Rotax® 912 Is Single Lever Propeller Governor System
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Electronic Governor Device for Internal Combustion Engine for Agricultural
Europaisches Patentamt (19) European Patent Office Office europeenpeen des brevets EP0 814 391 B1 (12) EUROPEAN PATENT SPECIFICATION (45) Date of publication and mention (51) intci.6: G05B 19/00, F02D 41/24 of the grant of the patent: 24.03.1999 Bulletin 1999/12 (21) Application number: 96830588.8 (22) Date of filing: 19.11.1996 (54) Electronic governor device for internal combustion engine for agricultural tractor with plug-in memory card storing typical engine data obtained during factory testing Elektronische Regeleinrichtung fur Verbrennungsmotoren landwirtschaftlicher Traktoren mit steckbarer Speicherkarte, die beim Test in der Fabrik ermittelte typische Daten des Motors enthalt Dispositif de regulation pour moteur a combustion de tracteur agriculturel avec carte de memoire enfichable contenant des donnees typiques du moteur obtenues en test en usine (84) Designated Contracting States: (72) Inventor: Esposito, Giovanni DE FR GB 20044 Bernareggio, Milano (IT) (30) Priority: 17.06.1996 IT TO960518 (74) Representative: Buzzi, Franco et al c/o Buzzi, Notaro & Antonielli d'Oulx Sri, (43) Date of publication of application: Corso Fiume, 6 29.12.1997 Bulletin 1997/52 10133 Torino (IT) (73) Proprietor: SAME DEUTZ-FAHR S.P.A. (56) References cited: 24047 Treviglio (Bergamo) (IT) DE-A- 3 735 005 US-A- 5 056 026 DO O) CO 00 Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice the Patent Office of the Notice of shall be filed in o to European opposition to European patent granted. opposition a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. -
MANUAL REVISION TRANSMITTAL Manual 146 (61-00-46) Propeller Owner's Manual and Logbook
HARTZELL PROPELLER INC. One Propeller Place Piqua, Ohio 45356-2634 U.S.A. Telephone: 937.778.4200 Fax: 937.778.4391 MANUAL REVISION TRANSMITTAL Manual 146 (61-00-46) Propeller Owner's Manual and Logbook REVISION 3 dated June 2012 Attached is a copy of Revision 3 to Hartzell Propeller Inc. Manual 146. Page Control Chart for Revision 3: Remove Insert Page No. Page No. COVER AND INSIDE COVER COVER AND INSIDE COVER REVISION HIGHLIGHTS REVISION HIGHLIGHTS pages 5 and 6 pages 5 and 6 SERVICE DOCUMENTS LIST SERVICE DOCUMENTS LIST pages 11 and 12 pages 11 and 12 LIST OF EFFECTIVE PAGES LIST OF EFFECTIVE PAGES pages 15 and 16 pages 15 and 16 TABLE OF CONTENTS TABLE OF CONTENTS pages 17 thru 24 pages 17 thru 26 INTRODUCTION INTRODUCTION pages 1-1 thru 1-14 pages 1-1 thru 1-16 DESCRIPTION AND DESCRIPTION AND OPERATION OPERATION pages 2-1 thru 2-20 pages 2-1 thru 2-24 INSTALLATION AND INSTALLATION AND REMOVAL REMOVAL pages 3-1 thru 3-22 pages 3-1 thru 3-24 TESTING AND TESTING AND TROUBLESHOOTING TROUBLESHOOTING pages 4-1 thru 4-10 pages 4-1 thru 4-10 continued on next page Page Control Chart for Revision 3 (continued): Remove Insert Page No. Page No. INSPECTION AND INSPECTION AND CHECK CHECK pages 5-1 thru 5-24 pages 5-1 thru 5-26 MAINTENANCE MAINTENANCE PRACTICES PRACTICES pages 6-1 thru 6-36 pages 6-1 thru 6-38 DE-ICE SYSTEMS DE-ICE SYSTEMS pages 7-1 thru 7-6 pages 7-1 thru 7-6 NOTE 1: When the manual revision has been inserted in the manual, record the information required on the Record of Revisions page in this manual. -
Propeller Operation and Malfunctions Basic Familiarization for Flight Crews
PROPELLER OPERATION AND MALFUNCTIONS BASIC FAMILIARIZATION FOR FLIGHT CREWS INTRODUCTION The following is basic material to help pilots understand how the propellers on turbine engines work, and how they sometimes fail. Some of these failures and malfunctions cannot be duplicated well in the simulator, which can cause recognition difficulties when they happen in actual operation. This text is not meant to replace other instructional texts. However, completion of the material can provide pilots with additional understanding of turbopropeller operation and the handling of malfunctions. GENERAL PROPELLER PRINCIPLES Propeller and engine system designs vary