Rotax 912 valve spring retainers failing

[Jerrytex]

https://data.ntsb.gov/.../GenerateNewestReport/102076/pdf

Ran across this report and was wondering if anyone has any additional info of this?

There have been 18 failures of valve spring retainers. 7 to 2000 hours. This recent one brought the plane down, thankfully no one was hurt but this is concerning since I can't seem to find any info on service bulletin info, other than a proper oil purge, which according the this NTSB report may or may not be the issue.

[Shadowrider]

Interesting! If its improper oil purging, its crazy that they build oil pressure and are running but have air in the line somewhere? I cant understand how that is possible?

[Eric Page]

The most surprising thing that I found in that document is the 40 degree maximum bank angle limit for an aircraft that's equipped with a Rotax 9-series engine. It would seem to me that this limitation makes any Rotax-equipped airplane unsuitable for flight instruction. How do you practice steep turns, turns around a point, stalls, spins, chandelles, etc. without exceeding 40 degrees of bank?

Frankly the limitation doesn't make much sense. As long as you maintain positive G, the engine should be oblivious to bank angle, right? What am I missing?

[Shadowrider]

Yes good point Eric. If that where the case I think I would of flamed out 200 times by now.

I do remember watching a video from Lockwood about the 912 and if you don’t purge your oil system correct at about 80 hours you will have issues if I recall which is very surprising it takes that long to show up? I will see if I can find it.

[alexM]

The most surprising thing that I found in that document is the 40 degree maximum bank angle limit for an aircraft that's equipped with a Rotax 9-series engine. It would seem to me that this limitation makes any Rotax-equipped airplane unsuitable for flight instruction. How do you practice steep turns, turns around a point, stalls, spins, chandelles, etc. without exceeding 40 degrees of bank?

Interesting observation. From that link there is this:

Review of published guidance materials from some of these manufacturers revealed however that the
Rotax engine bank angle and G limitations were not published in the flight manuals or pilot’s
operating handbooks, and in many cases, the maximum published bank angle limitation for the
aircraft was 60°, which exceeded the Rotax published limitation.

That could impact flight training significantly.

Frankly the limitation doesn't make much sense. As long as you maintain positive G, the engine should be oblivious to bank angle, right? What am I missing?

For that answer we need our friend (or enemy), trigonometry.
A 60 degree bank (while holding altitude) with 2G will have a 1.73G inward pull but it will always have a 1G downward component drawing oil to the lower cylinder head and, more importantly in this case, away from the upper cylinder head.
The 40 degree limitation is really not well thought out. It should say something like "don't exceed 40 degrees continuous bank angle, and do not exceed 60 degrees for more than ** seconds".
Note that these failures didn't occur during flight maneuvers, they occurred in straight and level flight at a different time.

[Shadowrider]

What I don’t get is how the heck do you know if you have air in the lifters? You purge the oil system and prime the pump and build oil pressure but still can have air in the system that will cause your spring retainer to fail hours later? Maybe someone can explain that to me?

[avidflyer]

Alex, I would think that if the aircraft is in coordinated flight, the g force will be straight down in the aircraft, not in relation to the ground. I know there are videos of Bob Hoover pouring water in a glass during a loop. How is a coordinated bank to the right or left any different. Think to of all the small certified planes that can do a loop or barrel roll with gravity feed fuel systems. Maybe I'm all wet, but that's how I see it.

[alexM]

Alex, I would think that if the aircraft is in coordinated flight, the g force will be straight down in the aircraft, not in relation to the ground. I know there are videos of Bob Hoover pouring water in a glass during a loop. How is a coordinated bank to the right or left any different. Think to of all the small certified planes that can do a loop or barrel roll with gravity feed fuel systems. Maybe I'm all wet, but that's how I see it.

That makes more sense than what I said, but then it seems the 40 degree limitation makes even less sense.

[Dusty]

I wasn't aware of the bank / pitch limitation, but air in the 912 is a problem.

I only have experience with one retainer failure but have seen plenty of valve damage, usually related to air leaks in the suction side of the oil system or improper oil change procedure such as starter cranking to get pressure after opening the system.

Hand prime only, preferably with the filter slightly loose to effectively bleed any air before it gets into the pressure systym.

My theory, for what is worth , is that air will gravitate upwards toward the crank journals and only oil, free of air will flow down hill to the cam and lifters.

Starter cranking just feeds foamy oil everywhere due to the speed.
Run the engine up to temp with the cooler covered if necessary then do the rocker test (the "o" rings unless very old will go again)

[Slyfox]

ok I give, what is the rocker test. I'm thinking take the cover off and push on the rocker for air in the lifter. dah I don't know. help me out. When I change my oil I never take any hose off, I remove the tank cover and suck out the fluid. I have the new filter sitting on the floor and fill with new oil, sometimes takes a couple times, oil soaks into the filter. I remove the old filter and immediately put on the new filter. takes very little to purge the system. that's my oil change procedure.