Some 41 years ago, in a remote 1975, the engine world of experimental aviation suddenly changed. What happened? Well, ROTAX® engines showed up and quickly became favorite power-plants in a grassroots aviation field. Engines sales grew rapidly and it was soon obvious that an appropriate training for user-owners, pilots, and servicing and maintenance personnel had to follow. Basically, what in the early 1980s was timidly initiated in single countries evolved into a complete world of training; not only in the U.S. but globally.
How it started: The short engines story
The “new era” in the light aviation started in mid 1970s with the serial production of two-stroke engines built for aircraft use by ROTAX®. Sales experienced a strong boost after the introduction of the 80-hp four-stroke ROTAX® 912 engines in 1988 and over the years it has become an industrial standard in experimental and light aviation; later it evolved into a family of engines even in the certified engine world.
In the very beginning after the production start of the first two-stroke engines, ROTAX® 642 in 1975 and the ROTAX® 501/505 in 1978, which was made for motor gliders, it was difficult to predict the strong sales numbers experienced among the grassroots community.
The introduction of the first four-stroke ROTAX® 912/80-hp engine in 1989 was a milestone in small aviation, it has become the bestseller in the light aircraft. This engine – first ROTAX® engine developed specially for aviation – gave birth to a whole line of engines now in production. With the addition of a turbocharger in 1992 the 80-hp ROTAX® 912 became a ROTAX® 914 with 115 hp. Further, from the 80-hp ROTAX® 912 UL (1,211 cm³/73.91 cubic inch) was developed the 100-hp ROTAX® 912 ULS/S (1,352 cm³/82.6 cubic inch) with a bigger bore/higher compression version released in 1999. In 2012 the 912 iS engine was presented – the fuel-injected and deeply modernized version of the carburated 912UL with over 60 percent of new parts compared to its predecessor.
In 2015 at AirVenture/Oshkosh the 135-hp 915 iS was presented. This is now the last evolution stage of the fuel-injected 912 iS engine, that, with an added turbo-charger and intercooler, is capable of full power output up to 15.000 feet. By the time you read this article the 915 iS should have completed its maiden flight.
ROTAX® Engine Maintenance (hi)story
From the first two-stroke engines to the introduction of the successful 912/914 engine range series and the today’s fuel injected 912 iS-915 iS engines, a lot has happened. This technological progress and the certified engine variants have put a different emphasis and requirements on the engine maintenance and training methods.
The first dedicated training in the Americas for ROTAX® aircraft engines started in early 1980s with Engine Tech in Canada and Ron Shettler as the first distributor for the Americas. He contracted Engine Tech - which later became ROTAX® Flying Club (RFC) - offering training also to all new OEMs. A few years later the RFC- ROTAX® Flying Club added the letter „ S, which stands for safety, to cover the accident investigation functions for RFSC-ROTAX® Flying Safety Club. These early programs were based on training developed from the two-stroke, snowmobile programs, coupled with years of experience collected in maintenance training on aircraft engines.
Initially, experimental aircraft owners and kit builders in the U.S. were the target group which wanted and needed more knowledge on ROTAX® aircraft engine products. Over time, more and more certified technicians were interested to get type specific ratings for two- and four-stroke engines not only in the U.S. but worldwide.
ROTAX® certified the 912 under JAR standards (now EASA regulations) in Europe and only few relevant requirements were imposed to complete the FAA’s FAR Part 33 differences. This allowed them to be used in more than experimental aircraft. The reasons for ROTAX® type specific training programs were self-evident from the beginning. Training on certified engines in Part 147 training schools was directed toward the legacy engines and systems.
Given that the existing “standard training” in technical schools was lacking coverage of the technical differences, such as gearbox, electronic ignitions, and dual carburetion, special type specific training had to be developed.
A huge push for special training began when the certified 912A and F engines were first imported with European aircraft to the Americas. The Canadian distributor, Rotech Research Ltd, addressed the customer-related problems caused by lack of qualified maintenance providers and developed training for existing A&P and AME technicians for the Canadian and American aircraft. Their basic programs developed for the four-stroke engines became a best practice base for the current training systems.
