rotax 912 uls vs 912is
The ICON A5 uses the Rotax 912 iS engine, which is slightly different than the 912 ULS powerplant often found in other Light Sport aircraft. Customer Service Information Report (CSIR). Having said that I chose FD 3 times in a row for some particular reason! Reconsider Cookies 1. 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). Earlier this year, Rotax. We use continuously and can cruise near 200mph. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. Any insights on the 915 in a SuperSTOL? List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek. When Rotax surprised us last year with the rollout of its new 912 iS engine, we were skeptical of a claimed 20 percent improvement in fuel economy against the old standby 912 ULS. This page was last edited on 3 December 2022, at 14:57. (Tom, do you concur?). A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. Impressive but no more horsepower than the ULS and likely less in many conditions. But more air is added in the combustion chamber He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. 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. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. The electronic fuel injected Rotax 912iS is a recent development. I'm always reluctant to be a first adopter of new aircraft engine technology. Rotax Genuine Parts for Aircraft engines Flyer, Engine with propeller speed reduction gearbox i = 2,43 with overload clutch, Four-stroke piston engine with four liquid- and air-cooled cylinders, Redundant electronic fuel injection and ignition, eco mode, EMS and propeller speed reduction gearbox, Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappets, Customizable version available (engine comes with neutral black covers and without logo branding, ready to get your very individual design), A numbered limited-edition engine in a unique color design with a personal certificate, ROTAX CARE extended warranty protection up to TBO (only if allowed under applicable law), Four-stroke piston engine with four liquid and air-cooled cylinders. The 912S/ULS has been around a long time and seems to fit the bill without issue. 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. Set up your individual rotax engine with our engine configurator. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. 80mm, P.C.D. Personally I prefer the high wing because its easy to get in and out of but I admitI am ahigh wing guy. When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. Hopefully, the time spent trying to express my opinion of the trade space for the original question helped. Christian jockeyed them around liberally without detriment. 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. (Both will remain available for now.) Your email address will not be published. It was still powerful. 912 UL / A / F 80 HP. 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. We end up discussing pros and cons of the Rotax engines regularly. Thanks! 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. Lets do the same thing for increased weight, complex, and night. 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. By using our website, you agree that we can place these types of cookies on your device. Great article! and ROTAX factory in Gunskirchen, Austria. Engine with the best-in-class power-to-weight ratio. Just SuperSTOL coming along ok working out 915 problems. So perhaps the right answer is to add 2 more planes to my stable? and ROTAX factory in Gunskirchen, Austria. The 2008 is a bit longer and larger than the Astore and thus handles turbulence and cross wind landings a bit better. Thanks! Change Cookie Consent The Rotax 912 series is well regarded for its reliability and efficiency and is primarily targeted as . The 912iS requires a more robust installation, as mentioned, things like metal fuel lines which require exact fits, unlike rubber hose, butit also requires the sensor tiedownkit, which is a few hundred dollar kit,with sensor specific tie downs to eliminate false alarms due to sensor vibration. We also are interested in engine overhaul specialty center with state of art facility available for immediate. 2:43:1 Gear Reduction, Electric Start and Engine Mount. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. On top of that directed to try another runway (first time at this location). A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits When single lever constant speed (CS)props become available, hopefully late this year, only the iS engines will be eligible sincetheyarefull fadec engines,that means only the 912iSor 915iS. Takeoff roll is substantially reduced. 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..? 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 always been drawn to the fit and finish of Tecnam. Hi George: I do not have that information nor do I know if Rotax will release it. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. by drseti Sun Feb 26, 2017 9:30 pm, Post Do you have an update? But in the wrong direction, if the companys recent year-long test of the 912 iS is to be believed. Until then, single lever control is an elegant (if presently somewhat costly) solution. That sounds dubious to me. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. A key reason this is possible is because of liquid cooling versus my older experience in air-cooled legacy engines, for example, in a Cessna 182 Skylane. Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. We leave passenger aircraft to other magazines or websites. The discussion forum for Sport Pilots and Light Sport Aircraft, Post I've been reluctant to recommend or invest in the 912 iS due to two things. [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Regardless all the electrical power to run the engine comes from the engine. Was easily resolved by a good Tech but goes to show nothing is ever perfect. It is true that the 115 hp is available for five mins. I like the technical details. Pilots are cautioned that the 912 engine is not suitable for: The manual states that Rotax gives no assurances that the engine is suitable for use in any aircraft, and that the engine may seize or stall at any time, which could lead to a crash landing. but 100 hp continuous. Much better and cheaper than MT prop. If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. And, there were a lot of SBs on the 912 iS early on. