Manual Rotax PDF

INS7ALLA7IDN MANUAL
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part no.: 898642
POTAX' 912 ULS 3 w|TH OPT|ONS
AIRCRAFT ENGINES
Ref. No.: IM-912
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 2009 - 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.
Before starting with engine installation, please read the Installation Manual completely as
it contains important safety relevant information.
WARNING
Effectivity: 912 Series
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1) Table of contents
1) Table of contents................................................................................................... 3
2) Index ....................................................................................................................... 7
3) Preface ................................................................................................................... 9
3.1) Remarks ..................................................................................................................... 9
3.2) Engine serial number .................................................................................................. 9
3.3) ROTAX Authorized Distributors for Aircraft Engines.................................................... 9
4) Safety ................................................................................................................... 11
4.1) Repeating symbols ................................................................................................... 11
4.2) Safety information ..................................................................................................... 11
4.3) Instruction ................................................................................................................. 13
4.4) Technical documentation .......................................................................................... 14
5) List of the effective pages.................................................................................. 17
6) Table of amendments.......................................................................................... 19
7) Description of design ......................................................................................... 21
7.1) Designation of type ................................................................................................... 21
7.2) Standard engine design ............................................................................................ 21
7.3) Engine components, engine views, definition of main axes ..................................... 24
8) Technical data ..................................................................................................... 27
8.1) Operating limits ........................................................................................................ 27
8.2) Installation dimensions ............................................................................................. 28
8.3) Weight ...................................................................................................................... 28
8.4) Centre of gravity of engine and standard equipment ................................................ 29
8.5) Moments of inertia.................................................................................................... 29
9) Preparations for engine installation.................................................................. 31
9.1) Transport .................................................................................................................. 31
9.2) State of delivery........................................................................................................ 31
9.3) Engine preservation ................................................................................................. 31
9.4) Protective covering ................................................................................................... 32
10) Engine suspension and position ....................................................................... 33
10.1) Definition of attachment points ................................................................................. 34
10.2) Permissible fitting positions ...................................................................................... 35
10.3) General directives for engine suspension ................................................................. 38
11) Exhaust system................................................................................................... 39
11.1) Requirements on the exhaust system....................................................................... 40
11.2) operating limits ......................................................................................................... 41
11.3) General directives for exhaust-system...................................................................... 42
11.4) Data for optional components of exhaust system...................................................... 43
12) Cooling system ................................................................................................... 47
12.1) Description of the system ......................................................................................... 47
12.2) Operating Limits ....................................................................................................... 48
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12.3) Coolant types ........................................................................................................... 49
12.4) Check cooling system - Efficiency of the cooling system.......................................... 50
12.4.1) Measurement of cylinder head temperature and exit temperature ...................... 50
12.5) Determination of operating limits, Coolant and necessary modification
on radiator installation .............................................................................................. 52
12.6) Requirements on the cooling system........................................................................ 54
12.7) Size and position of connections .............................................................................. 55
12.8) Feasible location of radiator ...................................................................................... 58
12.9) General directives for the cooling system ................................................................. 61
12.10)Coolant capacity ....................................................................................................... 63
12.11)Cooling air ducting.................................................................................................... 63
12.11.1) General directives for ducting of the cooling air .................................................. 64
12.12)Data for optional components of cooling system....................................................... 65
13) Lubrication system............................................................................................. 67
13.1) Description of the system ......................................................................................... 67
13.2) Limits of operation .................................................................................................... 68
13.3) Checking of the lubrication system........................................................................... 69
13.3.1) Measuring of the vacuum..................................................................................... 69
13.3.2) Measuring of the pressure in the crankcase ....................................................... 70
13.4) Requirements on the oil- and venting lines ............................................................... 71
13.5) Connecting dimensions and location of connections ................................................ 72
13.5.1) Oil circuit (engine) ................................................................................................ 72
13.5.2) Oil tank ................................................................................................................. 75
13.6) Feasible position and location of the oil tank ............................................................ 76
13.7) Feasible position and location of the oil cooler ......................................................... 77
13.8) General notes on oil cooler ....................................................................................... 77
13.9) Filling capacity .......................................................................................................... 77
13.10)Purging of lubrication system ................................................................................... 78
13.11)Inspection for correct priming of hydraulic valve tappets........................................... 79
13.12)Replacement of components .................................................................................... 80
13.13)Data for optional components of oil system .............................................................. 81
14) Fuel system ......................................................................................................... 83
14.1) Description of system ............................................................................................... 83
14.3) Requirements of the fuel system .............................................................................. 86
14.4) Connecting dimensions, location of joints and directives for installation ................... 87
14.4.1) fuel manifold ......................................................................................................... 87
14.4.2) Fuel pressure control ........................................................................................... 88
14.4.3) Check valve ......................................................................................................... 89
15) Carburetor ............................................................................................................ 91
15.1) Requirements on the carburetor ............................................................................... 91
15.1.1) Drainage piping on airbox and drip trays.............................................................. 92
15.2) Connections for Bowden-cable actuation and limit load. ........................................... 94
15.3) Requirements on cable actuation ............................................................................. 96
15.4) Requirements on the throttle lever ............................................................................ 97
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16) Air intake system ................................................................................................ 99
16.2) Requirements on the air intake system .................................................................. 100
16.2.1) Requirements on the intake air ducting .............................................................. 100
16.2.2) Airfilter ................................................................................................................. 100
16.2.3) Airbox................................................................................................................... 101
16.3) Data for optional components of air intake system ................................................. 104
17) Electric system.................................................................................................. 107
17.1) Requirements on circuit wiring ............................................................................... 107
17.1.1) Electromagnetic compatibility (EMC/EMI) .......................................................... 108
17.2) Wiring diagram ....................................................................................................... 108
17.3) Technical data and connection of the electric components ..................................... 110
17.3.1) Integrated generator ............................................................................................ 110
17.3.2) Rectifier-regulator ............................................................................................... 110
17.3.3) Electronic modules .............................................................................................. 112
17.3.4) Ignition switches (MAG switch) ........................................................................... 112
17.3.5) Electric starter .................................................................................................... 114
17.3.6) Starter relay ........................................................................................................ 115
17.3.7) External alternator (optional extra) ..................................................................... 116
17.3.8) Connection of the electric rev-counter (tachometer) .......................................... 118
17.3.9) Battery................................................................................................................. 119
17.3.10) Capacitor (option electric fuel pump) .................................................................. 119
17.3.11) Starting equipment at the electronic modules (optional extra) ........................... 119
18) Propeller drive ................................................................................................... 121
18.1) Technical data ........................................................................................................ 121
19) Vacuum pump.................................................................................................... 123
19.1) Technical data ....................................................................................................... 123
20) Hydraulic governor for constant speed propeller .......................................... 125
20.1) Technical data ........................................................................................................ 125
21) Connections for instrumentation .................................................................... 127
21.1) Sensor for cylinder head temperature..................................................................... 127
21.2) Sensor for oil temperature ...................................................................................... 128
21.3) Oil pressure sensor ................................................................................................ 129
21.4) Mechanical rev counter (tach drive): ....................................................................... 130
21.5) Monitoring of the intake manifold pressure ............................................................. 131
21.6) Air temperature in the airbox (optional) ................................................................... 132
22) Preparations for trial run of engine................................................................. 133
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2) Index
A
Acceleration 27
Air intake system 99
Air temperature in the airbox 132
Airbox 101
Airfilter 100
Attachment points 34
Auxiliary equipment 22
B
Bank angle 27
Battery 119
C
Carburetor 91
Coarse filter 86
Connection of electric rev-counter 118
Connections (cooling system) 55
Connections (oil circuit) 72
Connections carburetor 94
Connections for instrumentation 127
Coolant capacity 63
Cooling system 47
Critical flight level 27
Current pages 17
Cylinder head temperature sensor 127
D
Definition of main axes 24
Denomination of cylinders 24
Description of design 21
Designation of type 21
Documentation 14
Drainage lines (airbox) 101
Drainage piping (drip tray) 92
Drip tray 91
E
Electric fuel pump 87, 89
Electric starter 114
Electromagnetic compatibility 108
Electronic modules 112
Elektric system 107
Engine components 24
Engine serial number 9
Engine speed 27
Engine suspension 33, 38
Engine views 24
Exhaust system 39
Expansion tank 55
External alternator 116
F
Fine filter 86
Fitting positions 35
Fuel filter 86
Fuel pressure 85
Fuel pressure control 88
Fuel system 83
H
Hydraulic governor for constant speed propel-
ler 125
I
Ignition switches 112
Instruction 13
Instrumentation connection 127
Intake air ducting 100
Integrated generator 110
L
Location of radiator 58
Lubrication system 67
M
Main axes 24
Manifold pressure 27
Manifold pressure connector 131
Mechanical rev-counter 130
O
Oil cooler 77
Oil lines 71
Oil pressure 68
Oil pressure sensor 129
Oil tank 75, 76
Oil temperature 68
On-off switch 112
Operating limits 27
Overflow bottle 59
P
Position of engine 33
Preface 9
Preservation (engine) 31
Propeller drive 121
Protective covering 32
R
Rectifier-regulator 110
Remarks 9
Rev-counter drive 130
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S
Safety 11
Safety information 11
Sensor for oil temperature 128
Standard engine design 21
Starter relay 115
State of delivery 31
Symbols 11
T
Take-off speed 27
Technical data 27
Technical documentation 14
Temperature in airbox 99
Throttle lever 97
Transport 31
Trial run 133
V
Vacuum pump 123
Venting line of oil tank 71
W
Water inlet bend 57
Wiring diagram (electric) 108
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3) Preface
In this Manual the installation of all ROTAX 912 Series engines is described.
NOTE: ROTAX 912 Series includes 912 A, 912 F, 912 S, 912 UL, 912 ULS
and 912 ULSFR.
Before starting with the engine installation, read this Installation Manual carefully. The
Manual will provide you with basic information on correct engine installation, a
requirement for safe engine operation.
If any passages of the Manual are not completely understood or in case of questions,
please, contact an authorized Distribution- or Service Center for ROTAX engines.
BRP-Powertrain GmbH & Co KG (hereinafter "BRP-Powertrain") wish you much
pleasure and satisfaction flying your aircraft powered by this ROTAXengine.
3.1) Remarks
This Installation Manual is to acquaint the owner/user of this aircraft engine with
basic installation instructions and safety information.
For more detailed information on operation, maintenance, safety- or flight,
consult the documentation provided by the aircraft manufacturer and dealer.
For further information on maintenance and spare part service contact the
nearest ROTAX distributor (see section 3.3).
3.2) Engine serial number
On all enquiries or spare parts orders, always indicate the engine serial number,
as the manufacturer makes modifications to the engine for further development.
The engine serial number is on the top of the crankcase, magneto side.
3.3) ROTAX Authorized Distributors for Aircraft Engines
See latest Operators Manual or in the Internet at the official Homepage
www.rotax-aircraft-engines.com.
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4) Safety
Although the mere reading of these instructions will not eliminate a hazard, the
understanding and application of the information herein will promote the proper
installation and use of the engine.
The information and components-/system descriptions contained in this Installation
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 to discontinue or change specifications,
designs, features, models or equipment without incurring obligation.
The illustrations in this Installation Manual show the typical construction. They may not
represent in full detail or the exact shape of the parts which have the same or similar
function.
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.
4.1) Repeating symbols
This Manual uses the following symbols to emphasize particular information.
These indications are important and must be respected.
WARNING: Identifies an instruction which, if not followed, may cause
serious injury including the possibility of death.
CAUTION: Denotes an instruction which, if not followed, may se-
verely damage the engine or other component.
NOTE: Indicates supplementary information which may be needed
to fully complete or understand an instruction.
A revision bar outside of page margin indicates a change
to text or graphic.
4.2) Safety information
WARNING: Only certified technicians (authorized by the local airworthiness
authorities) and trained on this product are qualified to work on
these engines.
WARNING: Never fly the aircraft equipped with this engine at locations,
airspeeds, altitudes, of other circumstances from which a suc-
cessful no-power landing cannot be made, after sudden engine
stoppage.
Unless correctly equipped to provide enough electrical power
for night VFR (according latest requirement as ASTM), the
ROTAX912 UL/ULS is restricted to DAY VFR only.
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- This engine is not suitable for acrobatics (inverted flight, etc.).
- This engine shall not be used on rotor wing aircraft (helicopters) or any similar
aircraft.
- 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
makes no warranty or representation on the suitability of its engines use on
any particular aircraft. Further, BRP-Powertrain makes no warranty or
representation of this engines suitability with any other part, component or
system which may be selected by the aircraft manufacturer, assembler or
user for aircraft application.
- Unless in a run up area, never run the engine with the propeller turning while
on the ground. Do not operate engine if bystanders are close.
- To prevent unauthorized use, never leave the aircraft unattended with the
engine running.
- To eliminate possible injury or damage, ensure that any loose equipment or
tools are properly secured before starting the engine.
- When in storage protect the engine and fuel system from contamination and
exposure.
- Never operate the engine and gearbox without sufficient quantities of
lubricating oil.
- Never exceed maximum rated r.p.m. and allow the engine to cool at idle for
several minutes before turning off the engine.
- The engine should only be installed and placed into operation by persons
familiar with the use of the engine and informed with regard to possible
hazards.
- Never run the engine without a propeller as this will inevitably cause engine
damage and present a hazard of explosion.
- Propeller and its attachment with a moment of inertia in excess of the
specified value must not be used and releases engine manufacturer from
any liability.
- Improper engine installation and use of unsuitable piping for fuel,- cooling,-
and lubrication system releases engine manufacturer from any liability.
- Unauthorized modifications of engine or aircraft will automatically exclude
any liability of the manufacturer for sequential damage.
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- In addition to observing the instructions in our Manual, general safety and
accident preventative measures, legal regulations and regulations of any
aeronautical authority must be observed.
- Where differences exist between this Manual and regulations provided by
any authority, the more stringent regulation should be applied.
- This engine may be equipped with an other than the ORIGINAL-ROTAX
vacuum pump. The safety warning accompanying the air pump must be
given to the owner/operator of the aircraft into which the air pump is installed.
4.3) Instruction
Engines require instructions regarding their application, use, operation, mainte-
nance and repair.
- Technical documentation and directions are useful and necessary comple-
mentary elements for personal instruction, but can by no means substitute
theoretical and practical instructions.
- These instructions should cover explanation of the technical context, advice
for operation, maintenance, use and operational safety of the engine.
- All technical directives relevant for safety are especially emphasized. Pass
on safety instructions to other users, without fail.
- This engine must only be operated with accessories supplied, recommended
and released by BRP-Powertrain. Modifications are only allowed after
consent by the engine manufacturer.
CAUTION: Spare parts must meet with the requirements defined by the
engine manufacturer. This is only warranted by use of GENU-
INE ROTAX spare parts and/or accessories (see Illustrated
Parts Catalog).
They are available only at the authorized ROTAX Distribution-
and Service Centers.
The use of anything other than genuine ROTAX spare parts
and/or accessories will render any warranty relating to this
engine null and void (see Warranty Conditions).
WARNING: Engine and gear box are delivered in "dry" conditions (without
oil). Before putting engine in operation it must be filled with oil.
Use only oil as specified (consult Operators Manual and SI-
912-016 "Selection of suitable operating fluids" current issue).
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WARNING: Exclusively use tools and supplementary materials as listed in
the Illustrated Parts Catalog.
WARNING: This Manual for engine installation is only part of the Technical
Documentation and will be supplemented by the respective
Operators Manual, Maintenance Manual and Spare Parts List.
Pay attention to references to other documentation, found in
various parts of this Manual.
4.4) Technical documentation
The information given in the
- Installation Manual
- Operators Manual
- Maintenance Manual (Line Maintenance)
- Maintenance Manual (Heavy Maintenance)
- Overhaul Manual
- Illustrated Parts Catalog (IPC)
- Alert Service Bulletin
- Service Bulletins
- Service Informations
- Service Letter
are based on data and experience that are considered applicable for profession-
als under normal conditions.
The rapid technical progress and variations of installation might render present
laws and regulations inapplicable or inadequate.
The illustrations in this Manual are mere sketches and show a typical arrange-
ment. 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.
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NOTE: The illustrations in this Manual are managed in a graphic data
base and are identified by a consecutive, non-corresponding
number.
This No. (e.g. 00277) does not have any meaning concerning
the content!
All necessary documentation is available from the ROTAX
Authorized Distributors or their Service Centers.
Installation drawings and a DMU-model for (virtual) installation analysis are
available from the ROTAX Authorized Distributors or their Service Centers.
Fig.1
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Art der nderung MODIFICATIONS Name NAME Datum DATE Mitt. Nr. REV. NR.
Schutzvermerk DIN 34 beachten CONSIDER COPYRIGHT DIN 34 DIN ISO 1101 Form und Lagetoleranzen nach FORM AND LOCATIONTOL. ACC. TO
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no. chapter page date of remark for date of approval date of signature
change approval from authorities inclusion
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6) Table of amendments
Approval*
The technical content is approved under the authority
of DOA Nr. EASA.21J.048.
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7) Description of design
7.1) Designation of type
Basic type
e.g. ROTAX 912 version 2:
version 2: with prop flange for fix pitch propeller
version 3: with prop flange with drive of hydraulic governor for constant
speed propeller
version 4: with prop flange for fix pitch propeller, but prepared for retro-fit of
hydraulic governor for constant speed prop (not supplied by
manufacturer anymore)
Optional extras to the above stated basic type:
NOTE: Conversion of the version 2 / 4 to version 3 may be accom-
plished by ROTAX Authorized Distributors or their Service
Center.
7.2) Standard engine design
- 4 stroke, 4 cyl. horizontally opposed, spark ignition engine, single central
camshaft hydraulic tappets - push rods - OHV
- liquid cooled cylinder heads
- ram air cooled cylinders
- dry sump, forced lubrication
- dual ignition of breakerless, capacitor discharge design
- 2 constant depression carburetors
- mechanical fuel pumps
- prop drive via integrated gear box with torsional shock absorber and overload
clutch (optional on configuration UL2, UL4, ULS2 and ULS4)
08116
external
alternator
vacuum
pump
drive for rev-counter/
hour meter
governor
for version 2 yes yes yes no
for version 3 yes no yes yes
for version 4 yes yes yes no
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- expansion tank (coolant)
- electric starter (standard or with extended power output)
- integrated AC generator with external rectifier regulator
- oil tank
- external start relay
- drive of hydraulic governor (on version 3 only)
Auxiliary equipment (optional)
CAUTION: Any equipment not included as part of the standard engine
version and thus not a fix component of the engine is not in the
volume of supply.
Components especially developed and tested for this engine
are readily available at BRP-Powertrain.
Following auxiliary equipment has been tested on ROTAX engine type 912
for safety and durability to the standards of aviation.
The furnishing of proof in accordance to the latest FAR or EASA has to be
conducted by the aircraft manufacturer.
- airbox
- external alternator
- engine suspension frame
- vacuum pump (feasible on version 2 and version 4 only)
- drive for rev-counter / hour-meter
- oil cooler with connections
- coolant radiator
- coolant overflow bottle
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INSTALLATION MANUAL
Following equipment has not been tested for safety and durability to the
standards of aviation.
WARNING: The user assumes all risks possibly arising by utilizing auxiliary
equipment.
The furnishing of proof in accordance to the latest FAR or
EASA has to be conducted by the aircraft manufacturer.
- exhaust system
- intake filter
- Flydat
- mechanical rev counter
- electric rev counter
- shock mount
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Fig. 2
00502
2
3
4
8
11
12
9
7
14
21
+z
-z
+x
-x
P
AS MS
A
+z1
-x1 +x1
-z1
7.3) Engine components, engine views, definition of main axes
See Fig. 2/3/4/5.
PTO power take off side
MS magneto side
A points of attachment (for engine transport)
centre of gravity
P zero reference point for all dimensions
NOTE: Allow 1 mm on all stated dimensions as manufacturing
tolerance.
x,y,z axes for system of coordinates
Cyl.1 Cylinder 1 Cyl.3 Cylinder 3
Cyl.2 Cylinder 2 Cyl.4 Cylinder 4
1 engine number
2 propeller flange
3 propeller gear
4 vacuum pump or
hydraulic governor
for constant
speed propeller
5 intake manifold
6 ignition housing
7 ignition cover
8 constant depression carb
9 coolant pump
10 expansion tank
11 oil pump
12 connection for oil return line
13 oil filter
14 electric starter
15 electronic module
16 compensation tube
17 connection for manifold pressure
18 sensor for oil pressure
19 sensor for oil temperature
20 sensor for cylinder head temperature
21 connection for mechanical rev counter
22 mechanical fuel pump
23 oil tank
24 external alternator
25 exhaust socket
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INSTALLATION MANUAL
A
A
-x
+x
-y +y
P
-x1
+y1 -y1
+x1
P
+z1
+y1 -y1
-z1
+z
-z
-y +y
cyl. 1
cyl. 3
cyl. 4
cyl. 2
Fig. 3
Fig. 4
Fig. 5
00504
00503
09147
19
16
23
24
6
15
22
5
17
5
10
1
20
13
18
25
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NOTES
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INSTALLATION MANUAL
08325
max. 40
max. 40
F1
Fr
+
/- 4
0
F2
Fig. 7
pitch or roll
current bank angle
F1 gravity
F2 acceleration
Fr result of F1 and F2
07191
8) Technical data
To maintain clarity, only data relevant for engine installation and operation will be stated
in the Manual.
NOTE: Connecting dimensions, filling capacities, drive and reduction ratios,
electric output etc. can be found in the respective chapter of engine
installation or other relevant engine documentation. (see section. 4.4)
8.1) Operating limits
1. Engine speed: see Operators Manual 912 Series, sec. 10.1.
2. Manifold pressure: see Operators Manual 912 Series, sec. 10.1.
3. Acceleration: see Operators Manual 912 Series, sec. 10.1.
4. Critical flight level see Operators Manual 912 Series, sec. 10.1.
5. Oil pressure: see Operators Manual 912 Series, sec. 10.1.
6. Oil temperature: see Operators Manual 912 Series, sec. 10.1.
7. Cyl. head temperature: see Operators Manual 912 Series, sec. 10.1.
8. Exhaust gas temperature: see section 11.1
9. Range of starting temperature: see Operators Manual 912 Series, sec. 10.1.
10.Ambient temperature for electronic module: see section 19.3
11.Fuel pressure: see Operators Manual 912 Series, sec. 10.1.
12.Banking of plane deviation from the effective vertical:see Operators
Manual 912 Series, sec. 10.1.
The engine design is for a conventional, non-aerobatic, fixed wing tractor or
pusher type configuration with the oil return port in the optimum position (see
sec. 13.5). With this consideration the engine is properly lubricated in all flight
profiles.
The resulting bank angle (depending on acceleration/deceleration) may never
exceed the max. bank angle.
NOTE: Pitch or role angle is not equal with , except stabilized
condition (without acceleration).
Fig. 6
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Standard engine version
pos. (+) neg. (-) total
max. dimension in x-axis (mm) 8,5 -581 589,5
max. dimension in y-axis (mm) 288 -288 576,0
max. dimension in z-axis (mm) 118 -276 394,0

