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. Disadvantages? Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. Remove Cookies ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) For that question Im a firm advocate of the injected engine. Earlier this year, Rotax. [4] The 912 may be operated using leaded fuel, but this is not recommended as lead sludge tends to accumulate in the oil tank and reduction gearbox. The lightest engine in the Rotax aircraft engine portfolio. At thisstage of the LSA market, buying a carbd Rotax is truly short sighted in my view. Nothing like a 40% boost in power to launch an aircraft into the sky. The electronic fuel injected Rotax 912iS is a recent development. Reconsider Cookies The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. As a result, my posts to this website may be out of date order but the good news I have lots to report. January 1, 2018 in Engine/Rotax. Flying the new 915iS in an Aquila light aircraft. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. The Stock Box proved most helpful in observing many factors about the new engine. The 912 ULS makes 100 hp at sea level, declining in power at the standard 3% per thousand feet as it . Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. Flight Design's base price on the 912 iS version of the airplane is $152,500 versus $139,800 for a comparably equipped 912 ULS CTLS. 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. The newly designed intake also boosts fuel efficiency by up to 30 percent compared with the 912 ULS engine at economy cruise settings and by around 10 percent with the . The 80hp (60kW) versions are sufficient to power the new generation of efficient motorgliders, such as the Pipistrel Sinus and the Urban Air Lambada. Perfected 4-stroke engine with full take-off power and engine management system. Stress is actually a little less therefore with the turbo engine, he said. We have been having to do I know that being experimental, anyone can put any engine on any airframe they want. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. I'm an LSRM with a small LSA service/flight center in AZ. It's not terribly difficult or time consuming. The lightest engine in the Rotax aircraft engine portfolio. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. Ive been loving your reports! It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. Best of both worlds, fuel injected and turbo! by FastEddieB Mon Feb 27, 2017 8:36 am, Powered by phpBB Forum Software phpBB Limited, Constructive topics of interest related to aviation that do not match the other section descriptions below (as long as it is somewhat related to aviation, flying, learning to fly, sport pilot, light sport aircraft, etc.). Dan, thank you. If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. 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. (Tom, do you concur?). 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. Climbs to 12,000 will have a night and day difference as well. . 80mm, P.C.D. In our family we have also had two 912ULS powered planes, and one 914. Really sets you back in the seat compared to the 912. A back-of-the-envelope calculation reveals that these numbers rival diesel efficiency and if mogas is factored into the equation, flying a 912 iS-equipped aircraft is substantially less expensive than the equivalent 912 ULS. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. Its expensive but in this case you get what you pay for and given the comfort, performance and reliability, its well worth it for us. Plan on attending the Annual Sport Pilot Expo. [3], The 912 is more fuel efficient and lighter than comparable older engines, e.g., Continental O-200, but originally had a shorter time between overhaul (TBO). Four-stroke piston engine with four liquid and air-cooled cylinders. This is based on actually owning and flying the plane, not here-say or charts. 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? Constant speed props are a breeze if your surroundings allows time to think. Mark - while I have you on the horn Talk to me about the Astore v p2008. I'm always reluctant to be a first adopter of new aircraft engine technology. M O S A I C 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. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. It has proven reliability. The hardest part is having to get so close to a spinning prop. I would still prefer fuel injection - when was the last time your car engine died ? 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. This decision can be reversed. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. Yours is a good request so if its not available, Ill contact the company. 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". ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. Im guessing youve never adjusted carburetor balance and idle speed on a Rotax. Lets do the same thing for increased weight, complex, and night. It just depends on what you want. Rotax 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. At this setting the 914 is making a lot more horsepower that a 912. Definitely much better than when it was first released though. We have developed a bias towards the fuel injected 912 iS as the fuel savings would cover the higher purchase cost. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. superstol2019@miketiffee.com. I found the engine to fly flawlessly in my experience and powerfully! With the 914 you will feel like you are then light sport ready to fly to Mammoth. The gearbox has proven to be generally trouble-free. I am torn between the 912ULS and 912iS. by MrMorden Tue Feb 21, 2017 10:21 am, Post Rotax 914 Turbo Rotax 912 ULS Rate of Climb SportStar MAX CRUISE VH- Max.speed in level flight at MCP 124 KCAS 115 KCAS 110 KCAS 112 KCAS 114 KCAS 116 KCAS 118 KCAS 120 KCAS 122 KCAS 124 KCAS 126 KCAS 128 KCAS 130 KCAS Rotax 914 Turbo Rotax 912 ULS SportStar MAX AVERAGE HOUR FUEL CONSUMPTION 5,3 Gal(US)/h 4,2 Gal (US) / h Prices shown are in USD. We have excellent design capability skills available in metal or composites. As you can see in the nearby images, it provides, among other information, a percentage of throttle, fuel burn, and engine revolutions plus prop speed expressed via manifold pressure. [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. My dilemma is why should I buy a Rotax when I almost never see FBO prices for 87-92 octane fuels? Customer Service Information Report (CSIR). 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. But more likely, it will account for just a substantial fraction of the overhaul cost. Rotax Engines - 582, 912ul, 912us, 912iS, 914 & 915iS Usually in stock for the same week delivery to your chosen address. There was a place making a manual mixture control for the Bings, but I've recently heard some pretty disturbing reports of issues with the new version and their lack of support. The 912ULS is a well proven engine at a low price. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Having said that I chose FD 3 times in a row for some particular reason! [I] was going to go with MT props, but they seem to be unresponsive. Im pleased you appreciate the effort. The 912ULS is a well proven engine at a low price. 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. Hence the push for single lever control, a simpler way to handle in-flight prop control. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. 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. We already do it for Light Sport and to Light Sport Sea. Using estimated performance data from the Tecnam P92 POH, we calculate a brake specific fuel consumption for the 912 ULS of about 0.44 pounds per horsepower/hour. Hey Dan, thanks for all the great videos. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. I hope you enjoy! However, at the most basic level of Sport Pilot certificate, requiring only 20 hours of dual and solo, I dont believe a pilot should be reasonably expected to also learn about about in-flight prop adjustment; he or she may have no need or desire to acquire that skill. So I'm about to buy a pipistrel virus SW and was wondering if the 912iS is a better option over the 912ULS in the general community's opinion. 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 manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. 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. I flew in each aircraft with RotaxsChristian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. or simplicity? The iS, by the way, has dual-injector electronic port fuel injection in place of the ULSs dual Bing carburetors. This was done at multiple altitudes. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). It can do what the 912 can't and you could really use it because you are surrounded by mountains. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. by 3Dreaming Sun Feb 26, 2017 10:35 pm, Post Though my shop is a Rotax independent repair centre, authorized to work on the iS, I choose not to, because of what I'd have to charge in order to amortize that expensive dongle. 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. We leave passenger aircraft to other magazines or websites. Id love to put this engine on an AeroTrek. You must have JavaScript enabled in your browser to utilize the functionality of this website. Just SuperSTOL coming along ok working out 915 problems. Change Cookie Consent The 912ULS has a single stator with 2 poles that are used for the ignition. Rotax Powertrains . Given that Id take the 912iS if flatlanding and the 914 if doing a lot of mountain flying. As the fast car guys say, Speed costs money. How fast do you want to go?. No other modifications were done, according to Mitter, other than fuel plumbing. Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. ). a lot of modifications to accomodate the 915 and Airmaster prop. Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. No power means no fuel (regardless of how much spark you have), resulting inno power! extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. 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. Thanks for reading and watching! Most comparison was done in a Tecnam P92 Echo Classic. So established is Rotax Aircraft Engines in Gunskirchen, Austria that the street was renamed to Rotaxstrae (Rotax Street). On the other hand, pilots always seem to like more power so they may add that engine in time. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. 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. Over the eventual 2000-hour TBO of the 912 iS, the engine will use a whopping 2800 gallons less than the ULS, for a savings of $16,800. Motor as the sport upgrade already done. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders In terms of the CS prop, as I understand it, there is only one solution for US-LSAs being evaluated,and that is for a single lever control, and only the iS engines are able to interface with this system. I have seen some scary holes burned throughfancy tight cowls. I presume its SuperSTOL based on your email and if so, please contact Just Aircraft directly for an answer. It's 3.5 gallons (45min) of fuel, or an extra overnight bag. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Your email address will not be published. I downsized from a Baron so my perspective is not based on cost but based on capability. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. by drseti Mon Feb 27, 2017 8:19 am, Post I wonder if this is the same defensive mechanism among maintenance personnel that used to be common back in the 70s and 80s when fuel injected cars were becoming the norm or do they know something about 912is we dont..?
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