widely. They range from wood propellers on reciprocating engines to fully reversing and feathering constant- speed propellers on turbine engines. Each of these propulsion systems has the similar basic function of producing thrust to propel the airplane, but with different control and operational requirements. Since the full range of combinations is too broad to cover fully in this summary, it will focus on a typical system for transport category airplanes - the constant speed, feathering and reversing propellers on turbine engines. Major propeller components The propeller consists of several blades held in place by a central hub. The propeller hub holds the blades in place and is connected to the engine through a propeller drive shaft and a gearbox. There is also a control system for the propeller, which will be discussed later. Modern propellers on large turboprop airplanes typically have 4 to 6 blades. Other components typically include: The spinner, which creates aerodynamic streamlining over the propeller hub. The bulkhead, which allows the spinner to be attached to the rest of the propeller. -
Aircraft Service Manual
Propeller Technical Manual Jabiru Aircraft Pty Ltd JPM0001-1 4A482U0D And 4A484E0D Propellers Propeller Technical Manual FOR 4A482U0D and 4A484E0D Propellers DOCUMENT No. JPM0001-1 DATED: 1st Feb 2013 This Manual has been prepared as a guide to correctly operate & maintain Jabiru 4A482U0D and 4A484E0D propellers. It is the owner's responsibility to regularly check the Jabiru web site at www.jabiru.net.au for applicable Service Bulletins and have them implemented as soon as possible. Manuals are also updated periodically with the latest revisions available from the web site. Failure to maintain the propeller, engine or aircraft with current service information may render the aircraft un-airworthy and void Jabiru’s Limited, Express Warranty. This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled. Should you have any questions or doubts about the contents of this manual, please contact Jabiru Aircraft Pty Ltd. This document is controlled while it remains on the Jabiru server. Once this no longer applies the document becomes uncontrolled. ISSUE 1 Dated : 1st Feb 2013 Issued By: DPS Page: 1 of 32 L:\files\Manuals_For_Products\Propeller_Manuals\JPM0001-1_Prop_Manual (1).doc Propeller Technical Manual Jabiru Aircraft Pty Ltd JPM0001-1 4A482U0D And 4A484E0D Propellers 1.1 TABLE OF FIGURES ............................................................................................................................................. 3 1.2 LIST OF TABLES ................................................................................................................................................. -
FLASHBLACK Instruction Manual
Instruction manual Variable pitch propellers in flight FLASHBLACK FLASHBLACK Tractor Pusher BLACK Tractor Aérodrome de Villefranche Tarare (LFHV) 289 Avenue Odette & Edouard DURAND 69620 FRONTENAS - FRANCE Phone: + 33 (0)4 74 72 12 69 - Fax: +33 (0)4 74 72 10 01 ISO 9001:2015 Certified Company E-mail: [email protected] - www.DUC-helices.com for its Quality System Management DH_FSH-PV_BE_02_F Made in France 04/12/2018 Revision update Date Index Object of modification 23/07/2014 A Creation 20/07/2017 F Add SWIRLBLACK-3 & TBO update 11/12/2017 F Minor correction 10/04/2018 F English language correction 04/12/2018 F Minor change in page 42 This instruction manual is to be maintained throughout the life of the propeller. He may have to evolve. The owner must check with the DUC Hélices Company the latest version being valid applicable to the propeller. Identification Date Delivery note n° Engine/Gearbox Owner ratio Aircraft Pitch range Min: Max: Notes: .............................................................................................................................................................................. .......................................................................................................................................................................................... .......................................................................................................................................................................................... ......................................................................................................................................................................................... -