09181
8.2) Installation dimensions
See Fig. 2/3/4.
NOTE: Dimensions to point of reference (P).
8.3) Weight
Weight of engine defined to the following conditions:
- Engine dry from serial production with internal alternator, with overload
clutch (see section Description of design)
ROTAX 912 A, 912 F, 912 UL:
Engine weight ..... Version 2 and 4: ..................................57,1 kg (125 lb)
Version 3: ............................................59,8 kg (132 lb)
ROTAX 912 S, 912 ULS:
Engine weight ..... Version 2 and 4: ..................................58,3 kg (128 lb)
Version 3: ............................................61,0 kg (134 lb)
auxiliary equipment:
Weight of ............ external generator assy. ....................... 3,0 kg (6.6 lb)
overload clutch ...................................... 1,7 kg (3.7 lb)
vacuum pump assy. ............................ 0,8 kg (1.76 lb)
hydraulic governor assy. incl. drive (depending on type)
.............................. approx. 2,2 (4.8 lb) to 2,7 kg (6 lb)
HD-starter ........................... additional + 0,43 kg (1 lb)
rectifier regulator ................................. 0,3 kg (0.66 lb)
starter relais .................................... 0,145 kg (0.32 lb)
radiator ................................................. 1,0 kg (2.2 lb)
air guide hood....................................... 0,8 kg (1.8 lb)
airbox ................................................... 1,3 kg (2.8 lb)
2 air filter .............................................. 0,3 kg (0.7 lb)
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INSTALLATION MANUAL
engine from
serial
production
3
external
alternator
hydraulic
governor
vacuum
pump
centre of gravity in x-axis (mm) -316 -100 -276 -255
centre of gravity in y-axis (mm) -5 139 0 0
centre of gravity in z-axis (mm) -83 6 56 56
engine
version
2 / 4
engine
version
3
moment of inertia around
axis x1 - x1 (kg cm)
11 100 11 600
axis y1 - y1 (kg cm)
10 900 11 390
axis z1 - z1 (kg cm)
17 400 18 200 09183
09182
exhaust system........................ approx. 4,0 kg (8.8 lb)
oil radiator .......................................... 0,55 kg (1.2 lb)
engine mount ....................................... 2,0 kg (4.4 lb)
8.4) Centre of gravity of engine and standard equipment
See Fig. 2/3/4.
NOTE: Dimensions to point of reference (P).
8.5) Moments of inertia
See Fig. 2/3/4.
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INSTALLATION MANUAL
9) Preparations for engine installation
CAUTION: The stated directives are measures to pay CAUTION to at engine
installation to prevent any accidents and engine damage.
9.1) Transport
The engine to be lifted by two hooks or straps around the middle (A) of the intake
manifolds.
See chapter engine views, numbering of cylinders and definition of main axes.
9.2) State of delivery
The engine could be attached with to steel angles anchored on a timber plate.
CAUTION: The attachment screws are only for transport and must not be
used in the aircraft.
9.3) Engine preservation
The engine is preserved at BRP-Powertrain thus warranting proper protection
against corrosion for at least 12 month after date of delivery from
BRP-Powertrain.
This warranty is subject to the following conditions:
- the engine has to be stored in the packing as supplied by BRP-Powertrain.
- the covers on various openings must not be removed (see section of
protective covering)
- engine has to be stored in a suitable place (at min. - 40 C (- 40 F) and max.
+ 80 C (+ 176 F)).
If the engine is stored for a period longer than 12 month perform every 3 months
the tasks given in the current valid Maintenance Manual, section "Preservation
of a new engine".
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9.4) Protective covering
All openings are protected against ingress of contamination and dampness. It
is recommended not to remove these plugs until installation of the specific feed
line.
NOTE: If the engine will be sent to the manufacturer or distributor
reuse transport equipment and replug openings.
List of protective covering:
- exhaust socket: ............................................. 1x cone plug
- connection for manifold pressure: ................. 1x cap
- airbox: ........................................................... 2x cap
- fuel pump inlet: ............................................. 1x cap
- connection for fuel return .............................. 1x plug
- connection for fuel pressure ......................... 1x plug
- oil supply and oil discharge: .......................... 1x each cap
- supply and discharge of coolant: .................. 1x each cone plug
- propshaft on version 3: ................................. 1x disk plug
- carburetor (if not equipped with an airbox): .. 2x disk plug
WARNING: Protective covering to be utilized for transport and at engine
installation only. Before engine operation remove these pro-
tections.
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INSTALLATION MANUAL
10) Engine suspension and position
CAUTION: At installation of engine be aware of engine weight and assure careful
handling.
The engine suspension is determined essentially by the aircraft design. Twelve
attachment points are provided on the engine (8 on engine and 4 on engine frame).
The engine can be supplied with a well tried and certified suspension frame for
attachment on the fire proof bulk head. The airbox is supported on this frame too. The
installation into the aircraft is as generally practised by captive rubber mounts which
ensure also to balance out vibrations and sound from engine to aircraft frame.
WARNING: If the engine suspension frame supplied by BRP-Powertrain is not
used or if modified, certification to the latest requirements such as
FAR or EASA has to be conducted by the aircraft manufacturer.
It is recommended to use the ROTAX engine suspension frame and the 4 stated
attachment points R2, L2, R3 and L3 .
WARNING: At least 4 of the given anchorage points must be used in a side
symmetrical pattern of the left (L) and right (R) side.
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10.1) Definition of attachment points
See Fig. 8.
Fig. 8
08318
09187
09186
attachment point
L1 R1 L2 R2 L3 R3 L4 R4
thread size M10
max. usable
thread length
25 mm
16 mm
2)
19 mm
1)
Axes
attachement
point
x axis
mm
y axis
mm
z axis
mm
L1 -200,8 71,0 -211,0
R1 -200,8 -71,0 -211,0
L2 -414,3 71,0 -211,0
R2 -414,3 -71,0 -211,0
L3 -414,3 75,0 -22,0
R3 -414,3 -75,0 -22,0
L4 -128,3 87,0 0
R4 -128,3 -87,0 0
L5 -564,0 105,0 -277,0
R5 -564,0 -105,0 -277,0
L6 -564,0 105,0 -7,0
R6 -564,0 -105,0 -7,0
1)
up to gearbox S/N 28986
2)
starting from gearbox S/N 28987
WARNING: The engine suspension to be designed by the aircraft or
fuselage manufacturer such that it will carry safely the maxi-
mum occurring operational loads without exceeding the max.
allowable-forces and moments on the engine attachment
points.
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INSTALLATION MANUAL
09185
09184
attachment point
L1 R1 L2 R2 L3 R3 L4 R4
max. allowable forces (limit load) in (N)
in x, y and z axis
5000 1900
max. allowable bending moment (limit
load) in (Nm) in x, y and z axis
77 39
attachment point
L5 R5 L6 R6
max. allowable forces
(limit load) in (N)
in x axis 5 000
in y axis 2 000
in z axis 3 000
max. allowable bending
moment (limit load) in (Nm)
in x, y and z axis
100
WARNING: Tighten all engine suspension screws as specified by the
aircraft manufacturer.
10.2) Permissible fitting positions
See Fig. 9/10/11.
To simplify the matter, reference is made only to the 4 engine attachment points
R1, L1, R2 and L2.
NOTE: All dimensions to point of reference (P) and the system of
coordinates remain unchanged.
The following details of engine position are with reference to aircraft on
ground, ready for take off.
- engine suitable for propeller in tractor or pusher arrangement,
- propeller shaft above cylinders. See Fig. 2.
WARNING: For upside down installation of the engine, the lubrication
system, fuel system and the cooling system are unsuitable!
Longitudinal axis:
- The centre of the attachment points L1 and L2 must be on axis x2 parallel
to the x axis.
Allowable pitch deviation of parallelism of axes:
max. 6 counter-clockwise, on ground
max. 10 counter-clockwise, in operation
max. 30 clockwise (see Fig. 9)
WARNING: On installations with fuel tank located above carburetor level
combined with badly closing carb float valve, fuel could pass
into cylinders at more than 6 decline of propeller shaft axis
after longer periods of downtime. See FAR, 33.17.
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+z
-y +y
P
-z
L1 R1
y2
5
5
Fig. 10
02454
Fig. 9
+z
-z
+x -x
P
L1
R1
L2
R2
x2
6
30
6
09136
To prevent a possible hydraulic shock at engine start, ensure proper closing of
float valves. If in doubt, park the aircraft with inclining propeller shaft axis.
Propeller axis:
- The centres of attachment points L1 and R1 must be on an axis y2 parallel
to y-axis.
Tolerated roll deviation of parallelism: ........................ 5. (see Fig. 10)
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INSTALLATION MANUAL
+x
-y +y
P
-x
10
10
Fig. 11
02455
Vertical axis:
- y-axis must be square to the longitudinal axis of the aircraft.
Tolerated roll deviation of Yaw tolerance: 10 (see Fig. 11)
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10.3) General directives for engine suspension
Rubber mounts to be used between engine and aircraft frame to neutralize
vibrations.
Damping elements as generally used in the aircraft industry (e.g. LORD) are
suitable. See Fig. 12.
NOTE:
The Fig. shows rubber mount
Lord J 3608-1 resp. J 3608-2.
WARNING:
All elements to balance out vibrations have to
be of captive design.
Sttzscheibe
Zelle
Gummi
distance tube
support washer
shock mount
Distanzrohr
airframe mount
NOTE: With suspension on the 4 top lugs L3, R3, L4 and R4 only, the
tilting moment due to the pull of the propeller will be avoided
while, if attached on the bottom lugs only, the moment of tilting
has to be taken care of accordingly.
NOTE: A certified engine suspension frame has been developed by
BRP-Powertrain, especially for the magneto side engine at-
tachment to the fireproof bulk head.
WARNING: If the engine suspension frame supplied by BRP-Powertrain is
not used the engine installation must by ground run tested to
the specified loads and for vibration behaviour. Certification to
the latest requirements such as FAR or EASA has to be
WARNING: The rubber mounts to neutralize vibrations and all the engine
suspension components not in the supply volume must be
ground run tested to the specified loads and for vibration
behaviour. Certification to the latest requirements such as FAR
or EASA has to be conducted by the aircraft manufacturer.
CAUTION: The engine suspension has to be designed to prevent any
excessive engine movement and to minimize noise emission
and vibration on air frame side.
See also SL-912-010 "Identifying abnormal vibrations on
aircrafts", latest issue.
Fig. 12
07600
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BRP-Rotax
INSTALLATION MANUAL
11) Exhaust system
See Fig. 2, 3 and 4.
The shape and execution of the exhaust system is determined essentially by the free
space available in the aircraft.
For attaching, the exhaust system two studs M8x23 are provided on each cylinder.
Location of the studs:
09189
location x axis y axis z axis
-160 -196 -82
-160 -212 -113
-192 196 -82
-192 212 -113
-408 -196 -82
-408 -212 -113
-438 196 -82
-438 212 -113
cylinder 4
coordinates [mm]
cylinder 1
cylinder 2
cylinder 3
points of attachment
max. allowable forces (limit load) in (N)
in x,y and z axis
1 000
max. allowable bending (limit load) in (N)
in x,y and z axis
40
02023
NOTE: All dimension to point of reference (P).
WARNING: The exhaust system has to be designed by the aircraft or fuselage
manufacturer such, that the limit loads on the points of attachment will
not by exceeded. Additional support of exhaust system may be
necessary.
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3
0
2
7
36
00776
Fig. 13
(1.42 in.)
(
1
.
1
8

