912Rotax 912 and 914

Parts most often named Exhaust Valve (9) · Intake Valve (3) · Lifter (2) · Cylinder (1)

(CAN) THE RT ENG WOULD NOT START, SO IT WAS SENT TO MX WHERE THEY DISCOVERED ON THE NR 4 CYLINDER, THE EXHAUST VLVS WERE STUCK OPEN & THE PISTON WAS SCORED. THE CYLINDER HEAD WAS REMOVED AS WELL AS THE PISTON. DISCOVERED THAT THE RINGS HAD LOST THEIR TEMPER, BUT THE PISTON & HEAD WERE OK. THIS IS AN ENG THAT WAS REPLACED DUE TO FAILURE IN AUGUST 2014 & HAD ONLY 197 HOURS ON IT. THE ACFT HAS 933.6 HOURS ON THE AIRFRAME.

(CAN) REMOVED CYLINDERS FOR LEAD CLEANING AND FOUND ALL 8 TAPPETS, LIFTERS, WORN AT CONTACT SURFACE OF CAMSHAFT. CAMSHAFT ALSO HAD SEVERE WEAR ON THE NR 2 EXHAUST LOBE. SUBSEQUENTLY, 1 SAMPLE CYLINDER WAS REMOVED FROM LT ENGINE AND WEAR WAS FOUND ON ALL VISIBLE LIFTERS. BOTH ENGINES REMOVED FOR REPAIR OR REPLACEMENT.

(CAN) ENGINE CYLINDER COMPRESSION FOUND TO BE LOW AND GETTING LOWER EACH INSPECTION. HEADS REMOVED AND SENT FOR REPAIR. VALVE TRAIN FOUND DAMAGED, INCLUDING VALVE SEAT RECESSION AND WEAR ON THE VALVE SPRING RETAINER. THIS WEAR IS CONSISTENT WITH AIR IN THE LIFTERS AND IS ADDRESSED BY SI-912-018, OIL PURGE AND FAA AD-2005-01-14. HEADS AND VALVE TRAIN REPLACED.

Parts most often named Needle (5) · Diaphragm (4) · Carburetor (3) · Valve (2)

(CAN) RT ENGINE, RT CARBURETOR CHOKE LEVER SHAFT HOUSING HAS MACHINING MARKS INTERNALLY CAUSING O-RING FAILURE AND FUEL LEAKAGE.

(CAN) ENGINE STOPPED IN FLIGHT WHEN THROTTLE REDUCED TO IDLE. UPON INVESTIGATION IT WAS DISCOVERED THAT A RING CLIP HAD DISLODGED & A BUSHING WORE OUT CAUSING A PIN TO STICK INSIDE OF CARBURETOR.

(CAN) WHEN REPLACING THE RIGHT ENGINE CARBRUETOR HEAT CABLE, IT WAS DISCOVEREDTHAT THE CARB HEAT CABLE WAS CHAFFING THE SPAR. THE RESULT WAS A SIGNIFICANT WEAR MARK IN THE RIGHT MAIN WING SPAR.

Parts most often named Crankcase (4) · Crankshaft (4) · Lifter (3) · Connecting Rod (2)

(CAN) CYLINDERS REMOVED FOR VALVE LAPPING DUE TO LOW COMPRESSION. LIFTERS FOUND TO HAVE PITTING AND WEAR ON CAM CONTACT SURFACE. CAM LOBES OK BUT SHOWING SOME SIGNS OF WEAR. CAM AND LIFTERS REPLACED WITH NEW. ENGINE TEST RUN OK AND RETURNED TO OWNER.

NR3 CRANKSHAFT ROD FAILED IN FLIGHT - KNOCKING A HOLE IN THE CRANK CASE. ENGINE REMAINED RUNNING AND PILOT WAS ABLE TO RETURN ACFT TO AIRPORT. ONE QUART OF OIL WAS REMAINING IN THE OIL TANK. PERFORMED A TEAR DOWN INSPECTION AND WAS UNABLE TO COME UP WITH A CONCLUSIVE CAUSE FOR THIS ENGINE FAILURE. COPY OF THEIR REPORT ATTACHED.

