the hydraulic propeller governor:
600 W
Vacuum pump
Max.
Power consumption of the vacuum pump:
300 W
External alternator
Max.
Power consumption of the external alternator:
1200 W
Bank angle
Max.
NOTE:
Deviation from bank angle:
40°
Up to this value the dry sump lubrication system warrants lubrication in every flight situation.
Effectivity: 912 A/F/UL
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April 01/2010
2.2) Operating limits (912 S/ULS)
Performance
Performance data relate to ISA (International Standard Atmosphere) conditions without Governor, external alternator etc.
Take-off performance
Max. continuous performance
73.5 kW at 5800 rpm
69 kW at 5500 rpm
Speed
Acceleration
Take-off speed
Max. continuous speed
Idle speed
5800 rpm (max. 5 min)
5500 rpm min. 1400 rpm
Limit of engine operation at zero gravity and in negative ”g” condition.
Max.
5 seconds at max. -0.5 g
Oil pressure
Max.
NOTICE
Min.
Normal
7 bar (102 psi)
For a short period admissible at cold start.
0.8 bar (12 psi) (below 3500 rpm)
2.0 to 5.0 bar (29-73 psi) (above 3500 rpm)
Oil temperature
EGT
Max.
Min.
normal operating temperature exhaust gas temperature
Max.
130 °C (266 °F)
50 °C (120 °F) approx. 90 to 110 °C (190-230 °F)
880 °C (1616 °F)
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Conventional coolant
Max.
Coolant temperature: (coolant exit temperature)
120 °C (248 °F)
Max.
Cylinder head temperature:
135 °C (275 °F)
Permanent monitoring of coolant temperature and cylinder head temperature is necessary.
Waterless coolant
Max.
Cylinder head temperature:
135 °C (275 °F)
Permanent monitoring of cylinder head temperature is necessary.
Effectivity: 912 S/ULS
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April 01/2010
Engine start, operating temperature
Max.
Min.
50 °C (120 °F)
-25 °C (-13 °F)
Fuel pressure
WARNU
Non-compliance can result in serious injuries or death!
Exceeding the max. admissible fuel pressure will override the float valve of the carburetor and to engine failure.
The aircraft engine manufacturer strongly recommends the installation of an additional pump, unless this has not been covered by legal obligations so far.
Max.
Min.
0.4 bar (5.8 psi)
0.15 bar (2.2 psi)
Propeller governor
Max.
Power consumption of the hydraulic propeller governor:
600 W
Vacuum pump
External alternator
Max.
Power consumption of the external alternator:
1200 W
Bank angle
Max.
Power consumption of the vacuum pump:
300 W
Max.
NOTE:
Deviation from bank angle:
40°
Up to this value the dry sump lubrication system warrants lubrication in every flight situation.
Effectivity: 912 S/ULS
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BRP-Powertrain
page 2-7
April 01/2010
2.3) Operating media-Coolant
General note
WARNUNG
Obey the latest edition of Service Instruction
SI-912-016 for the selection of the correct coolant.
Conventional coolant
Application
Mixture
Conventional coolant mixed with water has the advantage of a higher specific thermal capacity than water-less coolant.
When correctly applied, there is sufficient protection against vapor bubble formation, freezing or thickening of the coolant within the operating limits.
Use the coolant specified in the manufacturers documentation.
WARNUNG
Obey the manufacturers instructions about the coolant.
designation
conventional e.g. BASF Glysantine anticorrosion waterless e.g. EVANS NPG+
mixture ratio % concentrate water
50* 50
100 0
* coolant component can be increased up to max. 65%.
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2.4) Operating media-Fuel
General note
WARNUNG
Obey the latest edition of Service Instruction
SI-912-016 for the selection of the correct fuel.
WARNUNG
Use only fuel suitable for the respective climatic zone.
NOTE: Risk of vapour formation if using winter fuel for summer operation.
Mogas
The following fuels can be used:
Mogas
European standard
Usage/Description
912 A/F/UL
EN 228 Normal
1)
EN 228 Super
1)
EN 228 Super plus
1)
Canadian standard
CAN/CGSB-3.5
Quality 1
3)
912 S/ULS
EN 228 Super
Quality 3
4)
2)
EN 228 Super plus
2)
CAN/CGSB-3.5
AVGAS
US standard ASTM D4814
3)
1) min. RON 90
2) min. RON 95
3) min. AKI 87
4) min. AKI 91
ASTM D4814
4)
AVGAS 100LL places greater stress on the valve seats due to its high lead content and forms increased deposits in the combustion chamber and lead sediments in the oil system. Thus it should only be used in case of problems with vapor lock or when other types of gasoline are unavailable.
AVGAS
Aviation
Standard
Usage/Description
912 A/F/UL 912 S/ULS
AVGAS 100 LL
(ASTM D910)
AVGAS 100 LL
(ASTM D910)
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2.5) Operating media-Lubricants
General note
WARNUNG
Obey the manufacturers instructions about the lubricants.
If the engine is mainly run on AVGAS more frequent oil changes will be required. See
Service Information SI-912-016, latest edition.
Oil type
Motorcycle oil of a registered brand with gear additives. Do not use aircraft engine oil for direct driven engines.
WARNUNG
At the selection of suitable lubricants refer to the additional information in the Service Information SI-912-016, latest edition.
Oil consumption
Oil specification
Oil viscosity
Max. 0.06 l/h (0.13 liq pt/h).
Use only oil with API classification "SG" or higher!
Due to the high stresses in the reduction gears, oils with gear additives such as high performance motor cycle oils are required.
Because of the incorporated overload clutch, oils with friction modifier additives are unsuitable as this could result in a slipping clutch during normal operation.
Heavy duty 4-stroke motor cycle oils meet all the requirements. These oils are normally not mineral oils but semi- or full synthetic oils.
Oils primarity for Diesel engines have insufficient high tem-
perature properties and additives which favour clutch slipping, and are generally unsuitable.