i
n
.
)
(
1
.
0
6

i
n
.
)
11.1) Requirements on the exhaust system
See Fig. 13.
- mean bending radius of exhaust bend : min. 40 mm (1.6 in.)
- exhaust bend, inside dia.: min. 28 mm (1.1 in.)
- muffler volume: approx. 5 l (1.32 US gal)
- back pressure at takeoff performance: max. 0,2 bar (2.9 psi.) (readings
taken approx. 100 mm (3.93 in.)
from exhaust flange connections).
- The 4 exhaust sockets included in the supply scope have to be used without
exception. See fig. 13.
Material of the exhaust sockets: X 6 CrNiTi 1810 (DIN 1.4541)
Tightening torque of the lock nut M8
for the exhaust flange: 12-20 Nm (106 -177 in.lb.) Pay also attention on
SI-05-1997.
CAUTION: Fit heat shields near carburetors or as required.
Because of the high temperatures occurring, provide suitable
protection against unintentional contact.
CAUTION: Secure exhaust system by suitable means according to instal-
lation.
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INSTALLATION MANUAL
07131
~100 mm
(3.93 in.)
Fig. 14
11.2) operating limits
See Fig. 14.
- exhaust gas temperature (EGT):
(both ignition circuits active) nominal approx. 800 C (1470 F)
max. 850 C (1560 F)
max. 880 C (1616 F) at take off
(readings of EGT taken
approx. 100 mm (3.93 in.)
from exhaust flange
connections).
The exhaust gas temperatures (EGT) have to measured at the initial engine
installation in an aircraft and must be verified in the course of test flights.
WARNING: The exhaust system has to be designed and built such, that the
operating temperatures are maintained and the max. exhaust
gas temperatures will never be exceeded.
CAUTION: The listed engine performance is given at ISA ((15 C) (59 F))
conditions only on engine that is equipped with an unmodified
ROTAX tuned exhaust muffler system and air intake box.
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11.3) General directives for exhaust-system
See Fig. 15.
A exhaust system, especially for universal application has been developed by
BRP-Powertrain. Certification to the latest requirements such as FAR or EASA
has to be conducted by the aircraft manufacturer.
The following recommendations should help the aircraft manufacturer to plan a
suitable exhaust system.
NOTE: These recommendations derive from years of experience and
the results achieved are generally very good.
- A common transversal muffler serving all 4 cylinders and positioned under
the engine is favourable.
NOTE: Equal length of pipes from the cylinder to muffler is recom-
mended for better tuning.
Distribution of the exhaust gases into 2 separate systems is not recom-
mended. Single mufflers on either side cause power loss and increased noise
emission.
- The 4 ball joints must be used to avoid damage due to vibration.
Be aware that locked up stresses cause cracks!
Attachment of exhaust bends by springs!
Springs to be secured with safety wire to prevent FOD!
All ball joints have to be greased regularly with heat resistant lubricant (e.g.
LOCTITE ANTISEIZE) to avoid gripping and seizing of the joints.
CAUTION: Vibrations due to improper installation and maintenance is the
most common reason for damage of the exhaust system.
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INSTALLATION MANUAL
09164
Fig. 16
A
A
section A-A
08326
Safety wire
Fig. 15
Approx 10 mm (.4 in)
stretch
The sketch illustrates a possibility how to interconnect the exhaust springs to
prevent the vibration of these springs and thus premature wear.
It is also recommended to fill the springs with high heat silicone for additional
damping of vibrations.
CAUTION: Appropriate to the installation a vibration damping support for
the exhaust system has to be provided on the airframe
manufacturers side.
11.4) Data for optional components of exhaust system
- weight: see section 8.
- exhaust elbow assy. (doughnut)
See Fig. 16.
Material/thickness of the exhaust components:
X 15CrNiSi20-12 (1.4828) (AISI 309) a= 1.5 mm (0.059 in.)
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09153
Fig. 18
Fig. 17
- muffler assy.
See Fig. 17.
X 6CrNiTi 189 (1.4541) (stainless) a= 1 mm (0.039 in.)
09159
- exhaust elbow (tailpipe)
See Fig. 18.
X 5CrNi 189 (1.4301) (stainless) a= 1 mm (0.039 in.)
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INSTALLATION MANUAL
09167
Fig. 20
09166
Fig. 19
- ball joint, male
See Fig. 19.
X 15CrNiSi 20,12 (DIN 1.4828) (stainless) a= 1 mm (0.039 in.)
- exhaust tube
See Fig. 20.
X 15CrNiSi 20,12 (DIN 1.4828) (stainless) a= 1 mm (0.039 in.)
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INSTALLATION MANUAL
12) Cooling system
12.1) Description of the system
See Fig. 21.
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 and overflow bottle.
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.
The expansion tank is closed by a pressure cap (3) (with pressure relief valve
and return valve). At temperature rise and expansion of the coolant the pressure
relief 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.
09152
Fig. 21
2
4
1
3
The shape, size and location of one or more radiators depend mainly on the
space available.
On good installation in the airplane the radiator by BRP-Powertrain (optional)
has enough cooling capacity to keep within the normal specified operating limits.
Also the flow of coolant liquid through the radiator is not restricted and the tube
size is sufficient.
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12.2) Operating Limits
Using conventional coolant:
Coolant temperature: (coolant exit temperature)
max.........................................................120 C (248 F)
Cylinder head temperature:
ROTAX 912 UL/A/F: max...................................................150 C (300 F)
ROTAX 912 ULS/S: max...................................................135 C (275 F)
Permanent monitoring of coolant temperature and cylinder head temperature
is necessary.
Using waterless coolant:
Cylinder head temperature:
ROTAX 912 UL/A/F: max...................................................150 C (300 F)
ROTAX 912 ULS/S: max...................................................135 C (275 F)
Permanent monitoring of cylinder head temperature is necessary.
Additional monitoring of the actual coolant temperature is possible but not
necessary for waterless coolant.
WARNING: The cooling system has to be designed so that operating
temperatures will not be more than the maximum values.
Monitoring the cylinder head temperature is important to control the engine
cooling and prevents detonation within the operating limits. It is also necessary
to design the cooling circuit so that under no conditions the coolant does get near
its boiling point, because a subsequent loss of coolant can quickly cause the
engine to overheat.
The boiling point of the coolant is influenced mainly by:
- the type of coolant
- the proportion of the mixture (percentage water rate)
- the system pressure (opening pressure of radiator cap)
Correlation between coolant temperature and cylinder head temperature
There is in principle a regular relationship between coolant temperature and
cylinder head temperature. The coolant transfers some of the combustion heat
to the radiator. Thus, the coolant temperature is usually lower than the cylinder
head temperature. But the temperature difference between coolant and cylinder
head is not constant and can vary with different engine installation (cowling or
free installation, tractor or pusher, flight speed, etc.).
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BRP-Rotax
INSTALLATION MANUAL
NOTE: The basic requirement for safe operation is that boiling of
conventional coolant must be prevented. The boiling point of
conventional coolant is 120 C (248 F) with a 50/50 mixture
proportion and a system pressure of 1.2 bar (18 psi).
12.3) Coolant types
In principle, 2 different types of coolant are permitted.
Type 1:
- Conventional coolant based on ethylene glycol
Conventional coolant is recommended as it is commonly available and has a
greater thermal heat transfer capability. Its limitation is its lower boiling point.
Conventional coolant should be used with a mixture of 50 % concentrate and 50
% water.
NOTE: Some conventional coolant is available pre-mixed by the
manufacturer. In this case do not mix with water, follow the
manufacturers instructions on the container.
Conventional coolant with a rate of 50% water cannot boil at a temperature below
120 C (248 F) at a pressure of 1.2 bar (18 psi). Thus, the coolant temperature
limit is at max. 120 C (248 F).
Permanent monitoring of coolant temperature and cylinder head temperature is
necessary.
Type 2:
- Waterless coolant based on propylene glycol
Waterless coolant is recommended if the design of the aircraft can not maintain
the coolant temperature limit. Waterless coolant has a very high boiling point that
prevents coolant loss due to boiling over (vapor loss), but not to prevent
detonation, which can occur with cylinder head temperatures higher than 150 C
(300 F) (for ROTAX 912 UL/A/F) and 135 C (275 F) (for ROTAX 912 ULS/
S). It does not require pressure to maintain its boiling point. Due to a lower
thermal conductivity the engine temperature will typically run about 5-10 C (41-
50 F) higher with waterless coolant.
Permanent monitoring of cylinder head temperature is necessary.
Additional monitoring of the actual coolant temperature is possible but not
necessary for waterless coolant.
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NOTE: When using EVANS NPGR, NPG+ or added pure ethylene
glycol as a coolant , note that these fluids have a flammability
rating 1 (classification LOW at a scale from 0 to 4). The
mentioned coolants are complying according to their material
safety data sheet with a flammability classification, which has
only low danger and a low risk of flammability. To date, no
cases in engine operation or flight operation, laboratory
conditions or from the field were reported, which show unsafe
conditions of ROTAXaircraft engines in combination with the
relevant coolants.
Marking of the coolant to be used
CAUTION: The coolant to be used and its concentration (percentage water
rate) must be communicated to the owner in the correct form.
Waterless coolant must not mix with water, as otherwise it will
lose the advantages of a high boilling point.
Fig. 23
00327
1
12.4) Check cooling system - Efficiency of the cooling system
For a measurement of the cooling system the maximum values for coolant exit
temperature and cylinder head temperature must be found. According to the
current specifications.
Example: EVANS NPG+. See Fig. 22.
1 Warning sticker
2 Radiator cap
3 Opening pressure information of radiator cap.
DO NOT
ADD
TO THIS SYSTEM
WATER
STOP!
EVANS NPG+
WATERLESS
COOLANT ONLY!
R
E
M
O
VE SLO
W
L
Y
DO NOT
ADD
TO THIS SYSTEM
WATER
S
T
O
P
!
EVANS
NPG+
WATERLESS
COOLANT ONLY!
T U
R
N
D
O
W
N TIGHT
REMOVE
SLO
W
LY
D
O
N
O
T
A
D
D
TO
TH
IS
S
Y
S
TE
M
W
ATE
R
S
T
O
P
!
E
V
A
N
S
N
P
G
+
W
ATERLESS
CO
O
LANT
O
NLY!
T
U
R
N
D
O
W
N
T
IG
HT
RE
M
O
V
E
S
L
O
W
L
Y
T
U
R
N
D
O
W
N TIG
H
T
07012
Fig. 22
3
1
2
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BRP-Powertrain
INSTALLATION MANUAL
Fig. 24
09152
1
2
12.4.1) Measurement of cylinder head temperature and coolant exit
temperature
There are two temperature sensors (1) (see Fig. 23) on the cylinder 2
and 3 for measuring the cylinder head temperature. During flight test the
place with the highest cylinder head temperature must be found, this
can vary with different engine installation (cowling or free installation,
tractor or pusher, fight speed etc.).
The measuring of the coolant exit temperature is performed using a
separate sensor, which has to be installed in the line between expan-
sion tank (1) and radiator inlet (2).
The sensor may be installed in a "TEE" inline with the fluid hose or the
expansion tank may be modified to attach the sensor (not supplied by
BRP-Powertrain).
WARNING: Do not restrict the coolant flow with the sensor devise.
CAUTION: It is possible to receive a misleading reading when
measuring fluid temperatures. If fluid volume is lost
and the probe is not fully submerged in the fluid the
display could show a lower temperature than actual
(measuring air temperature instead of fluid tempera-
ture).
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12.5) Determination of operating limits, Coolant and necessary modifica-
tion on radiator installation
Depending on the achieved maximum values of the cylinder head temperature
and the coolant temperature following action are necessary.
1)
engine type 912 ULS/S
2)
engine type 912 UL/A/F
a) Maximum cylinder head temperature is below operating limit. Operating with
waterless coolant, is permissible without modification to the installation.
b) Maximum cylinder head temperature and coolant exit temperature is below
operating limit.
For operating with conventional coolant it is necessary to monitoring
constantly cylinder head temperature and coolant exit temperature.
NOTE: For detection of possible indication error an additional monitor-
ing of the cylinder head temperature is necessary which shows
an exceedingin case of coolant loss.
The aircraft manufacturer has the option of converting the coolant temperature
and the cylinder head temperature to an aircraft specific cylinder head tem-
perature. This is possible by calculating the difference between the head
material and the coolant temperature.
This is done by following the flight test procedure on page 53.
Coolant
temperature
Cylinder head
temperature
Additional instruments for
displaying coolant
temperature is necessary
b)
more than
135 C
1)
(275 F)
150 C
2)
(300 F)
Modifications to the instruments
or limit not necessary
a)
Cooling capacity too low. Check
of the installation necessary
c)
Cooling capacity too low.
Check of the installation
necessary
c)
more than
135 C
1)
(275 F)
150 C
2)
(300 F)
less than
135 C
1)
(275 F)
150 C
2)
(300 F)
less than
135 C
1)
(275 F)
150 C
2)
(300 F)
less than
120 C (248 F)
more than
120 C (248 F)
less than
120 C (248 F)
more than
120 C (248 F)
maximum values for
Conventional coolant Waterless coolant
coolant used for tests
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INSTALLATION MANUAL
Once the calculation is made and the indicating instrument re-labelled it is
acceptable to use the cylinder head temperature as the primary cockpit display
instead of installing a sensor in the coolant flow.
The measurement is based on the maximum coolant temperature and cylinder
head temperature according to the current requirement.
CAUTION: In no case a cylinder head temperature higher than the limit of
150 C (300 F) (for ROTAX 912 UL/A/F) and 135 C (275 F)
(for ROTAX 912 ULS/S) can be defined because detonation
could not be sufficiently prevented.
Refer to the flight test example that follows.
c) Cooling capacity of the installation too low.
Flight test example:
Calculated values (maximum values found for coolant temperature and cylinder
head temperature. Refer to the current specification of the FAA and/or EASA):
Coolant temperature.....................102 C (216 F)
Cylinder head temperature...........110 C (230 F)
The cylinder head temperature is 8 C (46 F) higher than the coolant
temperature.
Thus:
Coolant temperature limit...............................................120 C (248 F)
Difference cylinder head and coolant temperature..........+ 8 C ( 46 F)
= 128 C (262 F)
The highest cylinder head temperature permitted is 128 C (262 F), so that the
max. coolant temperature is kept.
With this special application, safe operation of the engine that prevents boiling
of the coolant is possible up to a cylinder head temperature of 128 C (262 F).
CAUTION: This cylinder head temperature with the limit found for this type
must be displayed constantly in the cockpit.
The indicating instrument and the manuals must be changed
to cylinder head temperature max. 128 C (262 F).
CAUTION: The design of the radiator installation must be changed
(example: cowl modifications), if the operating temperature
exceeds the specified limits.
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12.6) Requirements on the cooling system
CAUTION: All components of the cooling system have to secured suitably.
WARNING: The size and layout of the cooling system must be designed to
keep the operating temperatures within the specified limits.
To minimize flow resistance employ radiator with low flow
resistance and parallel flow as realized on the original ROTAX
radiator and use short hoses and pipelines.
Coolant hoses:
- temperature durability: min. 125 C (257 F)
- pressure durability: min. 5 bar (73 psi.)
- nom. inside dia : 25 mm (1")
- bending radius: min. 175 mm (7")
- material: Suitable for 100 % Glycol and antifreeze agents.
Pay CAUTION to ozone stability!
CAUTION: Hoses exposed to direct heat radiaton of exhaust system, have
to be protected with heat-resistant protection tubes.
NOTE: If installation require longer distances use aluminium pipes (25
mm (1") inside dia.) instead of hoses. These should have a
bulge (1) in order to prevent coolant hoses becoming loose.
09158
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BRP-Powertrain
INSTALLATION MANUAL
Expansion tank to overflow bottle hose:
- Hose connecting expansion tank to overflow bottle must be rated for
vacuum/suction for min. 125 C (257 F). E.g. it must be strong enough
to withstand high heat and suction during the cooling down period.
WARNING: A soft walled hose is not suitable as it can collapse and cause
coolant system failure.
12.7) Size and position of connections
See Fig. 26/27/28.
- expansion tank (1) with radiator cap (2)
to radiator (3): outside dia. 25 mm (1")
slip-on length max. 22 mm (7/8")
to overflow bottle (4): outside dia. 8 mm (3/8")
CAUTION: The hoses have to be fixed with appropriate clamps to prevent
loss. E.g. with spring type clamps as used already for the water
tubes between water pump and cylinder. Good field experi-
ence has been made with this type of clamps.
NOTE: See therefore also SI-912-020 "Running modifications", latest
issue.
The aircraft manufacturer has to carry out the check of coolant level in the
expansion tank and note it in the daily inspection section of his flight manual
according latest issue of Operators Manual ROTAX 912.
It is recommended to make adequate precautions for accomplishment of these
inspections, e.g. a flap or panel on the cowling or a warning instrument in the
cockpit for low coolant level.
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Fig. 26
-x
+x
-y +y
P
200 10 mm
4
2
7