Looking After Your Rotax 912 Series Engine
LOOKING AFTER YOUR ROTAX 912 SERIES ENGINE Most of the things you wanted to know about servicing a Rotax 912/914 series aircraft engine but were afraid to ask…. By Conrad Beale Copyright ConAir Sports Ltd. All rights reserved. Page 1 of 20 Most of the things you wanted to know about servicing a Rotax 912/914 series aircraft engine but were afraid to ask…. By Conrad Beale This article has been written by Conrad Beale of ConAir Sports Ltd. It is intended to help you look after your 912 series engine. It is in no way endorsed by Rotax. All information contained here in may be subject to change without notice. It does not substitute, override or in any way replace the information given in the Installation / Maintenance or Operators Manuals or any subsequent documentation issued by Rotax. The intention of this article is to assist the many Rotax 4 stroke engine owners, operators and engineers to carry out the work necessary to prolong the life of their Rotax 912/914 series aircraft engines. This article will touch on a number of subjects and will hopefully clear up some of the common questions we get asked. Some areas will be covered in detail, others less so. I hope it covers everything sufficiently. I have been involved with Rotax engines for 25+ years, 18 of which have been working commercially on Rotax aircraft engines. 8 years ago I set up ConAir Sports Ltd with my wife Louise and we are the only UK Skydrive appointed Service Centre for Rotax Aircraft Engines. -
Rotax Service Interval Guide Not New News, but a Very Informative Summary
Rotax Service Interval Guide Not new news, but a very informative summary With growing numbers of 912 & 914 series engines in service these days Rotax have gathered a great deal of field experience and have been continually updating the maintenance procedures. Operators of 912 & 914 series engines can obtain current maintenance manuals free of charge, (yep I did say FREE) from the Rotax aircraft engines web site www.rotax-aircraft-engines.com – just click on the documentation tab & fill in the relevant search boxes to obtain the documents you require. You will find parts lists, line & heavy maintenance manuals, service bulletins, operator’s manuals, installation manuals, and a whole host of information you may not have known about. The system is not perfect, for example parts lists for early engines are not available, but it is pretty good & full of useful documentation. We do find that some Rotax owners find the documentation difficult to interpret and occasionally miss things - agreed it can be difficult to see the wood through the trees, especially after translation. As the maintenance & overhaul information has changed over the last couple of years it’s probably a good time to have a recap on how things are now. So before the flying season gets too busy why not take the opportunity to make sure your engine is ready for the new flying season – I’m assured its going to be a good one this year! Figure 1: Documentation page of the Rotax Aircraft Engines website (www.rotax-aircraft-engines.com) MAINTENANCE SCHEDULES The alterations to the maintenance schedules over the years have mainly been to reduce the work required and the parts replaced, so should you want to save a few pennies in these difficult times you better read on. -
Carburetor Synchronization