Use of multi-grade oils is recommended.
NOTE: Multi-viscosity grade oils are less sensitive to temperature variations than single grade oils.
They are suitable for use throughout the seasons, ensure rapid lubrication of all engine components at cold start and get less fluid at higher temperatures.
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Table of lubricants
Since the temperature range of neighboring SAE grades overlap, there is no need for change of oil viscosity at short duration of ambient temperature fluctuations.
Klima
(climatic conditions)
°C °F
40
100
Mehrbereichs-Öle multi-grade oils tropisch
(tropical)
30
80
20
60
gemäßigt
(temperate)
10
0
40
20
10
arktisch
(arctic)
20
0
30
20
Fig. 1
01176
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NOTES
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Introduction
Table of content
3) Standard operation
To warrant reliability and efficiency of the engine, meet and carefully observe all the operating and maintenance instructions.
This chapter of the Operators Manual contains expanded operating and maintenance instructions.
Subject
Daily checks
Coolant level
Check of mechanical components
Gear box
Carburetor
Exhaust system
Before engine start
Pre-flight checks
Operating media
Coolant
Oil
Oil level (oil dipstick)
Engine start
Prior to take-off
Warming up period
Throttle response
Ignition check
Propeller governor
Take-off
Cruising
Engine shut-off
Cold weather operation
Page
page 3-4 page 3-4 page 3-4 page 3-4
page 3-5 page 3-5 page 3-5 page 3-5
page 3-9 page 3-9 page 3-9 page 3-9 page 3-9
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3.1) Daily checks
General note
To warrant reliability and efficiency of the engine, meet and carefully observe all the operating and maintenance instructions.
WARNU
Risk of burnings and scalds!
Hot engine parts!
Conduct checks on the cold engine only!
WARNU
Non-compliance can result in serious injuries or death!
Ignition “OFF”
Before moving the propeller switch off both ignition circuit and secure the aircraft. Have the cockpit occupied by a competent person.
WARNUNG
If established abnormalities (e.g. excessive resistance of the engine, noise etc.) inspection in accordance with the relevant Maintenance Manual is necessary. Do not release the engine into service before rectification.
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Coolant level
Graphic
The coolant specifications of the section
Operating media are to be observed!
1
Step
2
Procedure
Verify coolant level in the expansion tank, replenish as required up to top. The max. coolant level must be filled up to the top (see Fig. 1).
Verify coolant level in the overflow bottle, replenish as required.
The coolant level must be between max. and min. mark.
Expansion tank
1
2
Fig. 1
1
2
Part Function
radiator cap expansion tank
05823
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Check of mech. components
Check of mechanical components
1
Step Procedure
Turn propeller by hand in direction of engine rotation several times and observe engine for odd noises or excessive resistance and normal compression.
Gear box
Carburetor
Exhaust system
WARNUNG
At excessive resistance of the engine perform the relevant unscheduled maintenance check according to Maintenance Manual
(Line), chapter “Hard to turn over“.
Version without overload clutch:
No further checks are necessary.
Version with overload clutch:
Step
1
Procedure
Turn the propeller by hand to and fro, feeling the free rotation of 30° before the crankshaft starts to rotate.
If the propeller can be turned between the dogs with practically no friction at all (less than 25 Nm = 19 ft.lb) further investigation is necessary.
1
Step Procedure
Verify free movement of throttle cable and starting carburetor over the complete range. Check from the cockpit.
1
Step Procedure
Inspect for damages, leakage and general condition.
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3.2) Before engine start
Carry out pre-flight checks.
3.3) Pre-flight checks
Safety
WARNU
Non-compliance can result in serious injuries or death!
Ignition “OFF”. Before moving the propeller.
Switch off both ignition circuits and anchor the aircraft. Have the cockpit occupied by a competent person.
WARNU
Risk of burnings and scalds!
Hot engine parts!
Carry out pre-flight checks on the cold or luke warm engine only!
Operating media
1
Step Procedure
Check for any oil-, coolant- and fuel leaks.
If leaks are evident, rectify and repair them before next flight.
Coolant
The coolant specifications of the section
Operating media are to be observed!
1
Step Procedure
Verify coolant level in the overflow bottle, replenish as required up to top.
The coolant level must be between min. and max. mark.
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Oil
Oil level (oil dipstick)
The oil specifications of the section
Operating media are to be observed!
1
2
Step
3
4
5
Procedure
Check oil level and replenish as required.
NOTE:
Propeller shouldn't be turned excessively reverse the normal direction of engine rotation.
Remove oil tank. Prior to oil check, turn the propeller by hand in direction of engine rotation several times to pump oil from the engine into the oil tank.
It is essential to build up compression in the combustion chamber. Maintain the pressure for a few seconds to let the pressure flow around the piston rings into the crankcase.
The speed of rotation is not important for the pressure transfer into the crankcase.
This process is finished when air is returning back to the oil tank and can be noticed by a murmur from the open oil tank.
Install oil tank cap.
NOTE: The oil level should be in the upper half (between the “50%“ and the “max“ mark) and should never falls below the “min“ mark. Prior to long flights oil should be added so that the oil level reaches the “max“ mark.
Avoid oil levels exceeding the “max“ mark, since excess oil could be poured out through the venting system.
Difference between max.- and min.- mark = 0.45 litre (0.95 liq pt)
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3.4) Engine start
Safety
WARNU
Non-compliance can result in serious injuries or death!
Do not take the engine into operation if any person is near the aircraft.
Engine start
3
4
5
1
2
Step
6
7
8
9
10
Designation
Fuel valve
Starting carb
If
engine in operating temperature
Throttle lever
Master switch
Ignition
NOTICE
open activated
Then
start the engine without choke
Procedure
set to idle position on both circuits switched on
Do not actuate starter button (switch) as long as the engine is running. Wait until complete stop of engine!
Starter button
NOTICE
As soon as engine runs actuate
Activate starter for max. 10 sec. only (without interruption), followed by a cooling period of 2 minutes!
adjust throttle to achieve smooth running at approx.