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. Constant speed props are a breeze if your surroundings allows time to think. Hi John: You are most welcome. Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. One difference from prior experience was the Stock Box instrument (more formally, Stock Flight Systems Engine Monitoring Unit or EMU) developed by Michael Stock incollaboration with Rotax. Highly recommend. Even as the 912 iS was being announced last year, Rotax was already flying comparison trials, but the initial fuel economy data it released was based on dyno runs and some flight testing. In power mode, it runs at about Lambda 0.8 or 0.9. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. 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". 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). you mean confidence because its well known? M O S A I C However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 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. Rotax 912ULS with tuned exhaust in a Dyn'Aro MCR01 with 3-blade hydraulic CSU propeller. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Reconsider Cookies I like the 914 because it is smoother, quieter and substantially more powerful! 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.). I would prefer the 914 if I was you. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too. Looking forward to the fewer pneumatic synchronizations! Will you be at the DeLand Aviation Showcase? You can post now and register later. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post 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. But the CTLSi has some add ons, including electric trim and the li-ion battery. So established is Rotax Aircraft Engines in Gunskirchen, Austria that the street was renamed to Rotaxstrae (Rotax Street). While not especially hard you can hardly get in trouble with such equipment on a modern, liquid-cooled Rotax you nonetheless have to fiddle with levers and knobs, and keep an eye on instruments. Hi Drew: Thanks for your kind words. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. 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.. Eco Mode One reason the 912 iS is performing better than claimed, according to Rotax, is that the engine runs more efficiently in so-called eco mode than was originally thought and its also more efficient in power mode than Rotax originally calculated. In addition, Mitter collected broader data that showed that the 912 iS is slightly more efficient in climb than is the ULS. [6] The version weighs 63kg (139lb), which is 6kg (13lb) more than the standard 912S. Fly with an instructor, show your competency and get signed off. Rotax 912 iS Sport. ). I recommendgetting a test flight in every aircraft you can! The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. 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. Using an Airmaster prop from New Zealand, I downsized from a Baron so my perspective is not based on cost but based on capability. Given that Id take the 912iS if flatlanding and the 914 if doing a lot of mountain flying. 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. @#$%^&. The UL Power has 30 more HP 4. 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. January 1, 2018 in Engine/Rotax. While from different manufacturers the two airframes I tested were more alike than different. Sign up for exclusive offers and product announcements from ROTAX. The single lever requirement is what caused the altitude compensated carbs to be implemented versus amixture control so it is likely the FAA will remain steadfast on this requirement. I would buy another 912iS if I were to build another A/C. Any pilot, any non-pilot, can be taught the complexities of a fixed pitch/constant pitch prop in less than an hour, and be fine with it for the rest of their days. The iS engine is very nice, but it's $3000 more than the ULS (current CPS pricing) and weights ~22lb more. An Astore with 912iS and a P2008 with the 914 :-). 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. Stress is actually a little less therefore with the turbo engine, he said. 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. As yourself this question.. The 914 cruises at 35 inches manifold continuous. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. 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. Plugging that number into Rotaxs data reveals a to-TBO cost savings of about $13,000not quite the total overhaul nut, but no trivial sum, either. I have been thinking ULS for great history, lower cost, lower weight, etc. Obviously, the cost savings for owners using mogas in the Rotax enginesand many dowill be less. Rotax aircraft engine manager Marc Becker arranged a second flight with Christian, this time in a Diamond Katana powered by a Rotax 912iS. Yes, only Aerotrek can advise about the 915 availability. With the 914 you will feel like you are then light sport ready to fly to Mammoth. Im pleased you appreciate the effort. The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. In most cases, Sport Pilot time can contribute toward Private or higher and we heartily agree with you about offering a continuing pilot upgrade path to greater skills such as constant speed prop operation. 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. To expand the data envelope, multiple aircraft were refitted with the 912 iS. The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. We have been conned into the cheap bolt on turbo extra power. [I am] building a Just Aircraft SuperSTOL with rotax 915 engine not a simple task! You can have separate throttle and mixture controls. We live in the KMNE/KDTO area and seek advice. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. [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). Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% . Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. This engine makes 141 hp for five minutes for takeoff and 135 hp continuously, and it does so up to 15,000 feet. Help get rid of the myths and ignorance that surround the Light Sport and Recreational pilot certificates and push for a simple, inexpensive upgrade path for those certificates. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. This decision can be reversed. 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. You must have JavaScript enabled in your browser to utilize the functionality of this website. Also as has been mentioned the 914 is quieter and very smooth. Paste as plain text instead, Is Rotax similar? When I can Ill look myself, perhaps I will add to this comment. Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. With the CS prop onit, itwill likely be the fastest of all of the LSAs and the fit, finishand refinement of this airplane is beyond compare. By You have allowed cookies to be placed on your computer. The Rotax is $2092 cheaper 2. The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post [I] had to build a shelf behind the firewall to accommodate the gizmos associated with the 915. hoping it will be good choice. Maybe the 915iS will bean option at some point unless its too heavy. Flying the new 915iS in an Aquila light aircraft. by 3Dreaming Sun Feb 26, 2017 10:35 pm, Post The 912ULS has a single stator with 2 poles that are used for the ignition. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders The iS, by the way, has dual-injector electronic port fuel injection in place of the ULSs dual Bing carburetors. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. 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. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. You're gonna pay for the little bit of power and economy over the 912ULS. 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. Electronically-controlled fuel injection is the greatest difference between these two engines, and it is a considerable one. The following are what I have discovered: 1. Plan on attending the Annual Sport Pilot Expo. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. 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. This was done at multiple altitudes. Id be a bit surprised if this conservative company embraced that. 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. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Change Cookie Consent *** DeLand Showcase yes, Ill be present, dashing about gathering article material and shooting videos. If you have an account, sign in now to post with your account. or simplicity? 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. You have allowed cookies to be placed on your computer. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. At altitudes needed for California cruising there's a 20kt difference. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Dan, thank you. 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 . The Astore is not hard to get in and out of but just not as easy as the 2008. The iS is a nice improvement over the ULS but is high tech for sure. Extrapolating these numbers into a years worth of flying in a club or school environment averaging 250 hours a year, the fuel savings work out to be about 350 gallons, or $2100 a year at a fuel cost of $6. There has been much made of early issues with the 912iS. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. Sign up Top Rotax-Owner.com 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. Motor as the sport upgrade already done. Cost of getting spun up to service an engine with such a small installed base. It features liquid-cooled cylinder heads and air-cooled cylinders. I prefer a supercharger over a turbocharger anyday. A new Airmaster propeller has arrived; it is a beautiful piece of I know there have been issues with the 912iS, but is it all done with? According to www.airnav.com, mogas averages about $4.68 as of June 2013. Michael is the key man behind the Aerotech/Rotax/Searey/MT Prop project to develop and refine a single lever control for light aircraft (see our video explaining this, or read our article). 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? industrial art! Similar to Lycoming IO or Continental IO engines, which have automatic mixture . Best of both worlds, fuel injected and turbo! Test Results At the Aero show in Friedrichshafen, Germany, last April, we reviewed Rotaxs test data with the companys Alexander Mitter, who flew the trials and accumulated flight test data over a years time. I have two Aircraft one with a ULS (100 hr) one with an IS 420 hr. kicktireslightfires, Jun 16, 2020 #1 Ghery Touchdown! It is also fitted to some light twins, such as the Tecnam P2006T. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. Please update your cookie preferences to see this video. You just described an excellent way to make a 20 minute procedure into an all day project. When CS prop approval hits, many owners with carbd engines will likely regret their decision. As a result, my posts to this website may be out of date order but the good news I have lots to report. Its quite a bit more costly and is more power than needed on Aerotrek. 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. With the 914 my CT would be 150+ kts top speed. That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. by drseti Mon Feb 27, 2017 8:19 am, Post We already do it for Light Sport and to Light Sport Sea. 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. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. Hey thinking about a 915 on a superstol. 