They tried to keep all other factors constant: The same airframe, similar speed, the same atmospheric conditions and temperature, the same fuel volume, and even the same pilot. Yet for those who yearn for more power or are building an aircraft of higher capabilities, the 915iS is going to be a welcome powerplant. by FastEddieB Mon Feb 27, 2017 7:35 am, Post 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. (You must log in or sign up to reply here. Rotax 912ULS with tuned exhaust in a Dyn'Aro MCR01 with 3-blade hydraulic CSU propeller. Clear editor. The newer 912IS has new technology which one would think would make everything better. Using an Airmaster prop from New Zealand, Mark - while I have you on the horn Talk to me about the Astore v p2008. Where can I see fuel burn/altitude charts for the 915is engine? Plan on attending the Annual Sport Pilot Expo. (Both will remain available for now.) I have two Aircraft one with a ULS (100 hr) one with an IS 420 hr. Having said that I chose FD 3 times in a row for some particular reason! During our factory tour at Rotax, we politely told the engineers we would reserve judgment until the engine hits the field. Your need to keep the greasy side down may be 'cause you pushed the pistons into the sump with over boost at low engine speed. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. Flying the new 915iS in an Aquila light aircraft. Remove Cookies All rights reserved. Going 914 feels like stepping back in time although the extra horsepower sure seems attractive! We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. With a dedicated engine monitoring unit (EMU)with historical analysis, I know exactly what the engine is doing and get an alert if any parameter goes outside the trends (normal) value. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. Reconsider Cookies Nothing like a 40% boost in power to launch an aircraft into the sky. by drseti Mon Feb 27, 2017 8:19 am, Post Set up your individual rotax engine with our engine configurator. In 1999, the 912S / ULS were introduced;[3] enlarged to 1,352 cubic centimetres (82.5cuin) with a compression ratio of 10.8:1, yielding 100hp (75kW). Its quite a bit more costly and is more power than needed on Aerotrek. Originally equipped with carburetors, later versions are fuel injected. Acknowledged that and hit the throttle. Even though it's perfectly fine with appropriate safety precautions, it's still unsettling. This website uses cookies to manage authentication, navigation, and other functions. The Rotax 912 series engine powers dozens of types of light sport aircraft, and is widely considered one of the most reliable reciprocating engines available today. I live at 5,000 feet altitude, so a turbocharger is a must. Price does not include shipping. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. To me, the 915iS is better suited to larger (heavier) aircraft or those serving particular missions, such as LSA seaplanes or aircraft operating from high elevation fields. Carbs are never "better" in terms of performance the only potential benefit of using carbs would be that , in some scenarios, they are simpler to troubleshoot and fix and don't need electricity to run. We live in the KMNE/KDTO area and seek advice. 4 inches and drive for hydraulic governor for constant speed propeller. A new Airmaster propeller has arrived; it is a beautiful piece of The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. That sounds dubious to me. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. I believe that the iS line of engines is thefuture of aviation and that Rotax will give Lycoming and Continental a run for their money. 4 inches, Shaft with flange for constant speed propeller P.C.D. When you get up a bit higher your 100 hp non turbo will be making probably about 60 hp but the turbo is still making sea level hp up to about 16000, after that it drops off a little. Use spaces to separate tags. However, the engine received US Federal Aviation Administration (FAA) certification in 1995, and by 1999, the TBO had increased to 1,200hours;[3] on 14 December 2009, the TBO was raised from 1,200hours to 1,500hours, or 1,500hours to 2,000hours, depending on serial number. I think LSA/SLSA is the way I want to go and am trying to figure it out. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. A fellow aviation journalist a pilot of 300 different aircraft Dave Unwin felt the 915 started softer. He also felt it seemed to run slightly smoother. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. That's a $12,700 price premium or about 9 percent. Pasted as rich text. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. The 914 cruises at 35 inches manifold continuous. Overall I would argue better minds than ours made a good call. I found the engine to fly flawlessly in my experience and powerfully! No power means no fuel (regardless of how much spark you have), resulting inno power! 