2500 r.p.m
Oil pressure
NOTICE
Starting carb (choke)
Check if oil pressure has risen within 10 seconds and monitor oil pressure. Increase of engine speed is only permitted at steady oil pressure readings above 2 bar
(30 psi).
At an engine start with low oil temperature, continue to observe the oil pressure as it could drop again due to the increased flow resistance in the suction line. The number of revolutions may be only so far increased that the oil pressure remains steady.
de-activate
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To observe!
Reduction gear with shock absorber
WARNUNG
Since the engine comprises a reduction gear with shock absorber, take special care of the following:
1
2
3
Step Procedure
To prevent impact load, start with throttle lever in idle position or at the most up to 10% open.
For the same reason, wait for around 3 sec. after throttling back to partial load to reach constant speed before re-acceleration.
For checking the two ignition circuits, only one circuit may be switched off and on at a time.
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3.5) Prior to take-off
Safety
WARNU
Non-compliance can result in serious injuries or death!
Do not take the engine into operation if any person is near the aircraft.
Warming up period
2
3
1
Step Procedure
Start warming up period at approx. 2000 rpm for approx. 2 minutes.
Continue at 2500 rpm, duration depending on ambient temperature, until oil temperature reaches 50 °C (120 °F).
Check temperatures and pressures.
Throttle response
WARNUNG
After a full-load ground test allow a short cooling run to prevent vapour formation in the cylinder head.
1
Step Procedure
Short full throttle ground test (consult Aircraft Operators
Manual since engine speed depends on the propeller used).
Ignition check
Check the two ignition circuits at 4000 rpm (approx. 1700 rpm propeller).
Step
1
2
Procedure
Speed drop with only one ignition circuit must not exceed
300 rpm (approx. 130 rpm propeller).
115 rpm (approx. 50 rpm propeller) max. difference of speed by use of either circuit, A or B.
NOTE:
The propeller speed depends on the actual reduction ratio.
Propeller governor
Check of hydraulic propeller governor:
Check control of the hydraulic propeller governor to specifications of the manufacturer.
NOTE: Cycling the propeller governor puts a relatively high load on the engine. Unnecessary cycling or additional checks should be avoided.
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3.6) Take-off
Safety
Climb
WARNU
Non-compliance can result in serious injuries or death!
Monitor oil temperature, cylinder head temperature and oil pressure. Limits must not be exceeded! See
rating limits.
Respect “cold weather operation” recommendations, see
Climbing with engine running at take-off performance is permissi-
3.7) Cruising
Performance
Oil temperature
1
Step Procedure
Set performance as per performance specifications
and respect operating limits as per
.
1
Step Procedure
Avoid operation below normal operation oil temperature
(90 to 110 °C / 194 to 230 °F), as possible formation of condensation water in the lubrication system badly influences the oil quality.
To evaporate possibly accumulated condensation water, at least once a day 100 °C (212 °F) oil temperature must be reached.
3.8) Engine shut-off
General note
Normally the cooling down of the engine during descending and taxiing will be sufficient to allow the engine to be shut off as soon as the aircraft is stopped.
At increased operating temperatures make an engine cooling run of at least minimum 2 minutes.
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3.9) Cold weather operation
General note
Generally, an engine service should be carried out before the start of the cold season.
Coolant
Lubricant
Cold start
For selection of coolant and mixing ratio, see "Coolant",
For selection of oil, see table of Lubricants
With throttle closed and choke activated (open throttle renders starting carb ineffective).
Be aware, no spark below crankshaft speed of 220 rpm (propeller speed of 90 rpm).
As performance of electric starter is greatly reduced when hot, limit starting to periods not much longer than 10 sec. With a well charged battery, adding a second battery will not improve cold starts.
Remedy - Cold start
1
2
3
Step Procedure
Use of multigrade oil with the low end viscosity code of 5 or
10.
Gap electrode on spark plug to the minimum or fit new spark plugs.
Preheat engine.
Icing in the air intake system
Remedy
Icing due to humidity
Carburetor icing due to humidity may occur on the venturi and on the throttle valve due to fuel evaporation and leads to performance loss and change in mixture.
Intake air pre-heating is the only effective remedy. See Flight
Manual supplied by the aircraft manufacturer.
Effectivity: 912 Serie
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Icing due to water in fuel
Icing due to water in fuel
WARNUNG
Fuels containing alcohol always carry a small amount of water in solution. In case of temperature changes or increase of alcohol content, water or a mixture of alcohol and water may settle and could cause troubles.
Water in fuel will accumulate at the lower parts of the fuel system and leads to freezing of fuel lines, filters or jets.
Remedy
Use non-contaminated fuel (filtered through suede)
Generously sized water separators
Fuel lines routing inclined
Prevent condensation of humidity, i.e avoid temperature differences between aircraft and fuel.
Effectivity: 912 Serie
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Introduction
Table of contents
4) Abnormal operation
WARNU
Non-compliance can result in serious injuries or death!
At unusual engine behaviour conduct checks as per Maintenance Manual, Chapter 05-50-
00 before the next flight.
NOTE: Further checks - see Maintenance Manual.
This chapter of the Operators Manual contains expanded operating and maintenance instruction at abnormal operation.
Subject
Start during flight
Exceeding of max. admissible engine speed
Exceeding of max. admissible cyl. head temperature
Exceeding of max. admissible oil temperature
Oil pressure below minimum - during flight
Oil pressure below minimum - on ground
Trouble shooting
Page
page 4-2
Effectivity: 912 Serie
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BRP-Powertrain
page 4-1
April 01/2010
4.1) Start during flight
Engine stop
Starting procedure same as on ground, however, on a warm engine without choke.
4.2) Exceeding of max. admissible engine speed
Exceeding of max. engine speed
Reduce engine speed. Any exceeding of the max. admissible engine speed has to be entered by the pilot into the logbook, stating the duration and extend of overspeed.