1
0

m
m
252 5 mm
2
7
6
0
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BRP-Rotax
INSTALLATION MANUAL
- water inlet bend (5): outside dia. 27 mm (1 1/16")
NOTE: Choose between six possible fitting positions of water inlet
bend (5) appropriate to specific installation (see Fig. 27).
The inlet bend is attached to the water pump by two Allen
screws M6x20 and lock washers. Tighten screws to 10 Nm (90
in.lb.).
CAUTION: Utilize total slip-on length for hose connection. Secure hoses
with suitable spring type clamp or screw clamp.
110
105
70
75
Fig. 28
Fig. 27
05536
00562
5
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BRP-Rotax
12.8) Feasible location of radiator
See Fig. 29.
The expansion tank (1) must always be positioned at the highest point of the
cooling system.
CAUTION: If necessary, the radiator outlet opening (8) may be max. 1,5 m
(5 ft) above or below water inlet bend (5) on water pump (see Fig.
29).
NOTE: On the standard engine version the expansion tank (1) is fitted
on top of the engine (see Fig. 29).
m
a
x
.

2
5
0
m
m

/
m
a
x
.

9
.
8
4

i
n
.
m
a
x
.

1
,
5

m

/
m
a
x
.

5
9
.
0
5

i
n
.
Fig. 29
08319
1
6
8
2
4
5
7
3
For proper operation of the cooling system the expansion tank (1) with pressure
cap (2) has to remain for all possible engine positions on the highest point of the
cooling circuit.
WARNING: The radiator has to be planned and installed such that the
specified operating temperatures are maintained and the max.
values are not exceeded.
This state has to be warranted for "hot day conditions" too!
If need be, take appropriate measures like changing size of
cooler, partial covering of cooler etc.
Additionally the system needs an overflow bottle (7) where surplus coolant is
collected and returned back into the circuit at the cooling down period.
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BRP-Rotax
INSTALLATION MANUAL
09132
Fig. 30
6
7
NOTE: For proper operation keep hose to overflow bottle as short and
small as possible (see section 12.6 Expansion tank to overflow
bottle hose ).
CAUTION: To warrant the proper operation of the cooling system the
delivery head between overflow bottle and expansion tank
must not exceed 250 mm (10").
Requirements on the overflow bottle (7)
- transparent material
- unaffected by temperatures from - 40 C (- 40 F) to +125 C (257 F)
- resistant against 100% Glycol and any other anti freeze agent
- volume approx. 0,5 l (.13 US gal)
- possible to vent (6), diameter 2.5 mm (0.1 in.)
NOTE: The overflow bottle ought to be furnished with a label indicating
function and content.
WARNING: Ensure that the overflow bottle will never be empty, otherwise
air will be sucked into cooling circuit causing cooling system
failure.
CAUTION: The overflow bottle and their supply and discharge will never be
install direct of the exhaust system, coolant can be sometimes
to inflame.
NOTE: To vent coolant steam from the expansion bottle in case of
overheating, the plastic cap can be retrofitted with a hose
nipple and hose.
The vent line (5) has to be routed in a way that no coolant can
get in contact with the hot exhaust system.
The venting line must be routed in a continuous decline or
furnished with a drain bore at it's lowest point to drain possible
condensation.
The vent line has to be protected from any kind of ice formation
from condensation. Protection by insulation, or routing in a
hose with hot air flow or by furnishing the vent line with a bypass
opening (slot) (6) before passing through cowling (7). See Fig.
30.
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BRP-Rotax
09126
LOCTITE
603
6mm (0. 236 in)
05294
05295
3
2
2
11,5mm
(0.453 in)
6
(
0
.
2
3
6

i
n
)
m
m
3
(
0
.
1
1
8

i
n
)
m
m
6
(
0
.
2
3
6

i
n
)
m
m
1 2 3
4
5
05033
Fig. 31
Fig. 32
Fig. 33
Fig. 34
- Unscrew cap (2) from the overflow bottle.
- Bore the existing vent hole from dia. 1mm (0.04 in.) to dia. 6mm (0.236 in.)
- Apply LOCTITE
603 to the threads of the hose nipple (3).