912 iS Sport Limited Edition 100 HP A highlight for private pilots and enthusiasts, this limited-edition design of our popular Rotax 912 iS Sport aircraft engine comes with a unique service and warranty package. I will cover many aircraft stories, but allow me to take the most recent first: flying the brand-new Rotax 915iS and comparing it to the 912iS, although not in the same airframe. I have 40 hours on my new 912iS and it has performed flawlessly. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. On top of that directed to try another runway (first time at this location). Would end the argument. As yourself this question.. It is true that the 115 hp is available for five mins. This seems to have left us with a choice of either a Rotax 912 ULS or Rotax 912 iS. The addition of a controllable pitch propeller may require a single lever control, at present a single lever control is not required. * On the point about an in-flight adjustable or constant speed prop, Rotax Aircraft Engines top boss Thomas Uhr made an important statement when I asked about fixed pitch props on the 915, All our engines can use fixed pitch props. As a leader of a public company, he spoke carefully, but the suggestion was clear: Yes, a fixed pitch 915iS is coming, although today the engine is only driving an in-flight adjustable prop. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. How hard is it to synch carbs on a Rotax? Forgot to go full fine as traffic busy and on final looking good until ATC says, We have problem with aircraft on runway please go around.. An Astore with 912iS and a P2008 with the 914 :-). Ill have to ask if its possible. Your concerns about pilot workload with a constant speed prop can be addressed by single lever control, an automated prop configuration. Facts . This decision can be reversed. Adam, The gearbox has proven to be generally trouble-free. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. You're gonna pay for the little bit of power and economy over the 912ULS. Customer Service Information Report (CSIR). I can inquire, but so can you, directly with the engine manufacture. Price does not included shipping. Which is your favorite (and why)? I have also reported that the agency made errors previously, such as demanding reciprocating engines (thereby inadvertently eliminating electric), and we are working to find remedies. I like the 914 because it is smoother, quieter and substantially more powerful! As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness. Stress is actually a little less therefore with the turbo engine, he said. Ive been loving your reports! Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. ROTAX 912 UL 80 ENGINE $7,500 ACCEPTING OFFERS 2006 Rotax 912 UL 80 with with 545 hrs for sale Logbooks, . Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS. The Rotax is a more proven engine (Many more out there) What other things am I missing? Heres our video on a system called Single Lever Control, which LAMA has promoted with some success to FAA for consideration in their ongoing Rulemaking update to LSA and Sport Pilot. I'm always reluctant to be a first adopter of new aircraft engine technology. Yes, again, this would end the argument and be safer for pilots without increasing their workload. After a 4-month break, we are back at it. [Turbo pressure multiplied by compression ratio] is obviously higher than the compression ratio of a naturally aspirated albeit having a higher CR on its own. Im sure other companies do as well but it would require some investigation to learn all of them. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. I have been thinking ULS for great history, lower cost, lower weight, etc. Perfected 4-stroke engine with full take-off power and engine management system. Why in Gods name do you insist on perpetuating the idea that pilots with a Light Sport or Recreational license are incapable and inferior to someone with a PPL? The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. In a light sport it does all the work necessary at whatever altitude airport and density altitude operations plus it starts really easy, get's great fuel mileage for those long trips and has no instances of "rubber in the carbs". and ROTAX factory in Gunskirchen, Austria. Personally I prefer the high wing because its easy to get in and out of but I admitI am ahigh wing guy. How fast do you want to go?. 2 cents worth from an owner, Id say buy the 912iS or wait until the 915 is available, avoid the old tech dual carbd engines regardless of cost. Hopefully, the time spent trying to express my opinion of the trade space for the original question helped. Hi Drew: Thanks for your kind words. According to the Rotax test data, the 912 ULS burned an average of 4.65 GPH in the test profile, while the 912 ULS burned 3.25 GPH for the equivalent power output, an efficiency improvement of 30.1 percent. Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. Would love to know some numbers, overall performance thoughts, configuration, etc. If you have an account, sign in now to post with your account. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. [5] In addition to the lower fuel consumption, the 912 is certified to run on automotive fuel (mogas), further reducing running costs, especially in areas where leaded avgas is not readily available. The iS, by the way, has dual-injector electronic port fuel injection in place of the ULSs dual Bing carburetors. I would buy another 912iS if I were to build another A/C. Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. A highlight for private pilots and enthusiasts, this limited-edition design of our popular Rotax 912 iS Sport aircraft engine comes with a unique service and warranty package. This website uses cookies to manage authentication, navigation, and other functions. In comparison to the 80 HP version of the Rotax 912 series the 100 HP product line offers more power while keeping the weight. [I] was going to go with MT props, but they seem to be unresponsive. [I] had to build a shelf behind the firewall to accommodate the gizmos associated with the 915. hoping it will be good choice. Just SuperSTOL coming along ok working out 915 problems. For everyone else simplicity is probably best. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. The extra cash is probably not a huge deal when you are already spending $17k on an engine or $100k+ on a new airplane, but on an LSA 22lb can be significant. Your comment: What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots is utterly ridiculous. Although I loved the power of the 915iS with its shortened takeoff roll, thrilling climb to altitude, low-speed fuel economy, and quiet running, the 912iS ismore my kind of engine. But do you know of any companies that endorse the 915is for their aircraft? Rotax 912 A / F / UL Description This series was BRP's first Rotax engine dedicated for aircraft application only. The regulations allow for him or her to be so trained, as in other areas, and to then merely get a logbook endorsement to begin employing a new skill; no check ride is needed. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% power. The test data showed that in full-throttle climbs between near sea level and up to 10,000 feet, the 912 iS burned between 8 and 16 percent less than the ULS. 80mm and P.C.D. Just my 5cents worth. Glad it was a VFR flight in good weather. I have constant speed prop time, a fair bit of it, but that was some years in my past. Sign up Top Rotax-Owner.com However, if you do consider the life cycle costs, the 912iS will return your investment in higher resale value, upgradeability,and lower maintenance/operating costs. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. I prefer a supercharger over a turbocharger anyday. by FastEddieB Mon Feb 27, 2017 8:11 am, Post Hi Bill: You are correct. You have declined cookies. Customer Service Information Report (CSIR). We end up discussing pros and cons of the Rotax engines regularly. Such an aircraft is far outside our area of reporting. Fuel needs of both 915iS and 912iS are essentially the same. Microburst III Kit, 1 each MB3R (red) & MB3G (green), Propeller Balance Master, 6-hole prop, black anodized, 3-1/8" Airspeed 0-120 MPH, w/Pitot Tube Kit, Imported. Hey Dan, thanks for all the great videos. [I] am planning to add an Airmaster electric prop. Please, advertisements for Viagra will be promptly deleted!". Nice looking airplane. List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek. Besides, I already invested in the equipment to sync carbs. If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. Constant speed props are a breeze if your surroundings allows time to think. Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Carbs vs. Fuel Injection. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. With the 912i my CT would be 127+ kts top speed. The 912's popularity was greatly enhanced by the introduction of the light-sport aircraft category in Europe and the United States, which resulted in the introduction of many factory-built aircraft designed to fully exploit the engine's small size and light weight. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. The engine is by far the most reliable Rotax ever made. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Immediately the engine burst to life. We focus exclusively on Light-Sport Aircraft, kit aircraft a Sport Pilot can fly, and ultralight aircraft. It features liquid-cooled cylinder heads and air-cooled cylinders. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. Notify me of follow-up comments by email. Hence the push for single lever control, a simpler way to handle in-flight prop control. 80mm, P.C.D. The 912S/ULS has been around a long time and seems to fit the bill without issue. Price does not include shipping. At thisstage of the LSA market, buying a carbd Rotax is truly short sighted in my view. In our family we have also had two 912ULS powered planes, and one 914. Toying with the idea of adding a second aircraft to my stable. It has proven reliability. Typically, ULS overhauls costs are about $13,500 to $15,000, but can be higher if valve or cylinder work is needed. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. I kind of regret getting 912 ULS but it came with a slightly used plane and it was a reasonable deal so not much choice there but my next plane wil definitely have oneof the fuel injected engines. ). ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) and ROTAX factory in Gunskirchen, Austria. Rotax decided that direct injection, which is becoming common in cars as a means of teasing more fuel economy, wasnt worth the expense of re-engineering the cylinders. You just described an excellent way to make a 20 minute procedure into an all day project. 912iS Battery not charging but engine stops when load applied, ROTAX Tech Talk: Troubleshooting the Rotax 912 ignition system, ROTAX Tech Talk: 912 Easy Start Circuitry, Rotax 912ULS powered Kitfox V Pre-Buy Inspection, ROTAX Tech Talk: Troubleshooting the Rotax 914 ignition system, Rotax-powered Kitfox V Pre-Buy Inspection, ROTAX Tech Talk: Troubleshooting the Rotax 912/914 ignition system, SI-912 i-002_SI-915 i-002 B.U.D.S. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. The lightest engine in the Rotax aircraft engine portfolio. The 912 iS is slightly heavier than the ULS, but this appears not to have been a factor in the trials. Shaft with flange for fixed pitch propeller P.C.D. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. This is beyond my experience base so will leave that debate to the forum. Rotax-Owner.com - 912ULS Vs. 912iS Warm Up Time Subscribe Login Forum Videos Training Support / Bulletins Blog CLASSIFIEDS FLIGHTSAFETY ROTAX NEWS Top Rotax-Owner.com This website uses cookies to manage authentication, navigation, and other functions. Thanks! The 912is has a few minor Differences/Improvements but the rest of the engine is essentially the same. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. While from different manufacturers the two airframes I tested were more alike than different. To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. - All Rights Reserved. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) by Warmi Mon Feb 20, 2017 6:15 pm, Post I would stick with the 912i. Gas vs. Diesel Rotaxs tests validate a trend thats been apparent in the automotive industry for two decades. Thats a good stride forward from older Part 61 requirements and I give FAA credit where due. New FI.R.M. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. I hope you enjoy! With that said and nearly 1500 hours divided between all three Rotax engines the 914 is nearly always my first choice to pull out of the hangar. As a result, we cannot show you the price in catalog or the product page. The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. Our price is lower than the manufacturer's "minimum advertised price." Earlier this year, Rotax. Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too. flyrotax 4.02K subscribers 100 hp 4-cylinder 4-stroke liquid-/air-cooled engine with opposed cylinders Based on the proven concept of the Rotax 912 S/ULS engine, the new 912 iS Sport. However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. Reconsider Cookies We have excellent design capability skills available in metal or composites. Id be a bit surprised if this conservative company embraced that. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. This decision can be reversed. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. In all cases it has been the install, not the engine. Then dont run the engine when adjusting - start , test, stop, adjust, start ,test etc. by FastEddieB Sun Feb 26, 2017 2:48 pm, Post which has a control box. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. Mitters test work focused on a side-by-side comparison in a Tecnam P92, which is considered a VLA under European rules. Belvoir Media Group, LLC. Glad you liked the article. [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. The Astore is not hard to get in and out of but just not as easy as the 2008. It's not terribly difficult or time consuming. 2. but 100 hp continuous. I'm an LSRM with a small LSA service/flight center in AZ. The Rotax is $2092 cheaper 2. Thanks in advance, everyone. Aircraft ; Technical details . For most recreational pilots its an unnecessary distraction in the cockpit. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). By using our website, you agree that we can place these types of cookies on your device. If Mitters test data is confirmed by real-world results, they may well be proven right. . You cannot paste images directly. Best of both worlds, fuel injected and turbo! Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. I like the technical details. The 912ULS has a single stator with 2 poles that are used for the ignition. I concur with Andy. 2:43:1 Gear Reduction, Electric Start and Engine Mount. Marc Becker summarized, The 915iS is about 12 kilos (26 pounds) more for the engine only; 40-50 more pounds when installed and about 3,000 ($3,750 at todays exchange rates) more than the 914. It is significantly more than the 912iS, as you should expect for an engine with substantially more power and the ability to use that power up to higher altitudes. I would prefer the 914 if I was you. In power mode, it runs at about Lambda 0.8 or 0.9. The injected engines have/require among other things metal fuel lines, high pressure filters, and providesubstantially more electrical power along with over 27 engine sensors and dual redundant Engine Control Units (ECU). I was replying to Jay who said he was doing a SS build with a 915 and was hoping to see what he mentioned in his post. Any insights on the 915 in a SuperSTOL? At this setting the 914 is making a lot more horsepower that a 912. It is also fitted to some light twins, such as the Tecnam P2006T. The compression ratio is one thing the pressure inside the combustion chamber is another thing, in a turbo engine the the air is forced inside the combustion chamber in a normal engine is aspirated, thats why even at lower compression ratio the pressure inside a turbo engine is much higher. Please update your cookie preferences to see this video. Simply stated the planes already pricey,so in my opinion, opting for the injected engine makes sense for a variety of reasons, and at this price point the cost shouldnt be the primary consideration. With the 914 my CT would be 150+ kts top speed. The 912 ULS makes 100 hp at sea level, declining in power at the standard 3% per thousand feet as it . Use single quotes (') for phrases. Rotax 912iS versus the 914 Turbo - Which One. The Stock Box proved most helpful in observing many factors about the new engine. On 8 March 2012 the company displayed its 912 iS variant, a 100hp (75kW) version with fuel injection and an electronic engine management unit. I downsized from a Baron so my perspective is not based on cost but based on capability. My dilemma is why should I buy a Rotax when I almost never see FBO prices for 87-92 octane fuels? If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. That would be sweet! The last 914s we delivered had carb leaks at high manifold pressure settings. 100mm, Shaft with flange for fixed pitch propeller, P.C.D. The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. The 912 iS ECU is programmed to run in eco mode at 77 percent power or less, at which point the engine will operate at what European engineers know as Lambda 1, or a stoichiometric air-to-fuel ratio of 14 to 1. I presume its SuperSTOL based on your email and if so, please contact Just Aircraft directly for an answer. Also, avgas is incompatible with the recommended synthetic oil which cannot hold lead in suspension; consequently, the use of leaded fuel mandates additional maintenance.[3]. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. We are going to have to . Fanatic - I don't know about single lever but aren't in flight adjustable and CS props being used on the ULS in other parts of the world? All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. Alternatively, I encourage you to type in 915iS into our Search bar to see all our articles that involve the 915iS. I flew in each aircraft with RotaxsChristian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. This decision can be reversed. I had some issues with gearbox, however all corrective work was in warranty. 75mm, P.C.D. Please update your cookie preferences to see this video. Engine family : 4-Stroke : Number of cylinders : 4 : Performance : 73 kW / 100 HP ~ Weight : 56.6 kg : Performance / RPM : 73.5 kW / 5800 rpm : Engine torque / RPM . (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. We end up discussing pros and cons of the Rotax engines regularly. By When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. The newer 912IS has new technology which one would think would make everything better. Your email address will not be published. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. In flying the 915iS I revisited the task of managing throttle and prop controls. Impressive but no more horsepower than the ULS and likely less in many conditions. You can post now and register later. It's 3.5 gallons (45min) of fuel, or an extra overnight bag. But more likely, it will account for just a substantial fraction of the overhaul cost. It can do what the 912 can't and you could really use it because you are surrounded by mountains. As you can see in the contrasting Stock Box images, we saw as low as 2.8 gallons per hour resulting, of course, in lower speed flight. Disadvantages? A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. I believe it had been started but had a very weak battery. Four-stroke piston engine with four liquid and air-cooled cylinders. Just want to better understand Pros and Cons of the 912iS vs. the 912ULS. It just depends on what you want. I have seen some scary holes burned throughfancy tight cowls. Rotax 912 iS Sport. Christian jockeyed them around liberally without detriment. But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. As a result, my posts to this website may be out of date order but the good news I have lots to report. Paul Bertorelli is Aviation Consumers Editor at Large. Lets do the same thing for increased weight, complex, and night. Hey thinking about a 915 on a superstol. The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced. We leave passenger aircraft to other magazines or websites. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. Thanks, George. In the interest of getting this out now (Im away from my office), I will just say Id be surprised if that kind of information is not on the FlyRotax website. Yours is a good request so if its not available, Ill contact the company. It features liquid-cooled cylinder heads and air-cooled cylinders. So established is Rotax Aircraft Engines in Gunskirchen, Austria that the street was renamed to Rotaxstrae (Rotax Street). Low-weight engine with excellent performance at high altitudes. Similarly, in cruise, the iS did better at low altitudes than Rotax originally calculated, but at higher altitudes8000 feet and aboveit did much better, showing as much as a 36 percent improvement over the ULS fuel burns. Based on the proven concept of the 100HP Rotax 912 S/ ULS engine the 912 iS SPORT engine offers all well known advantages of the Rotax 4-stroke engine series complemented by additional features, e.g. Thanks! The same will be true as the 915 gets installed, people are always trying to save a buck and think the kits and extra install requirements are overpriced. By using our website, you agree that we can place these types of cookies on your device. The engine differs from previous generation aircraft engines (such as the Lycoming O-235) in that it has air-cooled cylinders with liquid-cooled heads[4] and uses a 2.43:1 PSRU reduction gearbox to reduce the engine's relatively high 5,800rpm shaft speed to a more conventional 2,400rpm for the propeller. I know there have been issues with the 912iS, but is it all done with? Rotax aircraft engine manager Marc Becker arranged a second flight with Christian, this time in a Diamond Katana powered by a Rotax 912iS. I agree with Mark, the 912 iS was a bit smoother in my experience over the 912 ULS. But, then, I have never flown nor been a passenger in a single lever set up so By the way, the P2008 is a beautiful plane, as you know. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Diesel engines from SMA, Thielert and Austro do a bit better than this at 0.35, but when mogas versus Jet-A or diesel prices are factored, the fuel operating costs for these engines are more comparable. Thanks again, love all the interviews and flight videos. This requires a novel preflight inspection procedure: before checking the oil level with the dipstick, the engine is "burped" by removing the oil filler cap and turning the propeller until a gurgling sound is heard, which indicates that all oil has been forced into the tank and the oil level can now be checked accurately. Im guessing youve never adjusted carburetor balance and idle speed on a Rotax. [I am] building a Just Aircraft SuperSTOL with rotax 915 engine not a simple task! Filed Under: BRP-Powertrain (Rotax Aircraft Engines), Splog, Dan; Is Rotax similar? As the fast car guys say, Speed costs money. The 80hp (60kW) versions are sufficient to power the new generation of efficient motorgliders, such as the Pipistrel Sinus and the Urban Air Lambada. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. Late to this party, I fly constant speed props and appreciate them. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. ROTALK NEWS Episode 5Rotax-powered Sling aircraft from The Aircraft Factory, the AVMAP Navigation and engine monitoring system, and the Rotax powered Tucano Experimental and Light-Sport Aircraft. Definitely much better than when it was first released though. I've yet to dig through the manual, guys, but I think Andy nailed it. Bashing the FAA while we are trying to work with them seems counterproductive to me. Unusually for a manufacturer of small aero-engines, Rotax publishes extensive warnings in the owner's manual about both the certified and non-certified versions of the engine design. The 914's performance only gets better and better up high and the 912 falls off normally. There was a crash of a Diamond Twinstar. Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN)520-349-7056 Cell. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. Perfected 4-stroke engine with full take-off power and engine management system. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. In power mode, it runs at about Lambda 0.8 or 0.9. Greaser! Remove Cookies Regardless all the electrical power to run the engine comes from the engine. 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. The 912 iS is approved for 91 AKI mogas, but in equipping the engine with future knock-sensing capability, Rotax seems to be anticipating approvals for lower-octane fuels. 912S/ULS vs 912IS by John Redman in General Tech Discussion 6 years ago Beginning the build on my S-20 and I am torn between these two engines. Four-stroke piston engine with four liquid and air-cooled cylinders. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. You have allowed cookies to be placed on your computer. I recommendgetting a test flight in every aircraft you can! What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots. We have been having to do Im happy to talk more at our e-mail or even here. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam.
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