LSA on the rise
The introduction of the FAA new rules on Light Sport Aircraft (LSA) in 2004 was another milestone. With LSA aircraft the FAA was concerned that there would be no training materials for this category from industry. A request to all the stakeholders of the LSA category was for type-specific training for the various aircraft types and categories. This gave rise to the need for ROTAX® to have factory-approved programs on engines as they were ahead of the other producers.
Aircraft manufacturer OEMs realized that the engine training would ideally come from the engine manufacturer itself and did not want to develop training on the engines; so it was clear and required that any approvals had to come from the engine supplier manufacturer itself for that requirement. In 2007 ROTAX® released training guidelines to all distributors based on RFSC and Rotech Research Canada suggestions. Therefore BRP-ROTAX® established in 2007 a globally standardized training guideline covering the different scope of work, target audiences, and educational levels that range from familiarization to overhauling of ROTAX® aircraft engines. All technical training courses are offered by ROTAX® authorized distributors and training organizations.
The ASTM Light Sport committee, F37, developed its ASTM F2339 engine standard to which all ROTAX® aircraft product were complaint with. As LSA class has become globally accepted with ROTAX® the dominant player in it, the training programs were embraced by the industry. Furthermore, a growing number of certified aircraft using ROTAX® engines and the shift to higher power engines makes training even more important for the future in both certified and noncertified applications.
Engine & Maintenance Training
For current information, it is best to contact a local distributor at http://dealerlocator.flyrotax.com/. In case of the Americas, all training activities are done by RFSC (Rotax Flying and Safety Club)
RFSC has iTC, independent Training Centres located in the USA and Latin America. Additionally, one is located in UK and another in Korea. Other regions of the world have training done by the ROTAX® distributors in those countries.
Within the USA there are three service centers that have an iTC, Lockwood Aviation, Leading Edge Air Foils, and California Power Systems. There are also two others, SMLA, South Mississippi Light Aircraft and Rainbow Aviation. In Latin American classes in Spanish language, LAG Ultralight offers classes in Mexico, Ecuador, and Colombia. For the Southerx area, SRL Ultralight in Argentina also offers training in Spanish. In Brazil, CDS in Sao Paulo state offers training in Portuguese. All operate with the RFSC iRMT programs. See www.RotaxFlyingClub.com or www.RotaxiRMT.com for contact information of any iTC. For many of the Latin American countries, type-specific training is a requirement of the CAA and proof that the technician attended is required along with their CAA license to work on ROTAX® engines. Technicians should always comply with CAA regulations from the country they are working with.
The iRMT – independent ROTAX® Maintenance Training Pyramid is built on five main levels:
(Attention! Please place here the image of the iRMT Training Pyramid (see images). The following text 1-5 is attached to the image!)
1. Familiarization Course A: First information on the ROTAX® aircraft engines, suitable for pilots, homebuilders, managers, owners, etc. Includes the history and range of engines, insight of data, documentation, and communication system.
2. Service Course: Most popular for most technicians' needs.
3. Maintenance Course: Flying schools, OEMs, and FBOs should have technicians at this level.
4. Heavy Maintenance Course: More specialized with required experience, tools, and facilities.
5. Overhaul Course: Heavily restricted to authorized facilities only.
RFSC – ROTAX® iRMT Training Overview: (http://www.Rotaxflyingclub.com/courses/training)
RFC – ROTAX® Familiarization Course, 1 Star Skill, one-day course. ROTAX® Familiarization Course is an introduction to ROTAX® Aircraft engines and the company that makes them. This course has no prerequisites.
912IC - 912ULS Installation Course, 2 Star Skill, one-day course. This is aimed at home builders and small OEMs. The course covers the installation of carburetor equipped four-stroke ROTAX® aircraft engines. Available at select iTCs only. There are no prerequisites. There are no renewal requirements.
912ISI - 912iS Installation Course, 2 Star Skill, one-day course. This course is aimed at home builders and small OEM's. The course covers the installation of the ROTAX® 912iS fuel injected aircraft engine. Available at select iTCs only. There are no prerequisites. There are no renewal requirements.