- Insert nipple (3) into the vent hole.
- Install nut (1) onto the hose nipple (3). Tightening torque 5 Nm (44 in lb).
- Screw the cap onto the overflow bottle.
Steps to attach the hose:
- Attach the hose with a gear-type hose clamp (4).
- Make sure the hose (5) has no kinks. Route it overboard and secure.
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INSTALLATION MANUAL
Fig. 35
08320
12.9) General directives for the cooling system
See Fig. 29.
BRP-Powertrain offers essential parts of the cooling system for this engine such
as radiator, etc..
WARNING: Certification to the latest requirements to FAR or EASA has to
be conducted by the aircraft manufacturer.
In an installation as depicted with the radiator (9) in a higher position than the
standard supplied expansion tank, a water accumulator (10) has to be fitted
instead of the expansion tank. Additionally a suitable expansion tank (1) has to
be installed at the highest point of the cooling circuit.
CAUTION: The size and type of radiator should be adequate to transfer
thermal energy of
approx. 25 kW (24 BTU/s) (for ROTAX 912 A/F/UL) or
approx. 28 kW (26,5 BTU/s) (for ROTAX 912 S/ULS)
at take-off power.
NOTE: Assessment data by experience. For troublefree operation at
good airflow a radiator of at least 500 cm
2
(78 in
2
) area has to
be used.
The flow rate of coolant in the cooling system is approx. 60 l/
min (16 US gal/min) at 5800 rpm. As reference value for the
necessary cooling airflow approx. 0,75 m/s at full load can be
assumed.
The flow resistance of the coolant in the optional ROTAX-
radiator is properly designed for the cooling system.
Check flow rate and cooling capacity if other radiators are
used.
1
9
1
10
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No provision has been made for attachment of the radiator(s) on the engine.
CAUTION: Install the radiator without distortion or stressand free of
vibrations (rubber mounts are recommended).
At installation of a non-original ROTAX radiator take care of
sufficient cooling capacity. See section 12.7
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INSTALLATION MANUAL
02050
Fig. 36
12.10)Coolant capacity
4 cylinder heads: .......................... 560 cm
3
(34.1 in
3
)
water pump: ................................. 100 cm
3
(6.10 in
3
)
expansion tank: ............................ 250 cm
3
(15.2 in
3
)
2 m coolant hose
(18 mm (.71 in) inside dia.) : ....... 500 cm
3
(30.5 in
3
)
total coolant quantity in engine: ............. approx. 1,5 l (0.4 gal (US))
12.11)Cooling air ducting
Contrary to the cylinder heads, the cylinders are ram air cooled. Plan cooling air
ducting according to installation requirement.
WARNING: The cooling air ducting has to be designed and built such, that
the operating temperatures are kept within the specified limits
and maximum values are not exceeded.
This must also be warranted at "hot day conditions"!
Max. permissible cylinder wall temperature on cylinder 2....200 C (392 F)
(see Fig. 36).
Schraube / screw M5
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12.11.1)General directives for ducting of the cooling air
See Fig. 2/3/4.
For front installation in a closed fuselage, ducting of cooling air to the
cylinders is recommended. In this case a costly horizontal partitioning
(baffles) can be avoided.
NOTE: The engine remains in this case completely on the
warm side of the engine compartment and is very well
accessible. In special cases a separate cold air supply
to the air intake filters has to be provided.
BRP-Powertrain has developed especially for this application a non-
certified cooling air ducting.
WARNING: Certification to the latest requirements to FAR or
EASA has to be conducted by the aircraft manufac-
turer.
The following recommendations should assist the aircraft manu-
facturer at the planning of a suitable cooling air ducting.
- The cooling air ducting to be adequate to transfer thermal energy
of approx. 6 kW (5,7 BTU/s) at take-off power.
- required cross section of air duct: at least 100 cm
2
(16 in
2
)
- material:
glass fibre reinforced plastic or heat resistant non-inflammable
material.
- attachment:
formlocking on engine case and cylinders
NOTE: In case formlocking attachment won`t be adequate,
additional attachment is possible on two tapped lugs
M8 on top side of engine.
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INSTALLATION MANUAL
CAUTION: The stated limit loads are valid only at utilization of min
specified thread length, and must never be exceeded.
Depth of thread 18 mm (.71 in).
Fig. 37
09148
04864
04876
Axes
x axis mm
(in.)
y axis mm
(in.)
z axis mm
(in.)
-300
(-11.81 in)
-30
(-1.18 in)
-14
(-0.55 in)
-300
(-11.81 in)
-30
(-1.18 in)
-14
(-0.55 in)
attachment
points
attachment points
max. allowable forces (limit
load) in (N) in x, y and z
axis
2 000
max. allowable bending
moment (limit load) in (Nm)
in x, y and z axis
50
min. length of thread
engagement (mm)
15 (0.59 in)
12.12)Data for optional components of cooling system
- overflow bottle
See Fig. 37.
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Fig. 39
09165
Fig. 38
09151
- radiator
See Fig. 38.
- cooling air baffle
See Fig. 39.
NOTE: The gap between cowling and radiator should be covered by
appropriate sealing lips for better efficiency of cooling.
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INSTALLATION MANUAL
13) Lubrication system
13.1) Description of the system
See Fig. 40.
The ROTAX 912 engine is provided with a dry sump forced lubrication system
with a oil pump with integrated pressure regulator.
NOTE: The oil pump is driven by the camshaft.
The oil pump sucks the motor oil from the oil tank (1) via the oil cooler (2) and
forces it through the oil filter to the points of lubrication (lubricates also the
propeller governor).
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.
NOTE: The oil circuit is vented via nipple (3) in the oil tank.
For the completion of the lubrication system only the following connections need
to be established:
Oil circuit
oil tank (outlet) to oil cooler
oil cooler to oil pump (inlet)
oil return to oil tank (inlet)
oil tank - venting line
1
2
3
Fig. 40
09160
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NOTE: In the serial version of the engine an oil tank is included, but no
provision is made for attachment of an oil cooler.
WARNING: Certification of oil cooler and connections to the latest require-
ments such as FAR and EASA has to be conducted by the
aircraft manufacturer.
13.2) Limits of operation
WARNING: The lubrication system has to be designed such that operating
temperatures will not exceed the specified limits.
Oil pressure: For oil pressure sensor see Fig. 88/89.
see OM 912 Series, section 10.1
Oil temperature: Oil temperature sensor, see Fig. 86/87.
see OM 912 Series, section 10.1
WARNING: At operation below nominal oil temperature formation of con-
densate in the lubrication system might influence oil quality.
NOTE: For operation at low temperatures the installation of an oil
thermostat, parallel to the oil cooler, is strongly recommended.
Advantages: safe oil pressure after cold start, prevention of
fuel and water accumulation in the oil.
See therefore SL-912-011 "Use of an oil thermostat", latest
issue.
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13.3) Checking of the lubrication system
To control the proper function of the lubrication system the following readings
have to be taken on the running engine as part of the test/qualification
procedure.
NOTE: The required pressure gauges and connection parts are not
included in the BRP-Powertrain engine delivery.
13.3.1) Measuring of the vacuum
Measuring of vacuum in the oil suction line (1) (line from oil tank to oil
pump via oil cooler) at a max. distance of 100 mm (4 in) from pump inlet
(2).
At take-off performance the indicated vacuum (3) must not be more
than 0,3 bar (4.35 psi) otherwise the oil hose (1) could collapse and thus
blocking the oil supply to the engine (Fig. 41).
WARNING: The vacuum (3) must be verified over the total range
of engine operation. Specially on cold oil temperature
the flow resistance increases, so that not enough oil
can flow on suction side.
Fig. 41
09161
2
3
1
max. 0.3 bar (4.35 psi) below atmospheric pressure
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13.3.2) Measuring of the pressure in the crankcase
Measure of the mean crankcase pressure at full load (blow-by gas
pressure) responsible for proper oil return from crankcase to oil tank.
A pressure indicator (4) (pressure gauge with incorporated viscous
damper) may be fitted instead of the magnetic plug (5) or the crankshaft
locking screw (6) (see Fig. 42).
NOTE: The connecting thread is M12x1.5 (metric) for the
magnetic plug and M8 for the crankshaft locking screw
(use always new gasket).
The pressure in the crankcase at full load must not exceed the
prevailing ambient pressure by more than 0,45 bar (6.53 psi) at 90 C
(194 F) oil temperature.
If both pressure readings are within the specified limits, under all
operating conditions, the lubrication circuit should be working suffi-
ciently.
WARNING: If the readings exceed the pressure limits then the flow
resistance of the oil from oil sump to oil tank (contami-
nation, restrictions of cross-section etc.) is too high.
This condition is unsafe and must be rectified without
delay.
max. 0,45 bar (6.53 psi) above at-
mospheric pressure
08324
Fig. 42
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INSTALLATION MANUAL
13.4) Requirements on the oil- and venting lines
Oil lines
Oil circuit, engine
- Temperature durability: mind. 140 C (285 F)
- Pressure durability: mind. 10 bar (145 psi.)
- Bending radius: mind. 70 mm (2.75 in) *
* unless otherwise stated by the hose manufacturer
- Minimum inside dia. of oil lines in reference to total length
length up to... 1m (3 '3") min. 11 mm (.43")
length up to... 2 m (6' 6") min. 12 mm (.47")
length up to... 3 m (10') min. 13 mm (.51")
- Length of a single oil line: max. 3 m (118.11 in.)
Vent line of oil tank
- Route the line without kinks and avoid sharp bends.
NOTE: Water is a by-product of combustion. Most of this water will
dissipate from the combustion chamber with the exhaust
gases.
A small amount will reach the crankcase and has to be
disposed through the vent line of oil tank via oil return line.
- The venting line must be routed in a continuous decline or furnished with a
drain bore at it's lowest point to drain possible condensate.
- The vent line has to be protected from any kind of ice formation in the
condensate. Protection by insulation, or routing in a hose with hot air flow or
by furnishing vent line with a bypass opening (1) before passing through
cowling (2). See Fig. 43.
Fig. 43
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13.5) Connecting dimensions and location of connections
CAUTION: Utilize the full slip-on length for hose connections. Secure
hoses with suitable screw clamp or by crimp connection.
NOTE: The oil pipeline connections are optional as UNF-thread (AN-
8). See SI-912-003.
13.5.1) Oil circuit (engine)
See Fig. 44, 45, 46 and 47.
Depending on engine certification, the oil pump inlet connectors can
vary:
- 912 A/F/S .. thread M18 - optional UNF-thread (AN-8)
- 912 UL/ULS inlet nipple - optional M18 or UNF-thread (AN-8)
Oil pump (inlet) (1) .................. thread M18 x 1,5 x 11
NOTE: Suitable for use of a swivel joint. See Fig. 48.
Tightening torque of inlet line: .. 25 Nm (18.5 ft.lb)
Fig. 44
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INSTALLATION MANUAL
Oil pump (inlet) (3) .................. thread 3/4-16 UNF (AN-8)
Tightening torque of inlet line: .. 25 Nm (18.5 ft.lb)
Oil pump inlet nipple (2): outside dia .......... 13,2 mm (0.52 in.)
slip-on length...max. 21 mm (0.83 in.)
TO
Fig. 45
00226
2
Fig. 46
09123
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Oil return
CAUTION: The engine design is for a conventional, non-aerobatic,
fixed wing tractor or pusher type configuration with the
oil return port in the optimum position. With this
consideration the engine is properly lubricated in all
flight profiles. Aircraft that are not conventional (e.g.
airship, gyrocopters, dive brake equipped aircraft etc.)
that require engine load in steeply incline and decline
angles (see also sec. 8.1, point 12) may require special
lubrication considerations.
According to propeller configuration and oil system layout choose the
appropriate connection for the oil return line.
Position1 for tractor or position 2 for pusher configuration and connector-
options (1), (2) and (5). See Fig. 47.
Option 1: - connection with slip-on connection (1):
hose nipple (3) .......................... 10 DIN 7642
outside dia. ............................... 13,5 mm (.53 in)
slip-on length ............................ max. 24 mm (max. .94 in)
Tightening torque of banjo bolt (4) M16x1,5x28: ...... 30 Nm (22 ft.lb)
Option 2 and 3:-connection with screw connection (2) or (5):
- connection with screw connection (2):
thread ....................................... 3/4-16 UNF (AN-8)
Tightening torque of oil return line: .................... 25 Nm (18.5 ft.lb)
Tightening torque of screw connection (2) M16x1,5: . 25 Nm (18.5 ft.lb)
- connection with screw connection (5):
thread ....................................... 3/4-16 UNF (AN-8)
Tightening torque of oil return line: .................... 25 Nm (18.5 ft.lb)
Tightening torque of banjo bolt (4)
M16x1,5x28: ........ 30 Nm (22 ft.lb)
Fig. 47
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INSTALLATION MANUAL
13.5.2) Oil tank
See Fig. 48 and 49.
The oil tank is furnished with 2 screw connections M18x1,5 and with
a tapped hole (M10x1).
Connections for oil circuit (engine)
- Oil inlet (6) and outlet (7) via standard swivel joint and connecting bend
(8):
2x connecting bend 90 (8)
outside dia. ............. 12 mm (.47 in.)
slip-on length ........... max. 24 mm (.94 in.)
tightening torque...... 25 Nm (18.5 ft.lb)
- Oil inlet (6) and outlet (7) via standard UNF thread (AN-8) (optional):
thread ............. 3/4-16 UNF (AN-8)
Tightening torque of oil inlet and outlet: ............. 25 Nm (18.5 ft.lb)
CAUTION: The oil tank cap is additionally marked with the term
IN - oil inlet (6) from crank case
OUT - oil outlet (7) to oil cooler/oil tank. See Fig.
48.
1x venting nipple (9)
outside dia. ............. 8 mm (.31 in.)
slip-on length ........... max. 15 mm (.59 in.)
IN
O
U
T
8
7
9
6
165
9
0
2
4
8
139,2
Fig. 49
02469
Fig. 48
09124
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13.6) Feasible position and location of the oil tank
See Fig. 50.
- The longitudinal axis z3 to be parallel to z-axis of the system of coordinates.
Tolerated deviation of parallelism: 10
NOTE: Above notice is valid for both planes.
The oil tank (1) has to be positioned in its z-axis such that the normal oil level
(2) is always between 0 and -400 mm (-15.75 in.) on the z-axis .
NOTE: The profile clamp of oil tank should be between 0 mm and -360
mm below the center line of the propeller shaft.
WARNING: At higher location of the oil tank oil might trickle through
clearances at bearings into crankcase during longer periods of
engine stop. If fitted too low it might badly effect the oil circuit.
- Install the oil tank free of vibrations and not directly to the engine.
- Oil tank cover (3) and oil drain screw (4) to be easily accessible.
Fig. 50
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13.7) Feasible position and location of the oil cooler
See Fig. 50.
- On principle the oil cooler (5) has to be installed below the oil pump of the
engine.
CAUTION: The oil cooler has to be installed with connections upwards i.e.
in positive direction on z-axis. This will prevent an unintentional
draining of the oil cooler at longer engine stop.
CAUTION: This will prevent an unintentional draining of the oil cooler at
longer engine stop.
WARNING: The oil cooler has to be planned and installed such that the
specified operating temperatures are maintained and the max.
values are neither exceeded nor fall below.
This state has to be warranted for "hot day conditions" too!
If need be, take appropriate measures like changing size of
cooler, partial covering of cooler etc.
13.8) General notes on oil cooler
BRP-Powertrain offers for this engine an oil cooler (see Illustrated Parts
Catalog, latest issue).
WARNING: Certification of this cooler to the latest requirements such as
FAR or EASA has to be conducted by the aircraft manufac-
turer.
CAUTION: The oil cooler has to be designed to dissipate approx. 8 kW
(7,58 BTU/s) heat energy at take-off power.
NOTE: From years of experience we recommend an oil cooler size of
at least 160 cm
2
(25 in
2
), provided that air flow is adequate.
CAUTION: The oil cooler must not restrict oil flow. Test system as per sec
13.3.
13.9) Filling capacity
- Oil quantity without oil cooler and connecting lines min. 3 l (0,8 US gal)
depending on the respective installation
Volume of oil tank
up to the MIN.-mark.......................... approx. 2,5 l (0.66 US gal)
up to the MAX.-mark ........................ approx. 3,0 l (0.8 US gal)
- Perform oil level check and add oil if necessary
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13.10) Purging of lubrication system
See Fig. 51.
- Verify that oil tank connections are connected correctly and secured, and that
the oil cooler (if fitted) is in the suction line (1) between the oil tank and the oil
pump inlet. Verify that the oil tank is filled up to the maximum level (to the top
of the flat portion of the dipstick). Additional oil (up to 0.5 litre) may be added
to the tank for the purpose of this procedure.
CAUTION: Incorrectly connected oil lines to the oil tank or to the engine will
result in severe engine damage.
- Disconnect oil line (2) at the oil tank connection.
- Place the free end (3) of the return oil line into a suitable container (4) below
the engine.
- Plug open connection (5) at the oil tank with suitable air tight cap. See Fig.
51.
- Remove the spark plug connectors.
- For easier rotation of engine remove one spark plug from each cylinder.
CAUTION: Prevent entering of foreign substance through spark plug hole.
- Using a compressed air line, pressurize the oil tank through its breather
connection (6) (on the neck of the tank). Adjust the compressor outlet
regulator so that the air line pressure is between 0,4 (6 psi) and 1 bar (15 psi).
Do not exceed 1 bar (15 psi).
NOTE: Oil tank cover is not designed to hold pressure. Some air will
escape.
WARNING: Do not remove oil tank or cover before ensuring that air
pressure has been completely released from the tank.
- The pressure in the oil tank has to be maintained during the following step.
CAUTION: It is possible to empty the oil tank and as a result introduce
more air into the oil system. Pay attention to the oil level and
fill tank as required.
- Turn the engine by hand in direction of normal rotation until the first pressure
indication on the oil pressure gauge. Normally this will take approx. 20 turns.
Depending on installation it may take up to 60 turns.
CAUTION: Do not use starter for this purpose. Fit propeller and use it to turn
engine.
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- Release the pressure from the oil tank.
- Un-block the oil return port on (5) the oil tank and reconnect the engine return
oil line (2) to the oil return port on the oil tank.
CAUTION: Ensure that the oil suction line (1) and engine oil return lines (2)
are connected to the proper fittings on the oil tank. If the oil lines
from the engine to the oil tank are incorrectly connected at the
oil tank, severe engine damage may result.
- Replace spark plugs and restore aircraft to original operation condition.
- Residual oil will have accumulated in the crankcase, return it to the oil tank
by following the oil check procedures in Operators Manual (or SI-27-1997 Oil
level check for ROTAX engine type 912 and 914 (Series), current issue).
- Add oil to engine oil tank to bring the oil level up to the full mark on the dipstick.
WARNING: Carefully check all lubrication system connections, lines and
clamps for leaks and security.
13.11)Inspection for correct priming of hydraulic valve tappets
See Fig. 52.
The subsequent check procedure describes the correct method to verify
adequate priming of hydraulic valve tappets.
CAUTION: Engine has reached operating temperatures here. Use appro-
priate safety equipment and clothing.
- Remove valve cover on cylinder 1.
- Turn crankshaft in direction of normal rotation so that the piston on cylinder
1 is on ignition top dead center (both valves are closed).
- Press on push rod side of rocker arm with a force (F) of about 70 N (15.0 lbf.)
for about 3 sec. Approximate force can be verified with a fan belt tester.
Repeat on other rocker arms.
- Check distance between rocker arm and valve contact surface. Max.
allowable distance 0,5 mm (0.02 in.).
- Repeat on all other cylinders.
CAUTION: If it is possible to push the valve tappets further than this limit,
an additional engine run for about 5 min. at 3500 rpm after
refitting the valve covers. To get the hydraulic valve tappets
primed, this process can be repeated another 2 times.
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direction of rotation of engine
appropriate plug
pressure.....max. 1 bar
(15 psi)
05446
F
IN
O
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05448
09163
back from
engine (2)
to oil pump (1)
max. 0,5 mm
(0,02 in.)
Fig. 51
Fig. 52
13.12)Replacement of components
If a malfunction of hydraulic valve tappet should be found during this check of
priming process, the relevant hydraulic valve tappet has to be replaced. The
valve spring support has to be inspected for wear.
All work has to be performed in accordance with the relevant Maintenance
Manual.
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INSTALLATION MANUAL
13.13)Data for optional components of oil system
- oil radiator
See Fig. 53.
variants of connectors:
adaptor UNF (1):
thread ....................................... 3/4-16 UNF (AN-8)
Tightening torque: ..................... 22 Nm (195 in.lb) and Loctite 243.
Tightening torque of oil inlet and outlet: ............. 25 Nm (18.5 ft.lb)
CAUTION: Counterhold on adaptor at installation of an oil line.
nipple (2):
outside dia ................................ 13,2 mm (0.52 in.)
slip-on length ............................ max. 21 mm (0.83 in.)
adaptor metric (3):
thread ....................................... M18x1,5
Tightening torque of oil inlet and outlet, bend socket or hose nipple:
................................................. 25 Nm (18.5 ft.lb)
CAUTION: Counterhold on adaptor at installation of an oil line.
angular tube (4) (90 nipple):
outside dia ................................ 13,2 mm (0.52 in.)
slip-on length ............................ max. 21 mm (0.83 in.)
bent socket (5) (90 socket):
outside dia ................................ 12 mm (0.47 in.)
slip-on length ............................ max. 24 mm (max. 0.94 in)
Tightening torque: ..................... 25 Nm (18.5 ft.lb)
hose nipple with union nut (6) (straight socket):
outside dia ................................ 12 mm (0.47 in.)
slip-on length ............................ max. 24 mm (max. 0.94 in)
Tightening torque: ..................... 25 Nm (18.5 ft.lb)
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k
l
e
i
n