(CAN) ENG WAS O/H AND RE-INSTALLED. DURING FLIGHT HOME ENG BEGAN TO RUN ROUGH SO THE PILOT SHUT IT DOWN AND LANDED. NO FAULT WAS FOUND SO HE TOOK OFF TO FLY ANOTHER LEG HOME. A SHORT TIME LATER THE ENGINE BEGAN TO RUN ROUGH AGAIN AND THE OIL PRESSURE ALSO BEGAN TO DROP. THE ENG WAS SHUTDOWN AND HE LANDED AT THE NEAREST AIRPORT. AFTER TROUBLESHOOTING IT WAS DISCOVERED THE NR 2 INTAKE LIFTER WAS WORN ON THE CAM. ENG WAS RETURNED TO THE O/H SHOP FOR INVESTIGATION.

Parts most often named Muffler (13) · Diffuser (3)

MUFFLER FLANGE GOING TO NR 4 CYLINDER EXHAUST PIPE DOES NOT MATE ALL THE WAY DUE TO INTERFERENCE OF TUBES GOING TO THE AIR INTAKE BOX. THIS CAUSES AN EXHAUST LEAK THAT CAN LEAD TO DAMAGE OF AIR INTAKE TUBE.

ON COMPLYING WITH AD2015-02-09, FOUND EXHAUST PIPES LEAKING AT THE BALL JOINTS WHERE THEY CONNECT TO THE MUFFLER. 1 SIDE OF 1 BALL JOINT LIP ON THE MUFFLER HAD DETERIORATED SUBSTANTIALLY, FROM ABOUT .065 TO .023. ALL BALL JOINTS SHOWED SIGNS OF LEAKING AND HEAT CORROSION.

(CAN) TAILPIPE NEARLY [S/N removed] OFF FROM MUFFLER, INTERNAL BAFFLES LOOSE AND OBSTRUCTING EXHAUST OUTLET PART, CAUSING THE BACK PRESSURE TO RISE AND FAILURE OF TAILPIPE HAS OCCURRED. ENGINE POWER WAS ROBBED AND FORCED THE BUILD-UP OF BACK PRESSURE TO EXIT THE HOLE IT HAS CREATED. CORRECTION ACTION IS TO SEND MUFFLER TO AN AMO WHOM MAY REPAIR MUFFLER AND COMPLETE TAP TESTS TO MUFFLER TO VERIFY THE STATUS OF INTERNAL BAFFLES, AT EVERY INSPECTION.

Parts most often named Engine (8) · Radiator Pipe (2) · Hose (1) · Vent Line (1)

(CAN) PILOT REPORTED SMELLING SMOKE, THEN NOTICED ENGINE RUNNING ROUGH, ENGINE STOPPED IN ABOUT 30 SECONDS. PILOT MADE SUCCESSFUL FORCED LANDING, AT THE AIRPORT. THEY WERE ENROUTE TO DO SOME TOUCH AND GOES.

DURING DESCENT, RADIOS CUT OUT, ENGINE STARTED RUNNING ROUGH AND QUIT. ATTEMPTED TO RESTART INFLT AND ON GROUND BUT COULD NOT START ENGINE.

(CAN) ENGINE QUIT IN CRUISE, EMERGENCY LANDING TOOK PLACE. ENGINE REMOVED AND IN POSSESSION OF TRANSPORT SAFETY BOARD. 2000-11-01TC: REPORT EXPECTED FROM ORIGINATOR. (X)

Parts most often named Exhaust Pipe (3) · Exhaust Stack (3) · Exhaust Duct (2) · Manifold (2)

#4 EXHAUST RISER BROKE 2" FROM ENGINE FLANGE, PILOT REPORTED BANGING AND VIBRATION, AIRCRAFT RETURNED TO HOME STATION AND MAINTENANCE FOUND #4 EXHAUST RISER BROKEN 2" FROM ENGINE FLANGE.