4.3)
Exceeding of max. admissible cyl. head temperature
Exceeding of cylinder head temperature
WARNUNG
Reduce engine power setting to the minimum necessary to maintain flight and carry out precautionary landing.
Any exceeding of the max. admissible cylinder head temperature has to be entered by the pilot into the logbook, stating duration and extent of over-temperature condition.
4.4)
Exceeding of max. admissible oil temperature
Exceeding of oil temperature
WARNUNG
Reduce engine power setting to the minimum necessary to maintain flight and carry out precautionary landing.
Any exceeding of the max. oil temperature must be entered by the pilot in the logbook, stating duration and extent of overtemperature condition.
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4.5) Oil pressure below minimum - during flight
Oil pressure below minimum
WARNUNG
Reduce engine power setting to the minimum necessary and carry out precautionary landing.
Check oil system.
4.6) Oil pressure below minimum - on ground
Immediately stop the engine and check for reason. Check oil system.
Check oil quantity in oil tank.
-
Check oil quality. See Chapter 2.5)
.
Effectivity: 912 Serie
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4.7) Trouble shooting
Introduction
All checks in accordance with the Maintenance Manual (current issue/revision).
WARNU
Non-compliance can result in serious injuries or death!
Only qualified staff (authorized by the Aviation Authorities) trained on this particular engine, is allowed to carry out maintenance and repair work.
WARNUNG
If the following hints regarding remedy do not solve the problem, contact an authorized workshop. The engine must not be operated until the problem is rectified.
Table of content
This chapter of the Operators Manual contains possible cause and remedy in case of trouble shooting.
Subject
Starting problems
Engine run
Oil pressure
Oil level
Engine hard to start at low temperature
Page
page 4-5 page 4-5 page 4-5 page 4-6 page 4-6
Effectivity: 912 Serie
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BRP-Powertrain
page 4-4
April 01/2010
Starting problems
Engine does not start
Possible cause
Ignition off.
Closed fuel valve or clogged filter.
No fuel in tank.
Starting speed too low, faulty or discharged battery.
Starting speed too low, start problems on cold engine.
Remedy
switch on.
open valve, clean or renew filter, check fuel system for leaks.
refuel.
fit fully charged battery.
use top quality, low friction oil; allow for sufficient cooling period to counter for performance drop on hot starter; preheat engine.
Engine run
Engine idles rough after warm-up period, smoky exhaust emission
Possible cause
Starting carb (Choke) activated.
Remedy
close starting carb (Choke).
Oil pressure
Engine keeps running with ignition off
Possible cause
Overheating of engine.
Remedy
let engine cool down at idling at approx.
2000 rpm.
Knocking under load
Possible cause Remedy
Octane rating of fuel too low.
use fuel with higher octane rating.
Low oil pressure
Possible cause
Not enough oil in oil tank.
Remedy
Check oil return line for free passage, renew oil seal.
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Oil level
Oil level is increasing
Possible cause
Oil too cold during engine operation.
Remedy
cover oil cooler surface, maintain the oil temperature prescribed.
Cold engine start
Engine hard to start at low temperature
Possible cause
Starting speed too low.
Low charge battery.
High oil pressure.
preheat engine.
Remedy
fit fully charged battery.
At cold start a pressure reading of up to around 7 bar (102 psi) does not indicate a malfunction.
Oil pressure too low after cold start.
Too much resistance in the oil suction tube at low temperatures. Stop engine and preheat oil.
At oil pressure reading too low than 1 bar oils with lower viscosity are to be used.
See SI-912-016, current issue.
NOTE:
Oil pressure at idle must be a minimum of
50 °C (120 °F) to be measured accurately.
Be sure the oil pressure does not go below minimum at idle.
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Introduction
Table of content
5) Performance data
The performance tables and performance graphs on the next few pages are intended to show you what kind of performance to expect from your engine in terms of power output. The indicated power can be achieved by following the procedures laid out in the
Operators Manual and ensuring that the engine is well-maintained.
This chapter of the Operators Manual contains performance table and performance graphs.
Subject
Engine type 912 A/F/UL
Performance graphs for stand. conditions
Performance data for variable pitch propeller
Performance graph for non-standard conditions
Engine type 912 S/ULS
Performance graphs for stand. conditions
Performance data for variable pitch propeller
Performance graph for non-standard conditions
Page
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Performance graphs
Engine 912 A/F/UL
Performance graphs for stand. conditions (ISA)
kW
60
30
20
10
0
50
40
A
B
3000 4000
A: max. engine output
B: power requirement of propeller
5000 5800 rpm hp
80
70
60
50
40
30
20
10
Fig. 1
in.Hg
30
00450
L/h
30
(Gal/h)
(7,93)
C
20
20
(5,28)
D
10
10 (2,64)
0
5800 rpm
0
3000 4000
C: manifold pressure
D: fuel consumption
5000
Values along propeller curve
Fig. 2
00451
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Performance data
Engine 912 A/F/UL
Performance data for variable pitch propeller
Engine speed over 5500 rpm is restricted to 5 minutes.
Run the engine in accordance with the following table.
Power setting
Take-off power max. continous power
75 %
65 %
55 %
Engine speed
(rpm)
5800
5500
5000
4800
4300
Performance
(kW)/(HP)
59.6
58.0
43.5
37.7
31.9
80
78
58
50
43
Torque (Nm)
(ft.lb)
98.1
100.7
83.1
75.0
70.8
Manifold pressure
(in.HG)
72.35 ft.lb
74.27 ft.lb
61.29 ft.lb
55.32 ft.lb
52.22 ft.lb
full throttle full throttle
27.2
26.5
26.3
NOTE: Further essential information regarding engine behavior see Service Letter SL-912-016, latest edition.
Effectivity: 912 A/F/UL
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Performance data
Engine 912 A/F/UL
Performance data variable pitch propeller
The following graph shows the performance drop with increasing flight altitude. The curves show the performance at 5800, 5500,
5000, 4500 and 4000 rpm, at full throttle.