(
s
m
a
l
l
)
:
8
2

m
m
3
,
2
3

i
n
.
m
i
t
t
e
l

(
m
e
d
i
u
m
)
:
9
5

m
m
3
,
7
4

i
n
.
g
r
o

(
b
i
g
)
:
1
3
1

m
m

5
,
1
6

i
n
.
B
B
B
B
B
04910
Fig. 53
1
2
3
4
5
6
B: LOCTITE 243
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INSTALLATION MANUAL
14) Fuel system
14.1) Description of system
See Fig. 54.
The fuel flows from the tank via a coarse filter/water trap (1) to the mechanical
fuel pump (2), from the pumps fuel passes on via the fuel manifold (3) to the two
carburetors.
Depending on the configuration of the engine the fuel lines from fuel pump to the
carburetors are already installed by the manufacturer (optional on some
engine).
The fuel system from tank to the inlet of engine-driven fuel pump has to be
installed by the aircraft manufacturer.
Via the return line (5) surplus fuel flows back to the fuel tank and suction side
of fuel system.
The fuel system includes the following items:
- tank
- coarse filter
- fine filter / water trap
- fuel shut off valve
- electrical fuel pump
- as well as the required fuel lines and connections
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legend:
(1) fine filter / water trap
(2) mechanical fuel pump
(3) fuel pressure control
(4) feeding line from tank
(5) return line to tank
(6) 1 x check valve
(7) electrical fuel pump
Only the following connections per Fig. 54 have to be established:
- Feeding lines to suction side of the mechanical fuel pump (2)
- lines from pressure side of the mechanical fuel pump to inlet of fuel manifold
(3)
- Returnline from fuel pressure control to fuel tank.
Fig. 54
07306
2
5
1
4
6
3
7
carburetor
return line to tank
fuel tank
fuel pressure gauge
carburetor
mechanical fuel pump
elec. fuel pump
check valve
fine filter/water trap
fire cock
restrictor jet
drain valve
fuel manifold
coarse filter
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INSTALLATION MANUAL
WARNING: Design and layout of the fuel system has to warrant engine
operation within the specified limits.
Fuel pressure:
See Fig. 55.
max. ........................................................................ 0,4 bar (5.8 psi.)
min. ......................................................................... 0,15 bar (2.2 psi.)
normal ..................................................................... 0,3 bar (4.4 psi.)
WARNING: Fuel pressure in excess of stated limit can lead to an override
of the float valve with subsequent engine stop.
NOTE: Readings of the fuel pressure are taken at the pressure gauge
connection (6) on the fuel manifold (4). See Fig. 55.
The engine manufacturer recommends the use of an electrical auxiliary fuel
pump, if this is not already required by airworthiness requirements.
The electrical auxiliary fuel pump is not just required in case of a malfunction or
defect of the mechanical fuel pump, but also provides required fuel supply e.g.
in case of vapour formation at high altitudes and temperatures.
NOTE: If an electrical auxiliary fuel pump is installed, the whole fuel
system has to be designed to warrant engine operation within
the specified pressure limits.
CAUTION: The fuel pressure of an additional auxiliary fuel pump should
not exceed 0,3 bar (4.4 psi.)
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14.3) Requirements of the fuel system
- Delivery rate:
min. 35 l/h (8,2 US gal/h) of mechanical or electric fuel pump.
- Fuel lines: See Fig. 54.
WARNING: Fuel lines have to be established to the latest requirements
such as FAR or EASA by the aircraft manufacturer.
Secure fuel hoses with suitable screw clamps or by crimp connection.
CAUTION: For prevention of vapour locks, all the fuel lines on the suction
side of the fuel pump have to be insulated against heat and fire
in the engine compartment and routed at distance from hot
engine components, without kinks and protected appropri-
ately.
At very critical conditions e.g. problems with vapour formation
the fuel lines could be routed in a hose with cold air flow.
- Fuel filter: See Fig. 54.
Coarse filter: on fuel tank as per valid certification
Fine filter: in the feed line from tank to the fuel pumps an additional fine filter
with meshsize 0,1 mm (.004 in.) has to be provided.
The filter has to be controllable for service. A combination of
filter/watertrap (gascolator) is recommended.
- water trap:
A suitable water trap must be installed at the lowest point of the fuel feed line.
- Fuel temperature:
In case of temperatures over 45 C (113 F) in the vicinity of fuel lines
watch for vapour lock.
If you should encounter problems in this respect during the test period, than
the affected components such as the supply line to the fuel pumps have to
be cooled.
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INSTALLATION MANUAL
14.4) Connecting dimensions, location of joints and directives for installa-
tion
14.4.1) fuel manifold
See Fig. 2, 3, 4 and 55.
- position of z4 axis of the fuel manifold:
NOTE: Dimensions always from point of reference (P).
- return line to tank (5):
outside dia. ..... 7 mm (.28 in.)
slip-on length: . max. 17 mm (.67 in.)
- pressure gauge connection (6):
- fuel pressure switch connection (9):
thread.............. M10
thread length: .. max. 9 mm (.35 in.)
Tightening torque: 15 Nm (135 in.lb) and Loctite 221.
CAUTION: At loosening or tightening of the banjo bolt (7) (tighten-
ing torque 10 Nm = 90 in.lb.) support the fuel manifold
appropriately.
NOTE: The connection nipple (5) is furnished with an orifice
(8) (0,35 mm = 0.014 in.) essential for operation of the
fuel system.
If the pressure gauge connection (6) is not used and a
hose nipple (10) installed, the banjo bolt assy. (11)
marked with a colour dot or marked "FUEL" is fur-
nished with an orifice (12) (0,35 mm = 0.014 in.). This
is essential for operation of the fuel system as it
prevents a loss in fuel pressure.
coordinates [mm]
x axis y axis z axis
-385,0 -50,0 ca.110
clamp block
02772
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14.4.2) Fuel pressure control
See Fig. 56 and 57.
- hose connection on fuel pump (1) inlet by slip-on joint. See fig. 56.
Fuel intake connection (9)
Fuel outlet connection (10)
CAUTION: Ensure at installation of the supply line to fuel pump
that no additional moments or load will rest on the
pump!
CAUTION: Utilize max. slip on length. Secure hoses with suitable
screw clamps or crimp.
- hose connection on fuel pump (2) supplied with fire sleeved lines.
See fig. 57.
Fuel intake connection (12):
fitting (15) ........ 9/16-18 UNF (AN-6)
Tightening torque: 15 Nm (135 in.lb)
Fuel outlet connection (13)
hose nipple (14) 3/4 DIN 7642
6
7
8
5
9
4
09192
12
11
9
4
10
09139
to fuel tank
to carburetor
to carburetor
to fuel tank
from fuel pump
from fuel pump
to carburetor
to carburetor
fuel pressure
sensor connection
to fuel pressure gauge
fuel pressure
sensor connection
Fig. 55
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INSTALLATION MANUAL
Fig. 57
02064
2
12
Fig. 56
00537
1
9
10
14.4.3) Check valve
Specification:
opening pressure ...................................... 0,1-0,15 bar
(1,5 psi. - 2,2 psi.)
permitted pressure in reverse-biasing....... 2 bar (29 psi.)
burst pressure ........................................... 5 bar (72,5 psi.)
13
14
15
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INSTALLATION MANUAL
15) Carburetor
See Fig. 58.
The carburetors on the standard engine are already attached by a flexible flange (and
connecting hoses on the airbox). Only connections of the Bowden cable for pre-
heating, choke and throttle have to be established.
It is recommended, to make the adjustment of the Bowden cable after engine
installation has been completed, to ensure exact final adjustment.
WARNING: The carburetor flange assembly has to carry the weight of the
carburetor and intake system. Ensure that the screw of the clamp is
positioned on the underside as supplied and the gap between the
clamp plates is 8 mm (.31 in).
15.1) Requirements on the carburetor
See Fig. 59.
The carburetors are positioned above the exhaust sockets. Below the carburetors
one each drip tray (1) with a draining connection (2) is fitted which serves as a
heat shield as well.
CAUTION: The float chamber venting lines (3) lines have to be routed into
a ram-air and vacuum free zone or into the airbox, according
to the requirements and release of BRP-Powertrain. See
section 16. These lines must not be routed into the slipstream
or down the firewall.
Pressure differences between intake pressure and pressure in
the carburetor chambers may lead to engine malfunction due
to incorrect fuel supply.
WARNING: In the area of the float chamber the temperature limit of the fuel
must not be exceeded.
If necessary install additional insulation or heat shields. Certi-
fication to the latest requirements such as FAR or EASA has
to be conducted by the aircraft manufacturer.
Fig. 58
05794
(.31 in.)
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15.1.1) Drainage piping on airbox and drip trays
WARNING: Connect drainage lines well, otherwise emerging fuel
from a possible leakage could drip onto the exhaust
system. RISK OF FIRE!
- The lines have to be routed such that in case of a damage the
surplus fuel is drained off suitably.
- Route the lines without kinks and avoid tight bends
- Route the lines with a continuous decline.
- The lines have to be protected against any kind of blockage e.g. by
formation of ice.
CAUTION: With closed or blocked leakage piping, fuel could end
up on exhaust system. RISK OF FIRE!
CAUTION: The float chamber venting lines (3) lines have to be
routed into a ram-air and vacuum free zone or into the
airbox, according to the requirements and release of
BRP-Powertrain. See section 16. These lines must not
be routed into the slipstream or down the firewall.
Pressure differences between intake pressure and
pressure in the carburetor chambers may lead to
engine malfunction due to incorrect fuel supply.
Connecting nipple (2) for leakage line
outside dia. 6 mm (1/4")
slip on length max. 17 mm (11/16")
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Fig. 59
08644
2
1
3
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15.2) Connections for Bowden-cable actuation and limit load.
See Fig. 2, 3, 4, 60 and 61.
- centre position of carburetor socket (P1) of the respective carburetor:
NOTE: All dimensions to point of reference (P)
- limit load on point of reference P2
CAUTION: The specified limit loads must never be exceeded.
- connection (1) for air filter or intake silencer
outside dia.: 50 mm (2 in.)
slip-on length: 12 mm (.47 in.)
- connection for throttle actuation (2)
connection on throttle lever: set screw M 5x12
tightening torque: 4 Nm (35 in.lb)
(suitable for 1,5 mm (.06 in.) steel wire)
action travel: 65 mm (2
1
/
2
")
actuating force: min. 1,5 N (.3 lb)
max. 8 N (1,8 lb)
limit load: 20 N (4,5 lb)
NOTE: Throttle opens by spring.
P2
106
P1
P1
P2
P1
Fig. 60
00538
1
3
2
carburetor for x Achse y Achse z Achse
cylinder 1/3 -521 -180 25
cylinder 2/4 -553 180 25
coordinates P1 [mm]
09190
reference point P2
max. allowable forces
(limit load) in (N)
in x,y and z axis
60
max. allowable bending moments
(limit load) in (Nm)
in x,y and z axis
4
02028
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INSTALLATION MANUAL
- connection for starting carb (choke) actuation (3)
connection on choke lever: clamping nipple 6
(suitable for 1,5 mm (.06 in.) steel wire)
action travel: 23 mm (
15
/
16
")
actuating force: min.10 N (2,2 lb)
max. 45 N (10 lb)
limit load: 100 N (22 lb)
Directive for choke actuation
The choke shaft (3) is marked (4). This mark has to point towards cable
engagement (5).
Fig. 61
00541
5,2
2,2
6
,
7
3
4
5
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15.3) Requirements on cable actuation
See Fig. 62.
The two throttles have to be controlled by two separate Bowden cables working
synchronously.
Adjust the cables to a free travel of 1 mm (.04 in).
WARNING: With throttle lever not connected the carb will remain fully
open. The default position of the carburetor is full throttle!
Therefore never start engine without connecting throttle lever
first.
NOTE: Route Bowden cable in such a way that carb actuation will not
be influenced by any movement of engine or air frame, thus
possibly falsifying idle speed setting and carb synchronisation.
Adjust Bowden cable such that throttle and choke can be fully
opened and closed.
Use Bowden cable with minimized friction so that the spring on
the throttle can open the throttle completely. Otherwise in-
crease pretension of spring by bending lever flap (1) or fit a
stronger return spring, (2) or a cable with pull-push action
would have to be used.
Secure the bowden cable sleeves (3) in the adjustment screws
(4) (e.g. safety wire).
Fig. 62
08354
1
2
3
4
08338
(0.04 in.)
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INSTALLATION MANUAL
15.4) Requirements on the throttle lever
See Fig. 63.
Adjustable positive stops for idle- and full throttle position are of course required.
These stops have to be designed such to render adjustibility and to prevent
overload of the idle stop on the carburetor.
The sketch (Fig. 63) depicts a feasible arrangement.
Fig. 63
09137
Leerlauf
Idle
Startleistung
Take off power
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NOTES
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INSTALLATION MANUAL
16) Air intake system
See Fig. 64.
The intake system is determined essentially by the demands of engine and of the
acceptable noise emission on the intake side. An airbox can be supplied by BRP-
Powertrain as an option.
Performance data as specified and limits of operation can only be warranted by
employment of the genuine ROTAX airbox.
CAUTION: The performance is given at ISA (15 C) (59 F) condition only. Engine
is equipped with unchanged ROTAX tuned exhaust muffler system
and air intake box.
If it will be necessary to use a different airbox or a modified genuine ROTAXairbox for
reasons of installation the certification to the latest requirements such as FAR and
NOTE: If an airbox or genuine ROTAX airbox is retrofitted at a ROTAX 912 (A,
F, UL) Series, a change in the carb jetting is required. See Illustrated
Parts Catalog 912/914 chapter 22 and/or SB-912-044 "Use of the
ROTAX supplied airbox", latest issue.
Fuel-mixture distribution:
Low (cold) air temperature in the airbox is favourable for engine performance
and to reduce knocking tendency at combustion.
The certification to the latest requirements such as FAR and EASA has to be
CAUTION: Any changes on the air intake system (e.g. modification on the
airbox etc.) can affect the flow rate in the air intake system and
the fuel mixture ratio. In the course of certification the fuel
mixture process must be proofed by a CO-measurement.
CO-Measurement:
CO-Emission......................... min. 3,0 % CO (wide open throttle (WOT);
an rpm of min. 5200 1/min needs to be achieved)
Measurement in original configuration of aircraft e.g. with installed cowling.
Measured on each single cylinder. Measuring point is the same as the EGT-
measurement. See section "Exhaust system".
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16.2) Requirements on the air intake system
WARNING: Carb icing is a common reason for engine trouble. No imple-
ments are included in the supply volume for preheating of the
intake air.
If an airbox of not ROTAX origin is used provisions for
preheating the intake air have to be made to prevent formation
of ice in the intake system.
Preheating of the intake air will result in performance loss
because of the lower air density.
WARNING: All items of the air intake have to be secured against loss.
WARNING: The certification to the latest requirements such as FAR and
Air intake socket (1) for fresh air or pre-heated air (intake side)
outside dia. ........... 60 mm (2 3/8")
slip-on length......... max. 25 mm (1")
CAUTION: Utilize the full slip-on length on all connection. Secure hoses by
suitable spring type clamp or screw clamp.
16.2.1) Requirements on the intake air ducting
- max. length of ducting 500 mm (20 in.)
- min. inside dia. at least outside dia. of the intake socket on airbox
- min. mean bending radius 100 mm (4")
High engine performance needs air temperature as low as possible at
air intake. Therefore the air filter should be located in a recess of the
engine cowling or separated from warm air by baffles such that fresh
air can be aspirated.
16.2.2) Airfilter
CAUTION: A minimum flow rate of 6,23 m
3
/min. (220 cfm) has to
be warranted for all conditions.
The pressure loss must not exceed 2 hPa.
WARNING: Use only filter elements which will not tend to restrict
the flow when in contact with water.
BRP-Powertrain offers an air filter as described below.
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INSTALLATION MANUAL
WARNING: The certification to the latest requirement such as FAR
and EASA has to be conducted by the aircraft manu-
facturer.
The following points should assist the aircraft manufacturer at the
choice of a suitable filter:
- four fold cotton fabric
- surface covered with metal screen
- total filter area at least 1400 cm
2
(220 in
2
)
- a min. flow rate of 6,23 m/min. (220 cfm)
16.2.3) Airbox
See Fig. 64.
- volume at least 2,5 l (.66 US gal)
- outline dimension see Fig. 64
The airbox is furnished with 2 drain holes (1) at the lowest position
possible.
The holes are necessary to drain fuel from flooding float chambers
caused by badly closing float valve.
Drainage lines:
WARNING: Connect draining lines without fail, otherwise emerg-
ing fuel could drip onto the exhaust system. RISK OF
FIRE!
- The lines have to be routed such that in case of damage the surplus
fuel is drained away suitably.
- Route the lines without kinks and avoid narrow bends.
- Route the lines with a continuous decline.
- The lines have to be protected against any kind of blockage e.g. by
formation of ice.
CAUTION: With closed or blocked drainage bores fuel could flow
into combustion chamber, possibly ruining the engine
by hydraulic lock or emerging fuel could drip onto the
exhaust system. RISK OF FIRE! .
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CAUTION: The drainage lines (1) lines have to be routed into a
ram-air and vacuum free or into the airbox, according
to the requirements and release of BRP-Powertrain.
See also section 15. These lines must not be routed
into the slipstream. If the drainage lines of the airbox
are connected with the drainge lines of the drip trays or
the carburetors by a T-piece, these lines must not be
routed down the firewall (drainage lines of the airbox
spearately are allowed).
Pressure differences between intake pressure and
pressure in the carburetor chambers may lead to engine
malfunction due to incorrect fuel supply.
Connecting nipple (1) of drainage line
outside dia. ............................ 6 mm (1/4")
slip-on length ............................ max. 17 mm (11/16")
Provide connection to take readings of manifold pressure (2)
Provide connections for temperature sensor (3)
Outside diameter ...................... 6 mm (.24 in.)
Slip-on length ........................... 17 mm (.67 in.)
Connecting nipple (1) of float chamber venting lines
outside dia. ............................ 6 mm (1/4")
slip-on length ............................ max. 17 mm (11/16")
CAUTION: Utilize the complete slip-on length. Secure hoses by
suitable screw clamps or by crimp connection.
CAUTION: If the engine has been installed without employment of
the optional ROTAXengine frame which includes also
support of the airbox, than provide an appropriately
support (5) for the airbox.
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INSTALLATION MANUAL
NOTE: Make sure that the air intake tubes of the airbox for
fresh air and preheated air are connected correctly
(see Fig. 64).
NOTE: Fig. 64 shows the genuine ROTAX airbox.
Fig. 64
02051
2
08645
5
1
3
COLD
(FRESH AIR)
WARM
(PREHEATED AIR)
4
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16.3) Data for optional components of air intake system
- air filter
See Fig. 65.
09149
Fig. 65
1
1
6
1
0
0
52
90
R
O
T
A
X
52
50
5
0
7
1
148
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INSTALLATION MANUAL
09174
Fig. 66
- airbox (configuration part no. 867756)
See Fig. 66.
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- airbox (new version part no. 667355 in comparison to the old version)
See Fig. 66-1.
Fig. 66-1
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INSTALLATION MANUAL
17) Electric system
See Fig. 67.
The engine is supplied with the wiring completed and ready to operate. Only the
following connections to the aircraft have to be established.
- integrated generator
- external rectifier-regulator
- electronic modules
- electric starter
- start relay
- items conditional for operation like circuit breakers, ON-OFF switches, control
lamps, relays, instrumentation and capacitors
Optional extras
- external alternator (as option if the output of the integrated generator is inadequate)
- electric rev counter (accessory)
- consumer (battery)
17.1) Requirements on circuit wiring
CAUTION: The connections have to be completed by the aircraft manu-
facturer in accordance to effective certification and wiring
diagram (Fig. 67).
The electromagnetic compatibility (EMC) and electromagnetic
interference (EMI) is greatly affected by the wiring and has to
be checked for each installation.
WARNING: The supply to the various consumers (e.g. battery) has to be
protected adequately by fuses (consult wiring diagram). Using
fuses too large may result in damage to electric equipment.
Under no circumstances route consumers cables (e.g. bat-
tery) side by side with ignition cable. Induction could cause
problems.
CAUTION: An excess-voltage protection has to be realized by the aircraft
manufacturer in accordance to effective regulations.
WARNING: The certification to the latest requirements such as FAR or
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WARNING: Do not bend, kink, pinch or otherwise improperly stress the
wiring harness. Use proper routing, clamping and strain relief
on wiring harnesses.
17.1.1) Electromagnetic compatibility (EMC/EMI)
Electromagnetic interference (EMI) and lightning:
The engine complies with the EMI and lightning requirements per DO-
160C, sections 18, 20-22 as noted in the following paragraphs.
Emission
Conducted RF Interference:
Narrowband and broadband emissions meet RTCA DO160C Section
21-1 Cat. B (AZ) except in the frequency range of 150kHz - 2MHz where
emissions are up to 20dB higher than allowable limits.
Radiated RF Interference:
Narrowband and broadband emissions meet RTCA DO160C Section
21, Fig. 21-6 and 21-7, Cat. B except in the frequency range of 190kHz
- 2MHz where emission are up to 35dB higher than allowable limits.
WARNING: Consult the manufacturer if further interpretation is
needed. These exceedances do not affect engine
operation.
17.2) Wiring diagram
See Fig. 67.
Legend to wiring diagram (Fig. 67)
Items 1-9, 24-25 are included in the standard volume of supply of the engine
Items 10-14 are available as accessory
Items 15-23 can't be supplied by BRP-Powertrain
WARNING: The certification of items/components which are not included
in the standard volume of supply of engine has to be conducted
by the aircraft manufacturer to the latest requirements such as
FAR or EASA.
1 2 electronic modules (A and B)
2-3 plug connection for ignition switch
4 integrated generator
5-6 external regulator - rectifier with plug connections
7 electric starter
8-9 starter relay with plug connection
10-12 external alternator with connections
13 electric rev-counter
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14 capacitor
15 2 ignition switches
16 master switch
17 starter switch
18 control lamp
19 battery relay
20 battery
21 bus bar
22 capacitor
23 plug connection for trigger coil assy.
24 trigger coil assy. (tachometer)
25 electrical fuel pump
26 starting equipment at the electronic modules
Fig. 67
08639
W
i
r
i
n
g