(CAN) REPORTED BY OPERATOR, EXPERIENCED VIBRATIONS DURING FLIGHT, PILOT ELECTED TO RETURN TO FIELD AND LAND, UPON INSPECTION ONE EXHAUST PIPE (RISER) WAS MISSING (CRACKED, SEPARATED) AND EXCESS HEAT PARTIALLY MELTED COOLANT RESERVOIR. (TC# 20180404021)

(CAN) AFTER TOUCHDOWN PILOTS NOTICE ERRATIC ENGINE INDICATIONS. DURING THEIR COCKPIT MANAGEMENT THE STUDENT NOTICE SMOKE FROM THE COWLING. THE PILOTS NOTIFIED TOWER AND EVACUATED THE ACFT AT WHICH TIME THEY SAW FLAMES FROM THE BOTTOM COWLING. THE PORTABLE EXTINGUISHER WAS USED TO EXTINGUISH THE FIRE. INITIAL INVESTIGATION SHOWS A BROKEN RT AFT EXHAUST PIPE MELTING THE PLASTIC COOLANT BOTTLE AND PLASTIC SHEETING ON CONTROL CABLE WHICH MAY HAVE BEEN BURNING AT THE TIME OF THE INCIDENT.

Parts most often named Line (3) · Housing (2) · Hose (1) · Engine (1)

(CAN) RIGHT ENGINE SEIZED ON SHORT FINAL . ALL THREE OF THE TECNAMS HAVE BEEN EXPERIENCING EXTENSIVE OIL USAGE, WITH THE AMO NOT BEING ABLE TO IDENTIFY WHERE IT IS GOING. IT HAS BEEN MENTIONED TO BOTH THE MANUFACTURER OF THE ENGINE AS WELL AS THE AIRCRAFT MANUFACTURER. AT THIS TIME THE UNKNOWN USE OF OIL HAS NOT BEEN DETERMINED AS A FACTOR IN THE FAILURE.

A STUDENT PILOT PERFORMED AN OVERSHOOT OF THE RUNWAY AS REQUESTED BY TOWER AND EXPERIENCED ROUGH RUNNING ENG WHICH GOT PROGRESSIVELY WORSE UNTIL THE ENG QUIT, STUDENT WAS ABLE TO LAND ON THE RUNWAY. PRELIMINARY CAUSE OF ENG FAILURE WAS DUE TO LACK OF OIL. ENG RAN ROUGH UNTIL IT SEIZED. UNDETERMINED YET IS THE CAUSE OF THE LOSS OF OIL.

(CAN) DURING NORMAL FLIGHT, PILOT SMELLED SMOKE IN THE COCKPIT, FOLLOWED SHORTLY AFTER BY A LOW OIL PRESSURE WARNING LIGHT ILLUMINATING. AN UNSCHEDULED LANDING WAS MADE WITH NO DAMAGE OR INJURIES. UPON EXAMINATION THE TURBO OIL PRESSURE LINE WAS FOUND CRACKED AT THE TURBO FITTING. 5 CLAMPS DESIGNED TO SUPPORT THE TURBO OIL LINES WERE FOUND MISSING. THE ABSENCE OF THESE CLAMPS ALLOWED VIBRATION TO HARDEN THE PRESSURE OIL LINE AND A CRACK FORMED AT THE TURBO FITTING CAUSING AN OIL LEAK AND AN OIL PRESSURE LOSS.

Parts most often named Pump (6) · Fuel Pump (2)

(CAN) AFTER TOUCH-AND-GO, AT 300 FEET AGL, 2 SECONDS AFTER SWITCHING ELECTRIC FUEL PUMP TO OFF, SIGNIFICANT POWER LOSS OCCURRED. ELECTRIC FUEL PUMP WAS SELECTED BACK ON, FULL THROTTLE APPLIED AND POWER WAS RESTORED. IMMEDIATE RETURN FOR UNEVENTFUL LANDING. FLIGHT WAS AN INSTRUCTOR STANDARDISATION FLIGHT WITH 2 INSTRUCTORS ON-BOARD. FIRST PART OF THE FLIGHT WAS IN MANEUVREING AREA, AFTER THAT ENGINE FAILURE WAS SIMULATED AND AFTER THAT 3 TRAFFIC PATTERNS FLOWN. INTERNAL INVESTIGATION IS PENDING. (TC# 20190429015)