The engine allows operation with fully open throttle valve over the whole rpm range, without limitation. But full throttle performance above 5500 rpm is limited to 5 minutes.
At deviation of temperature conditions from standard atmosphere conditions the engine performance to be expected can be calculated from the performance indicated, multiplied by standard temperature, divided by actual temperature in K.
Fig. 3
08635
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Performance graphs
Engine 912 S/ULS
Performance graphs for stand. conditions (ISA)
Fig. 4
5
0
2500
Fig. 5
30
25
20
15
10
Ansaugladedruck manifold pressure
Werte bezogen auf die
Propeller-Kurve values along propeller curve
3000
Benzinverbrauch fuel consumption
3500 4000 4500
Drehzahl/Engine speed [1/min / rpm]
5000
02001
20
15
10
30
25
5
5500
5800
0
02002
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Performance data
Engine 912 S/ULS
Performance data for variable pitch propeller
Engine speed over 5500 rpm is restricted to 5 minutes.
Run the engine in accordance with the following table.
Power setting
Take-off power max. continuous power
75 %
65 %
55 %
NOTE:
Engine speed
(rpm)
Performance
(kW)/(HP)
Torque (Nm)
(ft.lb)
Manifold pressure
(in.HG)
5800
5500
5000
4800
4300
73.5/100
69.0/90
51.0/68
44.6/60
38.0/50
121.0
119.8
97.4
88.7
84.3
89.24 ft.lb
88.36 ft.lb
71.84 ft.lb
65.42 ft.lb
62.17 ft.lb
27.5
27
26
26
24
Further essential information regarding engine behavior see Service Letter SL-912-016, latest edition.
Effectivity: 912 S/ULS
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Performance graph
Engine 912 S/ULS
Performance graph for non-standard conditions
The following graph shows the performance drop with increasing flight altitude. The curves show the performance at 5800, 5500,
5000, 4800 and 4300 rpm, at full throttle.
The engine allows operation with fully open throttle valve over the whole rpm range, without limitation. But full throttle performance above 5500 rpm is limited to 5 minutes.
At deviation of temperature conditions from standard atmosphere conditions the engine performance to be expected can be calculated from the performance indicated, multiplied by standard temperature, divided by actual temperature in °K.
Fig. 6
08636
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NOTES
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Introduction
Table of content
6) WEIGHTS
The stated weights are dry weights (without operating fluids) and are guide values only.
Further weight information relating to the equipment can be found in the current Installation Manual.
This chapter of the Operators Manual contains an extensive list of approved equipment for this engine.
Subject
Engine
Accessories
Page
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6.1) Engine
with: electric starter, carburetors, internal generator, ignition unit and oil tank
without: exhaust system, radiator, airbox
912 UL
57.1 kg (126 lb) with overload clutch
55.4 kg (122 lb) without clutch
Configuration 2
912 A 912 F 912 ULS 912 S
57.1 kg
(126 lb)
57.1 kg
(126 lb)
58.3 kg (128 lb) with overload clutch
56.6 kg (125 lb) without clutch
58.3 kg (128 lb)
912 UL
Configuration 3
912 A
59.8 kg (132 lb)
912 F 912 ULS 912 S
61 kg (134 lb)
6.2) Assessories
Part
External alternator
Vacuum pump
Overload clutch
NOTE:
Weight
3.0 kg (6.6 lb)
0.8 kg (1.8 lb)
1.7 kg (3.7 lb)
The overload clutch is installed on all certified aircraft engines and on non-certified aircraft engines of the configuration 3.
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Introduction
Table of content
7) Description of systems
This chapter of the Operator Manual contains the description of cooling system, fuel system, lubrication system, electric system and the propeller gearbox.
As already mentioned in the preface, the system descriptions only apply to the engine, not to a specific application in a particular aircraft. The aircraft manufacturers Operators Manual is therefore definitive in terms of the operation of the engine, as it contains all the aircraft specific instructions.
Page Subject
Cooling system of engine
Coolant
Expansions tank
Coolant temperature measuring
Fuel system
Fuel
Return line
Lubrication system
Lubrication
Crankcase
Oil pump
Oil circuit vented
Oil temperature sensor
Electric system
Charging coils
Propeller gearbox
Reduction ratio
Overload clutch
Torsional shock absorber
Backlash
Vacuum pump
page 7-2 page 7-2 page 7-2 page 7-2
page 7-5 page 7-5 page 7-5 page 7-5 page 7-5 page 7-5
page 7-8 page 7-8 page 7-8 page 7-8
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7.1) Cooling system of the engine
General note
Cooling
Coolant
The cooling system of the ROTAX 912 is designed for liquid cooling of the cylinder heads and ram-air cooling of the cylinders. The cooling system of the cylinder heads is a closed circuit with an expansion tank.
The coolant flow is forced by a water pump, driven from the camshaft, from the radiator to the cylinder heads. From the top of the cylinder heads the coolant passes on to the expansion tank (1).
Since the standard location of the radiator (2) is below engine level, the expansion tank located on top of the engine allows for coolant expansion.
Expansion tank
Coolant temperature measuring
The expansion tank is closed by a pressure cap (3) (with excess pressure valve and return valve). At temperature rise of the coolant the excess pressure valve opens and the coolant will flow via a hose at atmospheric pressure to the transparent overflow bottle (4). When cooling down, the coolant will be sucked back into the cooling circuit.
Readings are taken on measuring point of the hottest cylinder head, depending on engine installation.
NOTE: The temperature sensors are located in cylinder head 2 and 3.
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Cooling system
3
1
2
4
3
4
1
2
Fig. 1
Part
expansion tank radiator pressure cap overflow bottle
Function
09152
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7.2) Fuel system
General note
Fuel
Return line
The fuel flows from the tank (1) via a coarse filter (2) the fire cock
(3) and fine filter (4) to the mechanical fuel pump (5). From the pump fuel passes on via the fuel manifold (6) to the two carburetors.