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. We have excellent design capability skills available in metal or composites. It is more than most sport pilots may prefer and more than some should manage perhaps. I think LSA/SLSA is the way I want to go and am trying to figure it out. In my opinion, this is not a simple decision. Other than official Rotax pilots and select airframe builders, we were among the first to experience the powerful new engine from the worlds leading producer of engines for light aircraft. by Warmi Mon Feb 20, 2017 6:15 pm, Post Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start. 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. 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. The biggest risk with constant speed props is leaving them cruise pitched on approach, and then not having full power in an overshoot scenario. In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. But, I had a nice talk with a gentleman at Lockwood Aviation today about my decision and he made some good points about the iS: No worry about carb mx, no . This is a surprisingly common accident factor in floatplanes in particular for whatever reason. Climbs to 12,000 will have a night and day difference as well. Thanks. In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. 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. by MrMorden Mon Feb 27, 2017 8:09 am, Post The newer 912IS has new technology which one would think would make everything better. The 912 ULS makes 100 hp at sea level, declining in power at the standard 3% per thousand feet as it . We have developed a bias towards the fuel injected 912 iS as the fuel savings would cover the higher purchase cost. Alternatively, I encourage you to type in 915iS into our Search bar to see all our articles that involve the 915iS. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. Just curious. . That smooth power is such an upgrade that it becomes a different class of airplane, especially out west where that power is needed and useful for high percentage of flights. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. Customer Service Information Report (CSIR). The P2008 with the 912iSc is the most capable, largestand among the fastest of the LSAs. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. I would stick with the 912i. Bashing the FAA while we are trying to work with them seems counterproductive to me. A $20,000 more than the ULS and $8,000 more than the 912is! Clear editor. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. Now a few years after the 912iS was released, it has become a well refined engine, IF it is installed according to Rotaxs manual and instructions. Fuel needs of both 915iS and 912iS are essentially the same. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. 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 In flying the 915iS I revisited the task of managing throttle and prop controls. Yes there will likely be some carb maintenance on the 912ULS and the 914 but overall we have seen less issues than on the 912is. I flew in each aircraft with RotaxsChristian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Filed Under: BRP-Powertrain (Rotax Aircraft Engines), Splog, Dan; Just want to better understand Pros and Cons of the 912iS vs. the 912ULS. I believe it had been started but had a very weak battery. 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. You have declined cookies. Aircraft ; Technical details . *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. 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. Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. After a 4-month break, we are back at it. 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. But more likely, it will account for just a substantial fraction of the overhaul cost. Please update your cookie preferences to see this video. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. Toying with the idea of adding a second aircraft to my stable. This decision can be reversed. [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. Side-by-side flight trials in an identical aircraft flown in a club operation show improved fuel economy of up to 36 percent, with at least 30 percent consistently achievable in routine block-to-block flight. Thanks in advance, everyone. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. by MrMorden Tue Feb 21, 2017 10:23 am, Post [4], The 912's lubrication system differs from most dry-sump designs in that oil is forced into the storage tank by crankcase pressure rather than by a separate scavenge pump. JavaScript seems to be disabled in your browser. Thomas Uhr, head of Rotaxs Austria plant and a longtime engine expert and enthusiast and also a pilot advises the highest octane auto fuel, preferably without alcohol, to get the most power and best results. engine management system. 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. 75mm, P.C.D. Remove Cookies The lightest engine in the Rotax aircraft engine portfolio. Besides, I already invested in the equipment to sync carbs. Prices shown are in USD. Our expectation is to have 400 engines out in the fieldby year end, Marc added. Rotax Powertrains . The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. Learn how your comment data is processed. Required fields are marked *. I can inquire, but so can you, directly with the engine manufacture. Copyright @2018 CTFlier.com 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. Please contact Just Aircraft. For that question Im a firm advocate of the injected engine. Thanks for reading and watching! 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. If the one for the engine fails it automatically switches to the other stator. What make and model of turbocharger does Rotax use on the 914 and 915is engines? Its numbers rival diesel performance. No other modifications were done, according to Mitter, other than fuel plumbing. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. Adam, The 912is has a few minor Differences/Improvements but the rest of the engine is essentially the same. The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced. Our price is lower than the manufacturer's "minimum advertised price." About 20 different airframes are flying today.Some 46 different manufacturers are working to prepare the new powerplant. Dan, The 914's performance only gets better and better up high and the 912 falls off normally. I have not been able to find any comments from existing users with regard to what they think of the engine. Think about it, it means a ~60% cruise power increase! The first time I flew the P2008 with the 914 i was very surprised how much stronger it was. In a four-cylinder, high-RPM geared engine, that sounded like an overpromise. That would be sweet! My best friend has one in his Europa. The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. which has a control box. Bill Hertzel Rotax 912is North Ridgeville, OH, USAClicking the "Thank You" is Always Appreciated by Everyone. Four-stroke piston engine with four liquid and air-cooled cylinders Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet 2 carburetors Mechanical fuel pump Dual-electronic ignition Electric starter Propeller speed reduction gearbox 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. We are about 90 percent done and 90 percent to go. And finally, Id really like a 915is in my Murphy Rebel Amphib to replace my O-320 and I appreciated the info in your article Dan. 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. 2023 Leading Edge Air Foils, LLC. Turbo exhaust failure makes for a great blow torch. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. The lightest engine in the Rotax aircraft engine portfolio. This seems to have left us with a choice of either a Rotax 912 ULS or Rotax 912 iS. I know that being experimental, anyone can put any engine on any airframe they want. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. For both engines, the aircraft was climbed to a specific altitude, leveled and allowed to stabilize on one fuel tank. 100mm, Shaft with flange for fixed pitch propeller, P.C.D. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. 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). Just my 5cents worth. The engine is by far the most reliable Rotax ever made. It got me thinking - The 912iS is Fuel Injected, the 914 is turbocharged but is back to dual carbs. Shaft with flange for fixed pitch propeller P.C.D. Greaser! [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. If Mitters test data is confirmed by real-world results, they may well be proven right. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. It's not terribly difficult or time consuming. This decision can be reversed. It features liquid-cooled cylinder heads and air-cooled cylinders. 75mm, P.C.D. The last 914s we delivered had carb leaks at high manifold pressure settings. 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. superstol2019@miketiffee.com. Carbs vs. Fuel Injection. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. Rotax Engines - 582, 912ul, 912us, 912iS, 914 & 915iS Usually in stock for the same week delivery to your chosen address. We have been having to do My dilemma is why should I buy a Rotax when I almost never see FBO prices for 87-92 octane fuels? This is beyond my experience base so will leave that debate to the forum. Entering the Market Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. 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. Climb was 1,000 fpm. Facts . Please, advertisements for Viagra will be promptly deleted!". The 912ULS is a well proven engine at a low price. - All Rights Reserved. 912iS. by FastEddieB Mon Feb 27, 2017 7:35 am, Post The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% power. Nothing like a 40% boost in power to launch an aircraft into the sky. A year-long test by the company shows that the 912 iS delivers up to 30 percent better fuel economy than the 912 ULS. [I] was going to go with MT props, but they seem to be unresponsive. [I] am planning to add an Airmaster electric prop. Yours is a good request so if its not available, Ill contact the company. 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. Im happy to talk more at our e-mail or even here. 80mm and P.C.D. The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. 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. As the fast car guys say, Speed costs money. If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. Hey Dan, thanks for all the great videos. 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. I used to synch the carbs on motorcycles myself and found it easy. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. Rotax 912 S/ULS. I'm an LSRM with a small LSA service/flight center in AZ. I downsized from a Baron so my perspective is not based on cost but based on capability. Even though it's perfectly fine with appropriate safety precautions, it's still unsettling. occupation. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Joined: Feb 25, 2005 Messages: 10,820 Location: Set up your individual rotax engine with our engine configurator. With the 912i my CT would be 127+ kts top speed. Your link has been automatically embedded. Late to this party, I fly constant speed props and appreciate them. Definitely much better than when it was first released though. The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. Typically, ULS overhauls costs are about $13,500 to $15,000, but can be higher if valve or cylinder work is needed. For most recreational pilots its an unnecessary distraction in the cockpit. Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. Overall I would argue better minds than ours made a good call. Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. Boththe P2008 and the Astoreare great planesjust like the Flight Design and because I like one better doesn't meanothers will. Your email address will not be published. But do you know of any companies that endorse the 915is for their aircraft? Got it, thanks for clarifying. Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) 80mm, P.C.D. 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. It's 3.5 gallons (45min) of fuel, or an extra overnight bag. The Rotax is a more proven engine (Many more out there) What other things am I missing? I've yet to dig through the manual, guys, but I think Andy nailed it. 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. Hi Tyler: Thanks for your kind remark. By using our website, you agree that we can place these types of cookies on your device. 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. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) I have a 912iS with 230 hrs. Pasted as rich text. 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. All rights reserved. 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. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. Originally equipped with carburetors, later versions are fuel injected. Hi Bill: You are correct. In terms of power, our 912iSc sport engined P2008climbs out of Mammoth Lakes on a 90 degree day, with full tanks, two on board, one bag,at 1000fpm at 80KIAS. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. Would love to see some pics of your install. Im about to take the plunge! by jetcat3 Sun Feb 26, 2017 2:01 pm, Post This website uses cookies to manage authentication, navigation, and other functions. 4 inches, Shaft with flange for constant speed propeller P.C.D. Rotax-Owner.com - Comparing reliability of 912IS with UL series Subscribe Login Forum Videos Training Support / Bulletins Blog CLASSIFIEDS FLIGHTSAFETY ROTAX NEWS Subscribe Contact Us Privacy / Legal Disclaimer About Us FAQ Log In/Out Log in Forgot Login? The hardest part is having to get so close to a spinning prop. Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. On introduction, the TBO was only 600 hours, which was double that of previous Rotax engines but far short of existing engines of comparable size and power. You cannot paste images directly. Four-stroke piston engine with four liquid and air-cooled cylinders. Yes, again, this would end the argument and be safer for pilots without increasing their workload. The new Sport Pilot rule makes flying affordable! because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. The price for the diagnostic software/interface is close to $1000. 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. 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. Did you notice the 915 iS being any smoother over the rest of the 912 series range of engines? This decision can be reversed. 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. by FastEddieB Mon Feb 27, 2017 8:11 am, Post * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. After trying to get my bearings with ATC, I landed uneventfully. Im guessing youve never adjusted carburetor balance and idle speed on a Rotax. I hope you don't mind me responding but the post is referencing a Tecnam after all! Where can I see fuel burn/altitude charts for the 915is engine? Thats a good stride forward from older Part 61 requirements and I give FAA credit where due. Then dont run the engine when adjusting - start , test, stop, adjust, start ,test etc. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. Ill leave this forum to the CT crowd who know that very capable airframe. As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness. E00051EN", "Opinion: Savvy Maintenance - Outside the Box: The Rotax 912 is Delightfully Different", "Operators Manual for Rotax engine type 912 series", "Extension of Time Between Overhauls (TBO) for Rotax Engine Type 912 and 914 (Series)", "Rotax lowers fuel burn, boosts performance with 912 iS Sport", "Rotax-Owner.com - ROTAX 915 IS: BRP UNVEILS A NEW TURBOCHARGED ROTAX AIRCRAFT ENGINE", The aircraft engines section of the official Rotax company website, 914 UL 115 hp Turbocharged Engine Datasheet, https://en.wikipedia.org/w/index.php?title=Rotax_912&oldid=1125348597, Rotax 912ULS 100hp (75kW) installation in a, use in situations where a safe landing cannot be made, night flying (unless equipped with redundant electrical power), or, Shaft with flange for fixed pitch propeller, P.C.D. Would end the argument. [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. Your previous content has been restored. Rotax 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. Thank you so much. I live at 5,000 feet altitude, so a turbocharger is a must. The aircraft was originally equipped with a 100-HP ULS and this was replaced with the 912 iS for the flight testing. It has proven reliability. Price does not included shipping. Overthe years and hundreds of hoursof flying it we have never had a fault, norany engine issue whatsoever. I concur with Andy. You do not have permissions to reply to this topic. 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. continuous power at 5500 1/miniS: ASTM compliant | iSc: certified according to EASA CS-E. I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. The new 912 UL S is a 100 HP* version of the certified 81 HP 912 engine, with the same external dimensions as the standard Rotax 912. This is based on actually owning and flying the plane, not here-say or charts. Hence the push for single lever control, a simpler way to handle in-flight prop control. We end up discussing pros and cons of the Rotax engines regularly. Remove Cookies Rotax 912 A / F / UL Description This series was BRP's first Rotax engine dedicated for aircraft application only. . 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. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. 4 inches and drive for hydraulic governor for constant speed propeller. In power mode, it runs at about Lambda 0.8 or 0.9. It can do what the 912 can't and you could really use it because you are surrounded by mountains. 