2SM – 2-Stroke Maintenance, 2 Star Skill, two-day course. The 2 Stroke Maintenance course is designed for technicians. It covers service, line maintenance, and heavy repair. Students must show prior experience or have LSA repairman or higher rating.
2SMR – 2-Stroke Maintenance Renewal, 2 Star Skill, one-day course*. Renewal course for working members with a 2 Stroke iRMT rating that is current.
9SS - 9 Series Service, 2 Star Skill, two-day course. As of Jan. 1, 2015, this course will replace the current 912 Service Course as it now includes the 912iS engine. This program is aimed at both owners and technicians. It covers service and inspection on the ROTAX® 9 Series engines to the 100-hour or annual level. There are no prerequisites. Note: Current 912 Service rating holders must complete the new program to be eligible for renewal.
9SSR - 9 Series Service Renewal, 2 Star Skill, one-day course*. This course is available to all current RFSC 912 Service rating holders.
9SM - 9 Series Maintenance, 3 Star Skill, two-day course. As of Jan. 1, 2015, the 9 Series Maintenance Course will replace the current 912 Maintenance Course at select independent Training Centres (iTC) that have a 912iS training engine. The 9 Series Maintenance course is a two-day program aimed at technicians. It covers the removal and replacement of components at the line maintenance level. A current 9 Series Service rating is required. Note: Current 912 Maintenance rating holders must complete the new program to be eligible for renewal.
912M - 912 Maintenance, 3 Star Skill, two-day course. 912 Maintenance course is for technicians. It covers the removal and replacement of components at the line maintenance level. A current 912 iRMT Service rating is required.
912MR - 912 Maintenance Renewal, 3 Star Skill, one-day course*. Renewal course for working members with a 912 Maintenance iRMT rating that is current.
9SMR - 9 Series Maintenance Renewal, 3 Star Skill, one-day course.
9 Series Maintenance Renewal - This is part of a one-day renewal program. Only for students that have taken the 9 Series Maintenance course. (Three-month window if student's current rating has expired.)
9SHM - 9 Series Heavy Maintenance, 4 Star Skill, three-day course. 9 Series Heavy Maintenance course is for technicians. It covers the repair of line item parts and advanced maintenance. A current 912 Service and Maintenance iRMT rating and two years experience are required.
9SO - 9 Series Overhaul, 5 Star Skill, four days, renewal two-day course. The 9 Series Overhaul course is available by invite only. Applicants must meet both facility and training requirements to be eligible.
RIT - Instructor Training, 6 Star Skill, four-day course. This course is by special invite only.
*NOTE all marked renewals done in same day, review of all manuals, all SB, SI, releases in the past 24 months
RFSC Training Facilities, http://www.ROTAX®flyingclub.com/courses/centres or http://www.Rotaxflyingclub.com/courses/training.
My personal impression
To be able to write this article I attended several iRMT courses at Lockwood Aviation in Florida and at ROTAX® Franz Aircraft engines in Germany (www.franz-aircraft.de). This was the only way to make my opinion and experience - this is my duty as a professional journalist. I have to admit that even being an aeronautical engineer and frequent flier of ROTAX® powered aircraft I have learned a lot in service and maintenance classes. For proper engine use I should have learned that way earlier! Talking to other attendees with different backgrounds, from prospective homebuilder, aircraft manufacturer to A&P technicians/mechanics they admitted that they have learned many new things, too. Surprisingly, after the courses, many of them expressed a wish to take renewal courses as new topics showed up in training, specially those associated to new generation of fuel-injected engines. I'm almost sure I will do the same. For a normal user without any experience with this engines I will suggest to attend the one-day “installation” courses and for more ambitious persons the two-day service or line maintenance courses. Other courses, specially all “3 Star Courses” and above are for pros or for very ambitious persons.
For more information: visit www.brp.com, www.flyrotax.com, or www.rotaxflyingclub.com.
BRP Facts
BRP is headquartered in Valcourt, Québec, Canada. BRP operates manufacturing facilities in Canada, the United States, Mexico, Finland, and Austria, with a total workforce of about 7,100 people. BRP products are sold in more than 105 countries around the world.