s
y
m
b
o
l
s

t
o

D
I
N

4
0
7
1
2
,

4
0
7
1
3
,

4
0
7
1
6

a
n
d

4
0
7
1
9
.
B A B+ IG L
G G R B+ L C
P
+
25A
5A
5A
2A
50A
+
2A
21
20
19
17
9
8
B
S
7
16
18
12
11 10
4
14
M
25
22
15
13
23
24
26 26
1
3
2 2
3
1
15
14
6
5
IG L
V
e
r
b
r
a
u
c
h
e
r
(
C
o
n
s
u
m
e
r
)
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17.3) Technical data and connection of the electric components
17.3.1) Integrated generator
See Fig. 68
Feeding wires (1) from the generator to rectifier-regulator on left side
of ignition housing (see Fig. 68).
- 2 flexible cables, 1,5 mm
2
yellow (in shielding metal braid)
- length approx. 660 mm (26 in.) starting from ignition housing
- with on each plug socket 6,3 x 0,8 to DIN 46247
NOTE: approx. 250W AC output at 5800 (r.p.m.)
For DC output in connection with rectifier-regulator
see section 17.3.2.
ge
ge
Cyl. 1
Cyl. 3
Cyl. 2
Cyl. 4
Fig. 68
02498
1
yellow
yellow
17.3.2) Rectifier-regulator
See Fig. 69/70.
- type: electronic full-wave rectifier regulator
- effective voltage: 14 0,3 V (from 1000 250 r.p.m.)
- current limit: max. 22 A
- max. permissible
component temperature: +80 C (176 F)
(measured in area (1))
NOTE: The performance specifications are given for optimal
cooled components. If necessary, use a separate heat
sink for the rectifier regulator.
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G G R L C +B
6
2
(
2
.
4
4
i
n
.
)
8
,
4
(
0
.
3
3
i
n
.
)
92 (3.62 in.)
80 (3.15 in.)
106 (4.18 in.)
4
0
(
1
.
4
8
i
n
.
)
Description of connections:
G = yellow - from generator
R = red - to battery, positive terminal
+B = battery positive terminal
L = warning lamp circuit
C = control or field circuit
Fig. 69
08631
1
Requirements for flawless operation of the rectifier-regulator
- body of regulator must be grounded with no restance allowed
- the rectifier-regulator has to be protected by a slow blowing 25A
fuse.
- wire size of the main circuit of at least 2,5 mm
2
(14 AWG)
- a capacitor (Fig. 67 Pos. (25)) of at least 22 000 F / 25 V is
necessary to protect the correct function of regulator and to flatten
voltage. The regulator is not designed to store any electrical charge.
If for any reason the battery or bus system is disconnected from the
regulator while the engine is running (i.e. the master switch is shut
off) the capacitor will safely absorb and dissipate the electrical
charge produced by the generator. Otherwise the regulator would
be damaged.
CAUTION: The voltage difference between battery and terminal C
of regulator should be less than 0,2 V.
Use cables in this area as short as possible and with
adequate cross section.
CAUTION: Never sever connection between terminal C and +B of
regulator (e.g. by removal of a fuse) while the engine
is running. Overvoltage and regulator damage can
occur.
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br
br
B
A
Cyl. 1
Cyl. 3
Cyl. 2
Cyl. 4
Fig. 71
02501
During engine stop break circuit between battery and
terminal C to avoid discharge of battery! (see Fig. 67)
NOTE: A charge-indicating lamp 3W/12V (Fig. 67, pos. (18)
may be fitted on the instrument panel.
Current:
CAUTION: The graph current over engine speed has been deter-
mined and is valid only at the following conditions.
ambient temperature: ....... 20 C (68 F)
voltage: ............................ permanent 13,5 V
tolerance: ......................... max 5%
1
0
10
20
1000 2000 3000 4000 5000 6000
(A)
(1/min.)
Fig. 70
02500
17.3.3) Electronic modules
See Fig. 4 and 71.
Ambient temp. for the electronic modules (1): max. 80 C (176 F).
17.3.4) Ignition switches (MAG switch)
See Fig. 71, 72 and 73.
- type: two separate, suitable on-off
switches (Fig. 67, pos. (15))
- switching voltage: min. 250 V
- switching current: min. 0,5 A
Wires from the ignition switches connect
to the electronic module (see Fig. 71).
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INSTALLATION MANUAL
Fig. 72
08323
4
5
2
3
3
- one each flexible wire 0,75 mm
2
(18 AMG), brown
length approx. 35 mm (1 3/8") beginning at electronic module with
one each plug socket and insulating sleeve 3,96 mm. At the new
version the cable grommet and fasten connector are integrated in
the 6-pole connector housing. See also SI-912-013, latest issue.
NOTE: One each cable grommet (2) and flat pin terminal (3)
are supplied loosely packed.
For correct assembly of the flat pin terminal strip the
wire (4) and install the cable grommet in correct
position and direction. Fix the flat pin terminal and the
cable grommet with appropriate crimping pliers. The
rubber grommet is held by the secondary crimp. Fit the
flat pin terminal in the free position of the 6-pole
connector housing until it is locked in place. Check for
tight fit.
NOTE: Faston connector and insulation sheath of the old
version are available as spare part. See also SI-912-
013, latest issue.
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- Wire of top electronic module (marked "A") for ignition circuit A.
- Wire of bottom electronic module (marked "B") for ignition circuit B.
NOTE: Ignition circuit A controls: top spark plugs of cylinder
1 and 2; lower spark plugs of cylinder 3 and 4.
Ignition circuit B controls: top spark plugs of cylinder
3 and 4; lower spark plugs of cylinder 1 and 2.
CAUTION: The electromagnetic compatibility (EMC) and electro-
magnetic interference (EMI) depends essentially on
the wire used. See Fig. 73.
Min. section area: 2x 0,75 mm
2
(18 AMG) (shielded
flexible cable, shielding braid on both ends grounded
to prevent EMI (e.g specification MIL-27500/18).
No or insufficient shielded cables can cause engine
shut-off due to electromagnetic and radio interfer-
ence.
The metal base of each ignition switch must be
grounded to aircraft frame to prevent EMI.
0,75
br
br
B
A
07602
Fig. 73
17.3.5) Electric starter
See Fig. 74.
Wire from starter relay to the electric starter
- cross section of at least 16 mm
2
(6 AWG)
- output: 0,7 kW / 0,9 kW optional
- positive terminal (1): M6 screw (tightening torque 4 Nm (35 in.lb))
suitable for ring terminal to DIN 46225 ((MIL-T-7928) (PIDG) or
equivalent)
- grounding: via engine block
CAUTION: Suitable for short starting periods only.
CAUTION: Max. 80 C (176 F) temperature range by the electric
starter housing. Activate starter for max. 10 sec.
(without interruption), followed by a cooling period of 2
min!
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INSTALLATION MANUAL
Fig. 75
09169
1
2
1
Fig. 74
00545
1
17.3.6) Starter relay
See Fig. 75.
- nominal voltage: 12 V
- control voltage: min. 6 V
max. 18 V
- switching current: max. 75 A (permanent)
max. 300 A (for 1 sec.)
- ambient temperature range:
min. 40 C (-40 F)
max. +100 C (214 F)
- current connections (1):
M6 screw (tightening torque 4 Nm (35 in.lb)) suitable for ring
terminals to DIN 46225
- control wiring (2):
plug connector 6,3x0,8 suitable for spade connector to DIN 46247
((MIL-T-7928) (PIDG) or equivalent)
- grounding: via housing
CAUTION: Activation of start relay limited to short duration. Over
a period of 4 min. operation, the duty cycle is 25%.
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17.3.7) External alternator (optional extra)
See Fig. 76, 77 and 78.
- output: max. 600 W DC at 6000 r.p.m.
- voltage: 14,2 V 14,8 V
- ambient temperature range: min. - 30 C (-22 F)
max. +90 C (194 F)
NOTE: Voltage regulator is integrated in the alternator.
Feeding wiring to external alternator (1) located on the outside of
propeller gear (see Fig. 76).
- plus terminal (2): M6 screw suitable for ring terminal to DIN 46225
(tightening torque 4 Nm (35 in.lb))
- grounding: via engine block mount bracket
- control wiring (field circuit) (3) and warning lamp circuit (4): via
supplied standard plug (Sumitomo 6111-2568)
IG
L B
Cyl. 1
Cyl. 3
Cyl. 2
Cyl. 4
Fig. 76
03199
1
XXX
Fig. 77
04902
2
3
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BRP-Rotax
INSTALLATION MANUAL
Requirements for correct operation of the integrated rectifier-regulator:
- the rectifier-regulator has to be protected by a slow blowing fuse or
circuit breaker. Fuse or circuit breaker rating must be determined by
load, wire size and length.
- cross section of the main circuit at least 4 mm
2
(10 AWG)
- a capacitor (Fig. 67 Pos. (14)) of at least 22 000 F / 25 V is
necessary to flatten voltage.
- current:
CAUTION: The current over speed graph has been determined
and is effective only at the following conditions:
ambient temperature: 20 C (68 F)
voltage: permanent 13,5 V
tolerance: 5%
NOTE: The speed of the auxiliary generator is 1,24 or 1,32
times crankshaft speed or 3 times the prop speed.
1/min. / rpm.
2000 3000 4000 5000 6000 7000 8000
n Generator
rpm. alternator
(A)
10
20
30
40
50
1000 1500 2000 2500
n Propeller
rpm. propeller
Fig. 78
00547
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17.3.8) Connection of the electric rev-counter (tachometer)
See Fig. 67/79.
Feeding wiring to electric rev counter on left side of ignition housing.
- connections: 2 flexible cables 0,5 mm
2
, white/yellow and blue/
yellow (in insulation wrap)
- length approx. 600 mm (24 in) starting from ignition housing.
NOTE: BRP-Powertrain developed especially for this applica-
tion a non-certified electric rev-counter. Certification
to the latest requirements such as FAR or EASA has
to be conducted by the aircraft manufacturer. See also
SI-13-1996, latest issue.
CAUTION: The graphs depicting output signals have been deter-
mined and are effective only at the following condi-
tions.
Ambient temperature: 20 C (68 F)
Tolerance: 5%
The pick-up for the rev-counter generates one pulse per revolution. Pulse shape
and pulse voltage as per recordings (oscillogram).
speed 500 rpm (load 100 ) speed 500 rpm (load 100 k )
1 Umdr. (rev.)
360
0
(+V)
(-V)
1
1
2
3
2
3
4
0
(+V)
(-V)
5
5
10
15
10
15
0
(+V)
(-V)
5
5
10
10
1 Umdr. (rev.)
360
1 Umdr. (rev.)
360
1 Umdr. (rev.)
360
0
(+V)
(-V)
50
50
100
100
150
Fig. 79
00219
speed 6000 rpm (load 100 ) speed 6000 rpm (load 100 k )
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INSTALLATION MANUAL
17.3.9) Battery
See Fig. 67.
CAUTION: To warrant reliable engine start use a battery of at least
16 Ah capacity.
17.3.10) Capacitor (Option electrical fuel pump)
See Fig. 67.
CAUTION: To warrant reliable operation of the electrical fuel
pump the use of capacitor of at least 22 000 F / 25 V
is necessary.
17.3.11) Easy start function on the electronic module (optional)
See Fig. 67 and 79/1.
In order to use the easy start function the relevant connections to the
starter relays and ignition switch need to be made.
The start function can be used for aircraft, which have an engine start
problem in cold conditions.
NOTE: In addition also a modified fly wheel hub is offered,
which aids improved starting.
Fig. 79/1
00219
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NOTES
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BRP-Powertrain
INSTALLATION MANUAL
18) Propeller drive
The propeller in tractor or pusher arrangement has to be fitted on the propeller flange
in accordance to current certification. As required utilize one of the three possible pitch
circle diameters (P.C.D.) on the flange.
Certification of the propeller sizing and arrangement to the latest requirement such as
FAR or EASA has to be conducted by the aircraft manufacturer.
WARNING: Never run the engine without a propeller installed as engine would
suffer severe damage by overspeeding.
Never fit propeller directly on crankshaft.
18.1) Technical data
See Fig. 80.
- direction of rotation
of the prop flange: counter clockwise, looking towards face of
flange
- attachment of propeller on prop shaft flange:
P.C.D 75 mm (2,95"): 6 bolt holes of 8 mm (.32 in.) dia
P.C.D 80 mm (3,15"): 6 bolt holes of 11,5 mm (.45 in.) dia
P.C.D 101,6 mm (4"): 6 bolt holes of 13 mm (.51 in.) dia.
hub diameter: 47 mm (1.85 in.)
- ratio of gear reduction: 2,2727 (50 Teeth/22 T)
2,4286 (51 T/21 T)
- max. torque:
ROTAX 912 UL, A, F for i=2,2727: 238 Nm (176 ft.lb.) (at propeller)
ROTAX 912 UL, A, F for i=2,4286: 255 Nm (188 ft.lb.) (at propeller)
ROTAX 912 ULS, S for i=2,4286: 315 Nm (232 ft.lb.) (at propeller)
- max. moment of inertia :
- normal between 1500 kgcm
2
(3.559 lb.ft.
2
) and 6000 kgcm
2
(14.238
lb.ft.
2
)
- max. moment of inertia on propeller: 6000 kgcm
2
(14.238 lb.ft.
2
)
- max. permitted static
out-of-balance on a prop: max. 0,5 gm (.043 lb.in.)
- max. extension of the propeller shaft: 120 mm (4.72 in.)
CAUTION: No modification of propeller shaft permitted.
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NOTE: In the course of certification a vibration analysis of the whole
system (engine, suspension, propeller etc.) should be done.
If there are no limits found in the technical literature, a max. of
0.1 IPS (inches per second) at 5000 rpm can be assumed.
4
7
-
0
,
0
5
1
,
8
5
-
0
,
0
0
2
L
k
=