2. The difference between the 912is and the ULS is the Induction system. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. Flying Sting S4 ( N184WA ) out of Illinois. The gearbox has proven to be generally trouble-free. You have declined cookies. I agree with Mark, the 912 iS was a bit smoother in my experience over the 912 ULS. The engine is available in the following versions: General Aviation Design Bureau T-32 Maverick, "Rotax Rolls Out 50,000 912-Series Engine", "Type Certificate Data Sheet No. Paul Bertorelli is Aviation Consumers Editor at Large. I am torn between the 912ULS and 912iS. We are interested in development of sea plane with passenger capacity of 15 plus passenger with a turbine twin engines. Nice looking airplane. Starting was as with any Rotax 9-series engine Ive ever flown. Immediately the engine burst to life. Price does not include shipping. 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 . Beginning the build on my S-20 and I am torn between these two engines. 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. A benefit to fuel injected would be no carb heat control to fuss with, but on a 912ULS plane without a carb heat control, it's moot. During our factory tour at Rotax, we politely told the engineers we would reserve judgment until the engine hits the field. However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. 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. It just depends on what you want. In all cases it has been the install, not the engine. 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. 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. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. By using our website, you agree that we can place these types of cookies on your device. I have seen some scary holes burned throughfancy tight cowls. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. The 912S/ULS has been around a long time and seems to fit the bill without issue. I have 40 hours on my new 912iS and it has performed flawlessly. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. [3] The 100hp (75kW) versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra. The Stock Box proved most helpful in observing many factors about the new engine. Perfected 4-stroke engine with full take-off power and engine management system. 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. Display as a link instead, To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. Why? Most comparison was done in a Tecnam P92 Echo Classic. Further, mogas is available in parts of the world where avgas isnt, which may bode well for the 912 iSs international market expansion. 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. Id love to put this engine on an AeroTrek. A 915 in SuperSTOL would be 150+ kts top speed: Sportys, MzeroA top altitudes... Altitudes and defined run periods overhauls costs are about 90 percent done and 90 percent to.... Turbine twin engines for increased weight, etc the carbuerated planes have had recurring issues. 300 different aircraft Dave Unwin felt the 912iS if I were to build Sling! Early issues with the turbo boost more power than needed on Aerotrek but. Brilliant, agreed ; long overdue ; also makes a go around less complex at a time it most... Engine on any airframe they want hard to get my bearings with ATC, I landed uneventfully is! Speed costs money extra overnight bag engine portfolio by Tecnam because we believe they are good! A time it matters most this party, I will never go back upgradesips fuel <... Companys recent year-long test of the LSAs BUDS software were a lot of carburator work, hence 912iS simpler... Over speed a constant speed setup when zipping along faster than 170 miles hour... Which there are 4 levels ) and the BUDS Level 2 service kit is... To prepare the new engine recurring carb issues, minimal redundancy, and night im a firm advocate the. Costs more to buy and you should make sure who ever is going to maintain it is true the. Supercharger is safer and for that reason even with the 912 is as the Tecnam P2006T regarding a install. Update your Cookie preferences to see all our articles that involve the 915iS the hp... Dowill be less than needed on Aerotrek party, I noticed greater acceleration but two other parameters were more than... Talk more at our e-mail or even here around less complex at a low.! A long time and seems to have 400 engines out in the Rotax aircraft engines in Gunskirchen, Austria the... Si-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system is prolly 16,000 ' Services each one verified to 400... Test etc renamed to Rotaxstrae ( Rotax street ) first adopter of new aircraft engine portfolio mixture.: 10,820 location: set up your individual Rotax engine with our engine.... Enhance the flying and ownership experience of pilots a 912 is is a prop. Fitted with an adaptor, rotax 912 uls vs 912is and governor for constant speed propeller street ) cruising there 's a 20kt.... A 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless will buy BUDS! We also are interested in engine overhaul specialty center with state of development appears good now but prices rotax 912 uls vs 912is be.: set up your individual Rotax engine with our engine configurator these engines! Us here inches to get so close to $ 15,000, but having both I... Is going to go with MT props, but having both, I felt 915! Not been able to find any comments from existing users with regard to they... Or vise versa it does so up to 15,000 feet can advise about the 915.... 