BRP‘s Austrian facility oversees the worldwide development and production of ROTAX® engines. The company has developed more than 350 engine models for recreational products and produced over 7 million engines.
BRP product lines include:
SKI-DOO and LYNX (snowmobiles)
SEA-DOO (watercraft)
EVINRUDE (outboard engines)
CAN-AM (ATVs, side-by-side vehicles, and Spyder roadsters)
ROTAX® (ultralight, LSA, motorcycle engines)
Aviation Engines Facts & Figures
175,000 ROTAX® aircraft engines produced since 1975. More than 50,000 engines of the 912/914 engine series produced since 1989. Active ROTAX® aircraft engines fleet: more than 27,000 four-stroke and 13,000 two-stroke engines. Flying hours of the ROTAX® 912/914 engines fleet: approx. 45 million hours (February 2015) Yearly flying hours of ROTAX® 912/914 engines fleet: approx. 5 million hours
The ROTAX® 9xx engines common features:
All 9xx series engines are equipped with a:
Dual redundant ignition system, breaker-less capacitor discharge design, and integrated generator. The ignition unit needs no external power supply.
Liquid head and air-cooled cylinder system.
Testing procedures. All certified and noncertified ROTAX® 4-stroke aircraft engines are subject to end-of-the-line test runs.
ECU 912/915 iS engines. The Electronic Control Unit (ECU) controls the fuel and air mixture electronically and is implemented redundantly to ensure a higher level of safety. The BRP Utility and Diagnostic Software for ROTAX® fuel-injected aircraft engines (BUDS Aircraft) is designed to give insight into the engine management system and enables mechanics to make fast engine checks.
Reduction gearbox. ROTAX® aircraft engines have a reduction gearbox equipped with a damping device to minimize torsional vibration.
Overload Clutch (optional). In the event of ground impact, engine repair time and costs are reduced.
Fuel Types:
ROTAX® aircraft engines are approved for use with Ethanol 10, MOGAS, and avgas fuel types. The exact approvals can be found in the operational handbooks of the individual engines (http://docusearch.flyrotax.com/files/pdf/d06038.pdf).
Timeline
2015 Introduction of ROTAX® 135-hp, 915 iS turbo-intercooled aircraft engine
2014 Launch of ROTAX® 912 iS Sport aircraft engine
2013 BRP Inc. has become a public company
2012 Launch of ROTAX® 912 iS aircraft engine
2010 TBO of 2,000 hours achieved for 912/914 engine series
2006 ROTAX® 582 engine compliant to Light Sport Aircraft Norm ASTM
2005 ROTAX® 912/914 engine series compliant to Light Sport Aircraft Norm ASTM
2005 Production Organization Approval (POA) by EASA
2003 Design Organization Approval (DOA) by EASA, Bombardier Inc. sells its recreational division. A new company BRP – Bombardier Recreational Products Inc. is born.
1998 Launch and Type Certificate for ROTAX® 912 S Series engines, 100 hp
1996 Type Certificate for ROTAX® 914 F
1996 Launch of ROTAX® 914 Series of turbocharged, 115-hp engines
1994 Type Certificate for ROTAX® 912 F
1989 Type Certificate for ROTAX® 912 A
1989 Launch of ROTAX® 912, four-stroke engine, 80 hp
1984 Start of development of ROTAX® 912 engine
1978 Launch of ROTAX® 501 and 505 ultralight engines
1975 Certification of the first ROTAX® aircraft engine (ROTAX® 642)
1970 Bombardier acquires ROTAX®-Werk AG – and becomes Bombardier-ROTAX® GmbH
1947 Relocation to Gunskirchen (Wels), Austria
1920 Founding of ROTAX®-Werk AG in Dresden, Germany
About the Author
Marino Boric
Marino Boric graduated with a university degree as an aeronautic engineer, and acquired degrees in business development/trade and commerce and in journalism. He is a civil and military pilot and has built experimental aircraft. As a journalist, he specializes in aviation and propulsion and travels worldwide, flight-testing UL, LSA, Experimental, and certified aircraft. He is writing for U.S., European, and Chinese media companies.