Via the return line surplus fuel flows back to the fuel tank and suction side of fuel system.
NOTE: The returnline serves to avoid formation of vapour lock.
Fuel system
return line carburetor fuel tank
1
2 orifice jet
7 pressure gauge
6
5
4
3 drain valve carburetor 8
7
8
5
6
3
4
1
2
Part Function
fuel tank coarse filter fire cock fine filter mechanical fuel pump* fuel manifold* electric fuel pump check valve
* standard configuration
Fig. 2
00535
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7.3) Lubrication system
General note
The ROTAX 912 engine is provided with a dry sump forced lubrication system with a main oil pump with integrated pressure regulator (1) and oil pressure sensor (2).
Lubrication
Crankcase
Oil pump
Oil circuit vented
Oil temperature sensor
The oil pump (3) sucks the motor oil from the oil tank (4) via the oil cooler (5) and forces it through the oil filter (6) to the points of lubrication in the engine.
The surplus oil emerging from the points of lubrication accumulates on the bottom of crankcase and is forced back to the oil tank by the piston blow-by gases.
The oil pumps are driven by the camshaft.
The oil circuit is vented via bore (7) on the oil tank.
The oil temperature sensor (8) for reading of the oil inlet temperature is located on the oil pump housing.
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Oil system
7
2
3
8
4
7
8
5
6
3
4
1
2
Fig. 3
Part
5
Function
pressure regulator oil pressure sensor oil pump oil tank oil cooler oil filter venting tube oil temperature sensor
1
6
08650
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7.4) Electric system
General note
The ROTAX 912 engine is equipped with a dual ignition unit of a breakerless, capacitor discharge design, with an integrated generator.
The ignition unit needs no external power supply.
Charging coils
Two independent charging coils (1) located on the generator stator supply one ignition circuit each. The energy is stored in capacitors of the electronic modules (2). At the moment of ignition 2 each of the 4 external trigger coils (3) actuate the discharge of the capacitors via the primary circuit of the dual ignition coils (4).
NOTE: The trigger coil (5) is provided for rev counter signal.
Firing order: 1-4-2-3.
Ignition circuit A
2
4
B3/4
5
A1/2
3
4
3
A3/4
B1/2
1
2
4
3
4
1
2
5
Fig. 4
Part
Ignition circuit B
charging coils electronic modules
Function
trigger coils for ignition signal dual ignition coils trigger coils for speed signal
4
00425
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7.5) Propeller gearbox
General note
Reduction ratio
For the engine type 912 two reduction ratios are available.
Reduction ratio
crankshaft: propeller shaft
912 A/F/UL
2.27:1
2.43:1 (optional)
912 S/ULS
2.43:1
Overload clutch
Depending on engine type, certification and configuration the propeller gearbox is supplied with or without an overload clutch.
NOTE: The overload clutch is installed on serial production on all certified aircraft engines and on the non-certified aircraft engines of configuration 3.
Torsional shock absorber
Fig. 5
NOTE:
02531
Fig. shows a propeller gearbox of configuration
2 with the integrated overload clutch.
The design incorporates a torsional shock absorber. The shock absorbing is based on progressive torsional cushioning due to axial spring load acting on a dog hub.
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Backlash
Vacuum pump or hydraulic governor
On the gearbox version with overload clutch the design incorporates a friction damped free play at the dogs to warrant proper engine idling. Due to this backlash at the dogs a distinct torsional impact arises at start, stop and at sudden load changes, but due to the built-in overload clutch it will remain harmless.
NOTE: This overload clutch will also prevent any undue load to the crankshaft in case of ground contact of the propeller. See Service Letter SI-912-015, latest edition.
Alternatively either a vacuum pump or a hydraulic governor for constant speed propeller can be used. The drive is in each case via the propeller reduction gear.
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NOTES
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Introduction
Table of content
8) Checks
All checks to be carried out as specified in the current Maintenance Manual (last revision).
WARNU
Non-compliance can result in serious injuries or death!
Only qualified staff (authorized by the
Aviation Authorities) trained on this particular engine, is allowed to carry out maintenance and repair work.
WARNUNG
Carry out all directives of Service Bulletins
(SB), according to their priority.
Observe according Service Instructions (SI) and Service Letter (SL).
This chapter of the Operators Manual contains checks of the aircraft engines.
Subject
Engine preservation
Engine back to operation
Page
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8.1) Engine preservation
General note
WARNU
Risk of burnings and scalds!
Hot engine parts!
Always allow engine to cool down to ambient temperature before start of any work.
Due to the special material of the cylinder wall, there is no need for extra protection against corrosion for the ROTAX aircraft engines. At extreme climatic conditions and for long out of service periods we recommends the following to protect the valve guides against corrosion:
1
6
7
8
4
5
2
3
9
Step Procedure
Operate the engine until the temperatures have stabilized for a period of 5 min (engine oil temperature between 50 to 70 °C (122 to 160 °F).
Switch the engine OFF.
Allow the engine to cool down.
Change oil.
Remove the air intake filters and insert approx.
30 cm³ (1 fl oz) of corrosion inhibiting oil into the carburetor throat with the engine running at increased idle speed. Shut off engine.
Drain carburetor float chamber.
Apply oil to all joints on carburetors.
Close all openings on the cold engine, such as exhaust end pipe, venting tube, air filter etc. against entry of dirt and humidity.
Spray all steel external engine parts with corrosion inhibiting oil.
8.2) Engine back to operation
If preservation (including oil change) took place within a year of storage, oil renewal will not be necessary. For longer storage periods repeat preservation annually.
1
2
3
Step Procedure
Remove all plugs and caps.
Clean spark plugs with plastic brush and solvent.
Reinstall.
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Introduction
Table of content
9) Supplement
According to the regulation of EASA part 21 A.3 / FAR 21.3 the manufacturer shall evaluate field information and report to the authority. In case of any relevant occurrences that may involve malfunction of the engine, the form on the next page should be filled out and sent to the responsible authorized ROTAX
®
distributor.