1
0
1
,6
L
k

=

7
5
1
2
,
9
7
5
1
1
,
5
1
3
,
0
2
5
8
+
0
,
2
8,5
0,34 in.
P
L
k
=

8
0
Fig. 80
02581
09193
120 mm (4.72 in.)
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BRP-Rotax
INSTALLATION MANUAL
Fig. 81
08322
x axis
mm
y axis
mm
z axis
mm
-206,3 0 51,5
connection
coordinates
09191
1
19) Vacuum pump
See Fig. 81 and 82
- drive via propeller gear
- location of the necessary connection on the crankcase:
see Fig. 81 and 82
- connections
thread size: M6
Effective thread length: max. 17 mm (9/16")
toothing: internal spline 20/40 SMS 1834 NA 14x1.27x30x12
- power input: max. 600 W
CAUTION: Pay attention to manufacturer's specifications.
NOTE: Speed reduction from crankshaft to hydraulic governor is
1,724 or 1,842, i.e. the vacuum pump runs with 0,58 or 0,54 of
engine speed.
WARNING: Certification to the latest requirements such as FAR or EASA
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Fig. 82
08328
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INSTALLATION MANUAL
20) Hydraulic governor for constant speed propeller
See Fig. 83
NOTE: See therefore also SB-912-052 "Installation / Use of governors
for Rotax engine type 912 and 914", latest issue.
- drive via prop gear
- location of the necessary connection on the crankcase:
see Fig. 83
- connections
mounting pad: AND20010
thread size: M8
Effective thread length: max. 14 mm (0.55 in.)
toothing: internal spline 20/40 SMS 1834 NA 14x1.27x30x12
direction of rotation of governor drive: clockwise, looking at mounting pad
- power input: max. 600 W
- operating pressure: max. 30 bar (435 psi.)
CAUTION: Pay attention to manufacturer's specifications.
NOTE: Speed reduction from crankshaft to hydraulic governor is
1,724 or 1,842, i.e. the vacuum pump runs with 0,58 or 0,54 of
engine speed.
x axis
mm
y axis
mm
z axis
mm
-206,3 0 51,5
connection
coordinates
09191
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BRP-Rotax
2
6
,9
7
2
6
,9
7
22
2
3
,
8
5
3
0
,
1
8
A
A
A
1
Fig. 83
08179
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BRP-Rotax
INSTALLATION MANUAL
21) Connections for instrumentation
These connections to be established in accordance to certification and/or national
specifications.
The certification for connections and connection lines have to be conducted by the
aircraft manufacturer to the latest requirements like FAR and EASA.
For notes regarding the electric rev-counter consult the section 17.
21.1) Sensor for cylinder head temperature
See Fig. 4, 84 and 85.
NOTE: A direct reading of the coolant temperature is not provided for.
The temperature sensor (1) is directly fitted into cylinder head i.e. a direct
temperature reading of the cylinder head material is taken.
- location: in the cylinder head of the cylinders 2 and 3, see Fig. 4.
- connection: spade terminal 6,3x0,8 to DIN 46247
- graph of sensor resistance over temperature
Fig. 84
Fig. 85
00327
120 100 80 60 40 20 140 160
1200
1000
()
(C)
800
600
400
200
0
CAUTION: The graph resistance over temperature has been determined,
and is effective at the following conditions only.
tolerance: 10%
00227
04868
Axes
cylinder head
x axis
mm
y axis
mm
z axis
mm
2 -200,0 241,0 -157,0
3 -387,0 -241,0 -157,0
1
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21.2) Sensor for oil temperature
See Fig. 86 and 87
- location: oil pump housing
- marking (2): marked with "TO" (temperature oil) on oil pump flange
CAUTION: To avoid any mix-up with indication wiring, mark this particular
cable also with "TO".
Fig. 86
TO
Fig. 87
120 100 80 60 40 20 140 160
1200
1000
()
(C)
800
600
400
200
0
- position of the temperature sensor (1) on the oil pump flange:
- connection of sensor wiring: spade terminal 6,3 x 0,8 to DIN 46247
- graph of sensor resistance over temperature
CAUTION: The graph resistance over temperature has been determined,
and is effective at the following conditions only.
tolerance: 10%
BRP-Powertrain offers a non-certified temperature indicating instrument.
Refer to Illustrated Parts Catalog, latest issue.
WARNING: Certification to the latest requirements such as FAR of EASA
00226
00227
04869
Axes
x axis
mm
y axis
mm
z axis
mm
-115 46 -150
point of
support
1
2
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INSTALLATION MANUAL
0
5
10
15
20
25
2 4 6 8 10
(bar)
(mA)
21.3) Oil pressure sensor
See Fig. 88 and 89.
- location: oil pump housing
- wiring connection for instrument:
The sensor cable is approx. 3 m long and has 3 leads. The Black lead is not
to be connected and has no function. The Red lead from the sensor has to
be connected to the positive bus via a fuse or circuit breaker. The White lead
(output signal) has to be connected directly to the instrument. See also the
relevant instructions of the instrument supplier/aircraft manufacturer for
correct connection and wiring.
NOTE: The sensor cable can be modified in its length according to the
installation situation, e.g. shortened or extended. For extension
an appropriate, commercially available cable can be used. A
resistance cable or similar is not necessary.
- wire gauge: stranded wire, 0,5 mm
2
(AWG 20)
- cable length: 3 m (118 in.)
- operating temperature range: min.: - 40 C (-40 F)
max.: + 125 C (+ 257 F)
- grounding: via engine block/airframe ground
- output signal: In contrary to the oil pressure sensor offered up to now,
which was providing the signal on the basis of a sensor resistance variation, the
new oil pressure sensor (1) operates on basis of a current variation. This has
to be taken into account for the selection of the appropriate cockpit instrument.
CAUTION: The graph current over pressure has been determined, and is
effective at the following conditions only (see fig. 89).
tolerance: max. 3%
- tightening torque: 15 Nm (98 in.lb) and
LOCTITE 243
Fig. 88
08379
1
Fig. 89
08442
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Axes
x axis
mm
y axis
mm
z axis
mm
-465 87 -160
point of
engagement
P4
P4 M18x1,
2

(
0
,
0
7
8

in
.
)
2
,
6

(
0
,
1
0
2

in
)
2,6 (0,102 in)
1
0

(
0
,
3
9

i
n
.
)
1
6

(
0
,
6
3

in
.
)
- reduction ratio: i = 4 i.e. 1/4 of engine speed
As the instruments need a separate power supply and a different design for the
electrical oil pressure sensor, the resistance type instrument (type VDO), which
was supplied by BRP-Powertrain up to now, is not suitable anymore. Suitable
instruments are offered by various instrument manufacturers (e.g. ROAD or
Aviasport).
WARNING: Certification to the latest requirements such as FAR of EASA
21.4) Mechanical rev counter (tach drive):
See Fig. 90 and 91
- location: ignition housing (1)
- direction of rotation of the
rev counter shaft (2): clockwise,
see figure below.
- position of rev counter drive:
- installation dimensions: see figures above.
Fig. 91
Fig. 90
05483
00562
04871
2
1
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INSTALLATION MANUAL
21.5) Monitoring of the intake manifold pressure
See Fig. 92.
Connection nipple (1) to measure manifold pressure:
outside dia. ............... 6 mm (1/4")
slip-on length. max. 17 mm (11/16")
CAUTION: Utilize the total slip-on length on all joints. Secure hose by
suitable screw clamps or crimp connection.
WARNING: Protective covering to be utilized for transport and at engine
installation only. If connection for pressure reading is not
employed it has to suitably plugged. New style compensating
tubes have plugged this connection by a screw M3.5x6 (2).
CAUTION: Flawless operation of the indicating instrument needs the
installations of a water trap between engine and instrument for
the fuel condensate.
Fig. 92
02051
1
2
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21.6) Air temperature in the airbox (optional)
See Fig. 93.
To take air temperature readings in the airbox a connection is provided. This
connection is closed on the standard engine by a plug screw.
- connection: thread M6
thread length approx. 9 mm (3/8")
Fig. 93
08647
1
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INSTALLATION MANUAL
22) Preparations for trial run of engine
WARNING: Prior to engine start and operation review all instructions stated in the
Operators Manual.
Conduct test run:
See Operators Manual 912 section 10.3
Verification of the throttle lever detent for max. continuous power:
Performance check in accordance with Operators Manual.
If nominal performance won't be reached or is in excess of, examination of the
installation and engine will be necessary. Consult Maintenance Manual 912.
CAUTION: Don't conduct any test flights before fault has been traced and found.
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NOTES
www.rotax-aircraft-engines.com
Motornummer / Engine serial no.
Flugzeugtype / Type of aircraft
Flugzeugkennzeichen / Aircraft registration no.
ROTAX Vertriebspartner ROTAX authorized distributor

and TM are trademarks of BRP-Powertrain GmbH & Co KG. 2009 BRP-Powertrain GmbH & Co KG. All rights reserved.

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INS7ALLA7IDN MANUAL

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is a trade mark of BRP-Powertrain GmbH&Co. KG. In the following document

603 to the threads of the hose nipple (3).

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