BOTH ENG PRIMER LINES AND FUEL PUMPS FAILED (PRIMER LINES DISINTEGRATED, FUEL PUMPS STARTED LEAKING) ALMOST SIMULTANEOUSLY AFTER 15 HRS EXPOSURE TO FUEL CONTAINING UP TO 10 PERCENT ETHANOL. ENG DEALER STATED ON SEVERAL OCCASIONS THAT UP TO 15 PERCENT ETHANOL WAS OK. THIS COULD BE A MAJOR SAFETY ISSUE FOR THESE ENGINE USERS. MANY ACFT USING THESE ENGINES, ALSO EXPERIMENTAL ACFT. THE USE OF AUTOMOTIVE GAS CONTAINING ETHANOL SHOULD BE CLARIFIED. (K)

DISCOVERED FUEL STAINS BELOW PUMP (ENGINE DRIVEN) ON ROUTINE INSPECTION. FUEL LEAKAGE WAS NOTED WITH ELECTRIC PUMP PRESSURIZING SYSTEM. LEAKAGE WAS AT WEEP HOLES IN THE PUMP BODY.

Parts most often named Hose (1) · Seal (1) · Flex Hose (1) · Bracket (1)

RADIATOR CAP RESERVOIR SEAL EXTRUDED FROM UNDER THE CAP, ALLOWING HOT COOLANT TO DISCHARGE ON THE FIRE WARNING PROBE SYSTEM. THE FIRE WARNING SYSTEM WORKED NORMAL AS IT DETECTED A HOT TEMPERATURE.

ENGINE OVERHEATED APPARENTLY DUE TO LACK OF COOLANT. HEADS ON ENGINE ARE WATER COOLED. ORIGINAL COOLANT OVERFLOW BOTTLE MOUNTED ON FIREWALL HAS HOSE FROM COOLANT EXPANSION TANK ENTERING TOP OF OVERFLOW BOTTLE. HOSE WAS NOT SUBMERGED INTO COOLANT, THEREFORE, COOLANT COULD BE EXPELLED FROM ENGINE INTO OVERFLOW BOTTLE, BUT OVERFLOW BOTTLE COULD NOT [S/N removed] COOLANT BACK INTO ENGINE ON COOL DOWN.

(CAN) ODD NOISE WAS HEARD ON LANDING BRIEFLY. IT WAS SENT TO MX & DISCOVERED THE LT ENG RADIATOR COOLER ATTACHMENT BRACKET WAS BROKEN.

Parts most often named Cable (2) · Throttle Cable (2) · Clamp (1) · Sleeve (1)

(CAN) WHEN PILOT ATTEMPTED TO REDUCE POWER DURING FLIGHT, THE ENGINE RAN ROUGH. WHEN THROTTLE WAS RETURNED TO CRUISE POSITION, ENGINE WAS SMOOTH. FOUND THAT LEFT SIDE THROTTLE CABLE WAS SEVERED, AND, AS A RESULT, POWER COULD NOT BE REDUCED ON BOTH CARBURETORS SIMULTANEOUSLY. ENGINE WAS TURNED OFF ON VERY SHORT FINAL TO FACILITATE LANDING.

(AUS) LEFT THROTTLE CONTROL BROKEN AT THROTTLE ARM. INVESTIGATION FOUND THAT THE CABLE PIVOT IN THE THROTTLE ARM SEIZED DUE TO CORROSION. AIRCRAFT OPERATES IN A SALT LADEN ENVIRONMENT. PART TC: 231.

(CAN) ENGINE FAILED TO COME UP TO POWER ON TAKEOFF, TAKEOFF ABORTED. RIGHT HAND CARBURETOR STAYING AT IDLE WHILE THE LEFT HAND CARBURETOR WENT TO WIDE OPEN WHEN THE THROTTLE WAS MOVED TO THE FULL THROTTLE POSITION. THE INNER CORE OF THE RIGHT HAND THROTTLE CABLE WAS LOOPED AND KINKED AT THE QUADRANT END. CABLE WAS REPLACED WITH NEW ONE.