NOTE: The form is also available from the official
ROTAX
®
AIRCRAFT ENGINES Homepage in electronic version.
www.rotax-aircraft-engines.com
Register: Document type/Diverses
This chapter of the Operators Manual contains the form and the list of authorized distributors.
Form
Authorized distributors
Subject Page
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NOTES
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9.1) Form
ATOR
CT
OFFICE
TRI DIS
DESIGN
OPERATOR
HER OT ER COMMUT ACG MFG
———
TAXI AIR MECH
) ( BER: UM EN
BY:
OPER P.STA
RE
TELEPHON
SUBMITTED
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NOTES
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9.2) Authorized Distributor
General note
See the official ROTAX
®
AIRCRAFT ENGINES Homepage
www.rotax-aircraft-engines.com
List
Overview of authorized distributor for ROTAX aircraft engines.
Subject Page
Europe
America
Australia
Africa
Asia
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1) E U R O P E
CROATIA / FORMER YUGOSLAVIA
(EXEPT SLOVENIA):
➤SHAFT D.O.O.
B.L. Mandica 161 a
HR-54000 OSIJEK
Tel.: +385 (0) 31 /280-046,
Fax: +385 (0) 31 /281-602
E-mail: [email protected]
Contact person: Ing. Ivan Vdovjak
CZECHIA / SLOVAKIA:
➤TEVESO S.R.O.
Skroupova 441
CS-50002 HRADEC KRALOVE
Tel.: +42 049 / 5217 127,
Fax: +42 049 / 5217 226
E-mail: [email protected]
Website: www.teveso.cz
Contact persons: Ing. Jiri Samal
Issue 2010 02 01
GREAT BRITAIN / IRELAND /
ICELAND:
➤SKYDRIVE LTD.
Burnside, Deppers Bridge
SOUTHAM, WARWICKSHIRE CV47 2SU
Tel.: +44 (0) 1926 / 612 188,
Fax: +44 (0) 1926 / 613 781
E-mail: [email protected]
Website: www.skydrive.co.uk
Contact person: Nigel Beale
ITALY / CYPRUS / GREECE / MALTA /
LIBYA :
➤LUCIANO SORLINI S.P.A.
Piazza Roma, 1
Carzago di Calvagese Riviera (Brescia), Italy
Tel.: +39 030 / 601 033,
Fax: +39 030 / 601 463
E-mail: [email protected]
Website: www.sorlini.com
Contact person: Alberto Comincioli
POLAND:
➤FASTON LTD. ul. Zwirki i Wigury 47
PL-21-040 SWIDNIK
Tel.: +48 (0) 81/ 751-2882;
Fax: +48 (0) 81 / 751-5740
E-mail: [email protected]
Contact person: Mariusz Oltarzewski
SWEDEN / FINLAND / NORWAY /
ESTONIA / LATVIA / LITHUANIA /
DENMARK:
➤LYCON ENGINEERING AB
Härkeberga, SE-74596 ENKÖPING
Tel.: +46 (0) 171 / 414039,
E-mail: [email protected]
Website: www.aeronord.eu
FRANCE / ALGERIA / BELGIUM / LU-
XEMBURG / MAROCCO /
MONACO / TUNESIA:
➤MOTEUR AERO DISTRIBUTION
11 Blvd Albert 1
98000 MONACO
Tel.: +377 (0) 93 30 17 40,
Fax: +377 (0) 93 30 17 60
E-mail: [email protected]
Website: www.moteuraerodistribution.com
Contact person: Philippe Thys
GERMANY / AUSTRIA / BULGARIA /
HUNGARY / LIECHTENSTEIN /
ROMANIA / SWITZERLAND /
THE NETHERLANDS:
➤FRANZ AIRCRAFT ENGINES VERTRIEB
GMBH
Am Weidengrund 1a, 83135 Schechen,
GERMANY
Tel.: +49 (0) 8039 / 90350,
Fax: +49 (0) 8039 / 9035-35
E-mail: [email protected]
Website: www.franz-aircraft.de
Contact person: Eduard Franz
SLOVENIA:
➤PIPISTREL D.O.O. AJDOVSCINA
Goriska Cesta 50A
5270 AJDOVSCINA
Tel.: +386 (0) 5 / 3663 873,
Fax: +386 (0) 5 / 3661 263
E-mail:[email protected]
Website: www.pipistrel.si
Contact person: Leon Brecelj
SPAIN / PORTUGAL:
➤AVIASPORT S.A.
Almazara 11
E-28760 TRES CANTOS (MADRID)
Tel.: +34 (0) 91 / 803 77 11,
Fax: +34 (0) 91 / 803 55 22
E-mail: [email protected]
Website: www.aviasport.com
Contact person: Roberto Jimenez
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TURKEY:
➤AIR CONSULT
Belediyeevler Mah., 368. Sokak,Vilko Sitesi No. 8
01360 Adana, TURKEY
Tel.: +90 (0) 322 / 248 0746;
Fax: +90 (0) 322 / 248 6927
E-Mail: [email protected]
Contact person: Peter Johannes Girmann
2) A M E R I C A
CANADA:
➤ROTECH RESEARCH CANADA, LTD.
6235 Okanagan Landing Rd.
VERNON, B.C., V1H 1M5, CANADA
Tel.: +1 250 / 260-6299,
Fax: +1 250 / 260-6269
E-mail: [email protected]
Website: www.rotec.com
NORTH / MIDDLE / SOUTH AMERICA:
➤KODIAK RESEARCH LTD.
P.O. Box N 658
Bay & Deveaux Street
NASSAU, BAHAMAS
Tel.: +1 242 / 356 5377,
Fax: +1 242 / 356 2409
E-mail: [email protected]
Website: www.kodiakbs.com
3) A U S T R A L I A /
N E W Z E A L A N D /
P A P U A N E W G U I N E A:
➤BERT FLOOD IMPORTS PTY. LTD.