Carburetor Synchronization With the proliferation of the Rotax 912 80 hp and the Rotax 912S 100 hp engines, the topic of carburetor synchronization has come to the forefront. Until about the 1980s, the popularity of Continental and Lycoming engines dominated the general aviation market, these engines used a single carburetor providing for a single source of air and fuel to the cylinders. The use of dual carburetors was primarily relegated to the area of the two-stroke ultralight market. And, even with these engines, the process of carburetor synchronization was quite simple and reliable. How- ever, with the popularity of the Rotax 9 series engines, it has become import- ant to under- stand a little bit more about how the induc- tion system works on this amazing little powerhouse. This understand- ing is important not only from a maintenance standpoint, but from a pilot’s per- spective as well. The Rotax 912 is essentially two engines connected to a single crankshaft and gearbox with both Figure: 1 The Rotax 912 is two separate engines connected to a common crankshaft the left and right sides of the engine having their own independent carburetor, ignition, and exhaust sys- tem Figure: 1. As you might well imagine, having two engines trying to run a single propeller requires a bit of choreography between the right and left side of the en- gine in order to make things run smoothly. Most of us, who have spent a consider- able amount of time in the air, can remember a time when one of the cylinders on a four-cylinder engine just quit firing, maybe from fouled spark plugs, or a plugged fuel Figure: 2 Clamping off the crossover (Balance) hose injector. -
M3 Speed Governor and Overspeed Protective Device M3
M3 M3M3 Speed governor and overspeed protective (1971)(cont) (Rev.1 device 1984) (Rev.2 M3.1 Speed governor and overspeed protective device for main internal combustion 1986) engines (Rev.3 1990) 3.1.1 Each main engine is to be fitted with a speed governor so adjusted that the engine (Rev.4 speed cannot exceed the rated speed by more than 15%. June 2002) (Corr.1 3.1.2 In addition to this speed governor each main engine having a rated power of 220 kW Aug 2003) and above, and which can be declutched or which drives a controllable pitch propeller, is to (Rev.5 be fitted with a separate overspeed protective device so adjusted that the engine speed Feb 2006) cannot exceed the rated speed by more than 20%. Equivalent arrangements may be (Rev.6 accepted upon special consideration. The overspeed protective device, including its driving Nov 2018) mechanism, has to be independent from the required governor. 3.1.3 When electronic speed governors of main internal combustion engines form part of a remote control system, they are to comply with UR M43.8 and M43.10 or M47 and namely with the following conditions: - if lack of power to the governor may cause major and sudden changes in the present speed and direction of thrust of the propeller, back up power supply is to be provided; - local control of the engines is always to be possible, as required by M43.10, and, to this purpose, from the local control position it is to be possible to disconnect the remote signal, bearing in mind that the speed control according to UR M3.1, subparagraph 3.1.1, is not available unless an additional separate governor is provided for such local mode of control. -
Hydromatic Propeller
HYDROMATIC PROPELLER International Historic Engineering Landmark Hamilton Standard The American Society of A Division of United Technologies Mechanical Engineers Windsor Locks, Connecticut November 8, 1990 Historical Significance The text of this International Landmark Designation: The Hamilton Standard Hydromatic propeller represented INTERNATIONAL HISTORIC MECHANICAL a major advance in propeller design and laid the groundwork ENGINEERING LANDMARK for further advancements in propulsion over the next 50 years. The Hydromatic was designed to accommodate HAMILTON STANDARD larger blades for increased thrust, and provide a faster rate HYDROMATIC PROPELLER of pitch change and a wider range of pitch control. This WINDSOR LOCKS, CONNECTICUT propeller utilized high-pressure oil, applied to both sides of LATE 1930s the actuating piston, for pitch control as well as feathering — the act of stopping propeller rotation on a non-functioning The variable-pitch aircraft propeller allows the adjustment engine to reduce drag and vibration — allowing multiengined