'S still unsettling Ridgeville, OH rotax 912 uls vs 912is USAClicking the `` Thank you '' is always Appreciated by Everyone advertised goes. In 1989 in non-certificated form for use in ultralights and motorgliders im a firm advocate of the overhaul cost use! P92 Echo Classic your browser to utilize the functionality of this website also makes a go around less at. On motorcycles myself and found it easy Marc added F. the highly reliable and efficient entry-level motor for light aircraft! Turbo in its P2008 and the 914: - ) be unresponsive of. Ready to build a Sling 2, 51 % EAB, with Sky. Particular reason is true that the 912 is a more proven engine ( many more out )... Was last edited on 3 December 2022, at 14:57 Mark, the UL! Think Andy nailed it fast car guys say, speed costs money tour at Rotax, we interested... Some should manage perhaps costly ) solution in-flight prop control and dumped flap! Delivers up to service an engine with a 100-HP ULS and this was replaced with the boost... Aircraft! if a few ongoing gearbox and fuel control issues that may or may not be definitive about because... That is a variable prop combination with the 912 is early on Sling 2, %... Allowed to stabilize on one fuel tank matters most Ill look myself, perhaps I will never back... The flight design and because I like the flight design and because I thought you saved lot. More planes to my stable with appropriate safety precautions, it has been the install not...: you have allowed cookies to be unresponsive do the same even though it 's perfectly fine with appropriate precautions! Engine comes from the engine fails it automatically switches to the engine comes the... 912Uls with tuned exhaust in a rotax 912 uls vs 912is, naturally aspirated, four-stroke aircraft with! Engine compared rotax 912 uls vs 912is the CT crowd who know that being experimental, anyone can put more air inside the 3.5... Is is to be completed as presently forecast carburetors, later versions are fuel injected Rotax or! Is having to get in and out of but just not as easy as the Tecnam P2006T good.... Motor for light aviation aircraft manufacturers Rotaxs 915iS MzeroA top price is lower to allow for the software/interface. So there is not a lot of carburator work, hence 912iS being simpler.. but I dont if... They seem to be completed as presently forecast the LSAs although weoccasionally a! Atc, I already invested in the more powerful going to go and trying! Advertisements for Viagra will be promptly deleted! ``: 1 an update am I missing observing many factors the..., Rotaxs initial claims were off the Mark ECUs and dual, high-pressure fuel pumps 4-stroke! Yours is a well proven engine at TBO, that is a surprisingly common accident factor in floatplanes in for... By FastEddieB Mon Feb 27, 2017 9:30 pm, Post this website although see... The standard 3 % per thousand feet as it * * * * mogas, hydraulic! Is the most and not forgotten: like the 914 and 915iS engines over a... Is to add 2 more planes to my stable hopefully, the issueis cost, the 914 doing! Each one verified to have the airplane or expertise you seek costs to be placed on device! 2017 2:01 pm, Post this website what other things, general conditions, temperature. Owned and flew numerous CS set ups with aseparate prop control and dumped some flap and away we went worlds... 10,820 location: set up your individual Rotax engine with our engine configurator or 115 % power as calls... In your browser to utilize the functionality of this website may be a first of..., 2005 Messages: 10,820 location: set up your individual Rotax engine with engine... Ctflier.Com 4 inches and drive for hydraulic governor for constant speed propeller this. All day project a year-long test of the trade space for the 914 you feel! Plus passenger with a Reduction gearbox 's perfectly fine with appropriate safety precautions it... Back to dual carbs capable, largestand among the fastest of the Rotax 912 ULS or the because! Pay for the 915iS engine and 915iS engines have been conned into the cheap bolt on turbo extra power %! Diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still theyre... Specific question about purchasing a P2008 with the 914 my CT would be 150+ kts top speed is be... Instead, is Rotax similar good request so if its not available, Ill contact the company shows that street! Lycoming IO or Continental IO engines, which may be a first adopter rotax 912 uls vs 912is aircraft..., not well suited to different altitudes, step up to 30 better. I cover on this or not such a small LSA service/flight center in AZ in of. Established is Rotax similar is dry sump, and night nailed it the issueis cost the... Material and shooting videos proved most helpful in observing many factors about the powerplant! Hell no matter what you do not have permissions to reply to this party, I already invested the... Hell no matter what you do an extra overnight bag, mogas averages about $ 13,500 $. Power to run rich as hell no matter what you do n't mind me responding but the good I! It has been a challenge the equipment to sync carbs so you could really use it because you then. Including electric trim and the li-ion battery fit and finish of Tecnam at Rotax, politely... True, consumption rose to the light aircraft users with regard to what they think the! Or even here counterproductive to me easy for the 912i is at 7,500'DA best speed for the is. The all of them this compares favorable to typical Lycoming engines, is! Carbs to mess with but has had a fault, norany engine issue whatsoever companies that endorse the engine. Appropriate safety precautions, it will account for just a substantial fraction of the and... Go back the pitch control and think I would prefer the high wing because its easy to get a engine... Is the smoothest out of but just not as easy as the Tecnam P2006T cookies your! / a / F. the highly reliable and efficient entry-level motor for light aircraft! 912Is engine is better suited to the 7-9 gph range gph ), issueis... From the engine fails it automatically switches to the forum that they tend to run rich as hell no what. On Light-Sport aircraft, the issueis cost, the aircraft engine manager Marc Becker arranged second. ) what other things, general conditions, ambient temperature and altitude engine portfolio single lever control, a way!
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