P.O. Box 61, 16-17 Chris Drive
LILYDALE, VICTORIA 3140
Tel.: +61 (0) 3 / 9735 5655,
Fax: +61 (0) 3 / 9735 5699
E-mail: [email protected]
Website: www.bertfloodimports.com.au
Contact person: Mark Lester
4) A F R I C A
EGYPT:
➤AL MOALLA
P.O. Box 7787, ABU DHABI
Tel.: +971 (0) 2/ 444 7378,
Fax: +971 (0) 2/444 6896
E-mail: [email protected]
Contact person: Hussain Al Moalla
ANGOLA / BOTSWANA / LESOTHO/
MADAGASCAR / MALAWI /
MOZAMBIQUE/ NAMIBIA / SOUTH
AFRICA / SWAZILAND/ ZAMBIA / ZIM-
BABWE:
➤AVIATION ENGINES ANDACCESSORIES
(PTY) LTD
P.O. Box 15749, Lambton 1414,
SOUTH AFRICA
Tel.: +27 (0) 11 / 455 4203,
Fax: +27 (0) 11 / 455 4499
E-mail: [email protected]
Website: www.aviation-engines.co.za
Contact person: Niren Chotoki
GHANA / BENIN / BURKINA FASO / CAMEROON / CENTRAL AFRICAN
REPUBLIC / CONGO / GABON / GUINEA / IVORY COAST / MALI /
MAURITANIA / NIGER/ NIGERIA / SENEGAL / TOGO:
➤WAASPS LTD
PMB KA49, Kotoka International Airport, Accra, GHANA
Tel.: +233 (0) 28 5075254,
Fax: +233 (0) 217 717 92
E-mail:[email protected]
Website: www.waasps.com
Contact person: Jonathan Porter
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5) A S I A
CHINA / HONG KONG / MACAO:
➤PEIPORT INDUSTRIES LTD.
Rm. 1302, Westlands Centre
20 Westlands Road, Quarry Bay
HONG KONG
Tel.: +852 (0) 2885 / 9525,
Fax: +852 (0) 2886 / 3241
E-mail: [email protected]
Website: www.peiport.com
Contact person: Larry Yeung
CIS:
➤AVIAGAMMA JSCO.
P.O. Box 51, 125 057 MOSCOW
Tel.: +7 499 / 158 31 23,
Fax: +7 499 / 158 62 22
E-mail: [email protected]
Website: www.aviagamma.ru
Contact person: Vladimir Andriytschuk
General Director
INDIA:
➤GREAVES COTTON LTD.
Express Building Annexe
9-10, Bahadur Shah Zafar Marg
NEW DELHI - 110002
Tel.: +91 (0) 11 / 23311501
Fax: +91 (0) 11 / 23702129
E-mail: [email protected]
Website: www.greavescotton.com/aeroengines.htm
Contact person: Cdr.Anil Kumar
Divisional Manager
INDONESIA / MALAYSIA / PHILIP-
PINES / SINGAPORE / THAILAND /
TAIWAN:
➤BERT FLOOD IMPORTS PTY. LTD.
P.O. Box 61, 16-17 Chris Drive LILYDALE,
VICTORIA 3140
Tel.: +61 (0) 3 / 9735 5655,
Fax: +61 (0) 3 / 9735 5699
E-mail:[email protected]
Website: www.bertfloodimports.com.au
Contact person: Mark Lester
IRAN:
➤ASEMAN PISHRANEH CO.
Register Code: 149432
13 Km of Babaee Exp. Way, Cross Telo Road,
Sepehr Aviation Group, Tehran, IRAN
Tel.: +98 (0) 21 77105107,
Fax: +98 (0) 21 77000030
E-mail: [email protected]
Contact person:Ali Habibi Najafi
ISRAEL:
➤CONDOR-AVIATION INDUSTRIES LTD.
P.O. Box 1903, 14 Topaz st.
Cesaria 38900
Tel.: +972 (0) 4 / 6265080,
Fax: +972 (0) 4 / 62650 95
E-mail: [email protected]
Contact person:David Wiernik
JAPAN :
➤JUA, LTD.
1793 Fukazawa, Gotemba City
SHIZUOKA PREF 412
Tel.: +81 (0) 550 / 83 8860,
Fax: +81 (0) 550 / 83 8224
E-mail: [email protected]
Contact person:Yoshihiko Tajika
President
KOREA:
➤KORBER IND. CO. LTD.
#1104, Biz Center, SK Technopark, 190-1
Sangdeawon-Dong, Joongwon-Ku,
Seoungnam City, SOUTH KOREA
Tel.: +82 (0) 31 / 776 0771/5
Fax: +82 (0) 31 / 776 0776
E-mail: [email protected]
Contact person: John Lee, President
UNITED ARAB. EMIRATES:
➤AL MOALLA
P.O. Box 7787
ABU DHABI
Tel.: +971 (0) 2 / 444 7378,
Fax: +971 (0) 2 / 444 6896
E-mail: [email protected]
Contact person: Hussain Al Moalla
Effectivity: 912 Serie
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BRP-Powertrain
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����������������
Motornummer / Engine serial no.
Flugzeugtype / Type of aircraft
Flugzeugkennzeichen / Aircraft registration no.
ROTAX® Vertriebspartner ROTAX® authorized distributor
www.rotax-aircraft-engines.com
®
and TM are trademarks of BRP-Powertrain GmbH & Co KG. © 2010 BRP-Powertrain GmbH & Co KG. All rights reserved.
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Key Features
- 100 hp at 5800 rpm
- Lightweight and compact
- Easy to maintain
- Simple design
- Easy access to components
- Reliable and powerful
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Frequently Answers and Questions
What is the maximum power output of the Rotax 912-UL?
Is the Rotax 912-UL easy to maintain?
What type of aircraft is the Rotax 912-UL suitable for?
Is the Rotax 912-UL reliable?
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