in flight of blade pitch, making optimal use of the engine’s aircraft to safely continue flight on remaining engine(s). power under varying flight conditions. On multi-engined The Hydromatic entered production in the late 1930s, just aircraft it also permits feathering the propeller--stopping its in time to meet the requirements of the high-performance rotation--of a nonfunctioning engine to reduce drag and military and transport aircraft of World War II. The vibration. propeller’s performance, durability and reliability made a The Hydromatic propeller was designed for larger blades, major contribution to the successful efforts of the U.S. and faster rate of pitch change, and wider range of pitch control Allied air forces. -
European Aviation Safety Agency
European Aviation Safety Agency EASA TYPE-CERTIFICATE DATA SHEET Number : E.121 Issue : 06 Date : 17.06.2014 Type : Rotax 912 series engines Models Rotax 912 A1 Rotax 912 A2 Rotax 912 A3 Rotax 912 A4 Rotax 912 F2 Rotax 912 F3 Rotax 912 F4 Rotax 912 S2 Rotax 912 S3 Rotax 912 S4 Rotax 912 iSc2 Sport Rotax 912 iSc3 Sport List of effective Pages: Page 1 2 3 4 5 6 7 8 9 10 11 12 13 Issue 6 6 6 6 6 6 6 6 6 6 6 6 6 TCDS EASA.E.121 Rotax 912 series engines page 2/13 Issue 06, 17 June 2014, models: 912 A1, A2, A3, A4, F2, F3, F4, S2, S3, S4, iSc2 Sport, iSc3 Sport Intentionally left blank TCDS EASA.E.121 Rotax 912 series engines page 3/13 Issue 06, 17 June 2014, models: 912 A1, A2, A3, A4, F2, F3, F4, S2, S3, S4, iSc2 Sport, iSc3 Sport I - General 1. Type / Models: Rotax 912/ Rotax 912 A1, Rotax 912 A2, Rotax 912 A3, Rotax 912 A4, Rotax 912 F2, Rotax 912 F3, Rotax 912 F4, Rotax 912 S2, Rotax 912 S3, Rotax 912 S4, Rotax 912 iSc2 Sport, Rotax 912 iSc3 Sport 2. Type Certificate Holder: Since March 15, 2014 BRP-Powertrain GmbH & Co KG Rotaxstraße 1 A-4623 Gunskirchen, Austria DOA EASA.21J.048 Before March 15, 2014 BRP-Powertrain GmbH & Co KG Welser Straße 32 A-4623 Gunskirchen, Austria DOA EASA.21J.048 Before February 3, 2009 BRP-Rotax GmbH & Co KG Welser Straße 32 A-4623 Gunskirchen, Austria DOA EASA.21J.048 Before June 16, 2004 Bombardier-Rotax GmbH & Co KG Welser Straße 32 A-4623 Gunskirchen, Austria Before December 29, 2001 Bombardier-Rotax Gesellschaft mbH Welser Straße 32 A-4623 Gunskirchen, Austria 3. -
CRANFIELD UNIVERSITY Martin Mccarthy CONTRA-ROTATING
CRANFIELD UNIVERSITY Martin McCarthy CONTRA-ROTATING OPEN ROTOR REVERSE THRUST AERODYNAMICS SCHOOL OF ENGINEERING MSc by Research Academic Year: 2010 - 2011 Supervisor: Dr D.G.MacManus June 2011 CRANFIELD UNIVERSITY SCHOOL OF ENGINEERING MSc by Research Academic Year 2010 - 2011 MARTIN MCCARTHY CONTRA-ROTATING OPEN ROTOR REVERSE THRUST AERODYNAMICS Supervisor: Dr D.G.MacManus June 2011 © Cranfield University 2011. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. ABSTRACT Reverse thrust operations of a model scale Contra-Rotating Open Rotor design were numerically modelled to produce individual rotor thrust and torque results comparable to experimental measurements. The aims of this research were to develop an understanding of the performance and aerodynamics of open rotors during thrust reversal operations and to establish whether numerical modelling with a CFD code can be used as a prediction tool given the highly complex flowfield. A methodology was developed from single rotor simulations initially before building a 3D‘frozen rotor’ steady-state approach to model contra-rotating blade rows in reverse thrust settings. Two different blade pitch combinations were investigated ( β1,2 =+30˚,- 10˚ and β1,2 =-10˚,-20˚). Thrust and torque results compared well to the experimental data and the effects of varying operating parameters, such as rpm and Mach number, were reproduced and in good agreement with the observed experimental behaviour. The main flow feature seen in all the reverse thrust cases modelled, both single rotor and CROR, is a large area of recirculation immediately downstream of the negative pitch rotor(s).This is a result of a large relative pressure drop region generated by the suction surfaces of the negative pitch blades.