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@ Ahunt: Regarding your edit: Revision as of 15:49, 29 June 2023
1.) I will not contest your choice of adjectives regarding the engine's higher-than-typical rotational speed,
2.) I accept you replacing:
...with the less-diagnostic...
3.) Unfortunately, you are mistaken as to the cause of the increased TBO, given the normal evolutionary development of new engines, going through "teething troubles" in early development (resolved by "refinements") -- which even the Rotax 912/914 family experienced, as documented in many places, including the cited source, implicitly, in Mr. Busch's closing statement:
His assessment of the evolutionary refinement of the engine, and resulting TBO extension, is echoed in detail in Midwest Flyer, August, 2011:
BackCountryPilot forum poster notes problems with early (circa 1997) 914 engines:
At SportPilotTalk.com, "SportPilotExaminer" "Prof H Paul Shuch, PhD CFII DPE LSRM-A/GL/WS/PPC iRMT" notes:
He later adds:
The Europa-list forum notes another serious issue affecting early 912s models with certain props: Starting difficulties, and even starting-and-running backwards -- and it reports that later Rotax refinements resolved that problem.
While blog posts are not suitable WP:RS for the article, these posts clearly show -- in part by referencing specific corrective actions by Rotax, itself -- that the 912/914 family had serious problems in early production models, limiting reliability, that were resolved before they could be expected to reach the TBO levels of current versions.
And the notable experts in the periodicals cited are suitable WP:RS.
These are reinforced by the Light Aircraft Association (U.K.) in its reprint of ConAir Sports' detailed "Rotax Service Interval Guide" for the 912/914, which advises, in "Summary of Maintenance... at Each Service Interval":
Finally, the official word: Rotax, itself, has a long list of Service Bulletins / Technical Bulletins specifying certain inspections and alterations (or replacements) required for the 912 A (let alone later models) to reach the longer TBOs, including...
Other similar Service Bulletins on the early Rotax 912 A abound -- many as conditions for TBO extension. Ditto other variants of the engine.
Clearly, the growth in TBO, of the Rotax 912/914 family, was not just due to "operational experience" (as hinted in some P.R. material and pop-fiction) but actual changes ("refinements") to the engines in later production units, and factory or field modifications of older units, per Rotax.
I'll leave it to you to correct your edit, accordingly, please. ~ Zxtxtxz ( talk) 04:41, 12 July 2023 (UTC)
This is the
talk page for discussing improvements to the
Rotax article. This is not a forum for general discussion of the article's subject. |
Article policies
|
Find sources: Google ( books · news · scholar · free images · WP refs) · FENS · JSTOR · TWL |
![]() | This article is written in British English, which has its own spelling conventions (colour, travelled, centre, defence, artefact, analyse) and some terms that are used in it may be different or absent from other varieties of English. According to the relevant style guide, this should not be changed without broad consensus. |
![]() | This article is rated Start-class on Wikipedia's
content assessment scale. It is of interest to the following WikiProjects: | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Daily pageviews of this article
A graph should have been displayed here but
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@ Ahunt: Regarding your edit: Revision as of 15:49, 29 June 2023
1.) I will not contest your choice of adjectives regarding the engine's higher-than-typical rotational speed,
2.) I accept you replacing:
...with the less-diagnostic...
3.) Unfortunately, you are mistaken as to the cause of the increased TBO, given the normal evolutionary development of new engines, going through "teething troubles" in early development (resolved by "refinements") -- which even the Rotax 912/914 family experienced, as documented in many places, including the cited source, implicitly, in Mr. Busch's closing statement:
His assessment of the evolutionary refinement of the engine, and resulting TBO extension, is echoed in detail in Midwest Flyer, August, 2011:
BackCountryPilot forum poster notes problems with early (circa 1997) 914 engines:
At SportPilotTalk.com, "SportPilotExaminer" "Prof H Paul Shuch, PhD CFII DPE LSRM-A/GL/WS/PPC iRMT" notes:
He later adds:
The Europa-list forum notes another serious issue affecting early 912s models with certain props: Starting difficulties, and even starting-and-running backwards -- and it reports that later Rotax refinements resolved that problem.
While blog posts are not suitable WP:RS for the article, these posts clearly show -- in part by referencing specific corrective actions by Rotax, itself -- that the 912/914 family had serious problems in early production models, limiting reliability, that were resolved before they could be expected to reach the TBO levels of current versions.
And the notable experts in the periodicals cited are suitable WP:RS.
These are reinforced by the Light Aircraft Association (U.K.) in its reprint of ConAir Sports' detailed "Rotax Service Interval Guide" for the 912/914, which advises, in "Summary of Maintenance... at Each Service Interval":
Finally, the official word: Rotax, itself, has a long list of Service Bulletins / Technical Bulletins specifying certain inspections and alterations (or replacements) required for the 912 A (let alone later models) to reach the longer TBOs, including...
Other similar Service Bulletins on the early Rotax 912 A abound -- many as conditions for TBO extension. Ditto other variants of the engine.
Clearly, the growth in TBO, of the Rotax 912/914 family, was not just due to "operational experience" (as hinted in some P.R. material and pop-fiction) but actual changes ("refinements") to the engines in later production units, and factory or field modifications of older units, per Rotax.
I'll leave it to you to correct your edit, accordingly, please. ~ Zxtxtxz ( talk) 04:41, 12 July 2023 (UTC)