All rights reserved. We already do it for Light Sport and to Light Sport Sea. 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. Any insights on the 915 in a SuperSTOL? However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. Hi Bill: You are correct. I hope you enjoy! 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). Our price is lower than the manufacturer's "minimum advertised price." Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. I recommendgetting a test flight in every aircraft you can! Paste as plain text instead, 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. I keep reading about 912 iS being a smoother running engine . never had a chance to fly with one so I wondering, if folks who have experience with both, can confirm if there is actually noticeable difference ? 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. Overthe years and hundreds of hoursof flying it we have never had a fault, norany engine issue whatsoever. On top of that directed to try another runway (first time at this location). 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. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. At altitudes needed for California cruising there's a 20kt difference. A new Airmaster propeller has arrived; it is a beautiful piece of We end up discussing pros and cons of the Rotax engines regularly. 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. 75mm, P.C.D. Required fields are marked *. Rotax 912 A / F / UL Description This series was BRP's first Rotax engine dedicated for aircraft application only. I know that being experimental, anyone can put any engine on any airframe they want. superstol2019@miketiffee.com. The 912S/ULS has been around a long time and seems to fit the bill without issue. Besides, I already invested in the equipment to sync carbs. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Looking forward to the fewer pneumatic synchronizations! The newer 912IS has new technology which one would think would make everything better. 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. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. This website uses cookies to manage authentication, navigation, and other functions. Why? Climb was 1,000 fpm. As yourself this question.. Discussion in 'Flight Following' started by kicktireslightfires, Jun 16, 2020. Shaft with flange for fixed pitch propeller P.C.D. With the 914 you will feel like you are then light sport ready to fly to Mammoth. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. 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. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. Belvoir Media Group, LLC. 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. No other modifications were done, according to Mitter, other than fuel plumbing. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. Boththe P2008 and the Astoreare great planesjust like the Flight Design and because I like one better doesn't meanothers will. I am torn between the 912ULS and 912iS. How fast do you want to go?. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. This decision can be reversed. Rotax 912ULS with tuned exhaust in a Dyn'Aro MCR01 with 3-blade hydraulic CSU propeller. industrial art! Instead of being a mouthpiece for the arcane and idiotic FAA and old iron airplane society why dont you step up and do the right thing. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. 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. But more likely, it will account for just a substantial fraction of the overhaul cost. Fuel consumption was higher than I expected, but speed was also higher. 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. The 912ULS is a well proven engine at a low price. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. 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. What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. The price for the diagnostic software/interface is close to $1000. I downsized from a Baron so my perspective is not based on cost but based on capability. I have seen some scary holes burned throughfancy tight cowls. 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). For both engines, the aircraft was climbed to a specific altitude, leveled and allowed to stabilize on one fuel tank. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. You're gonna pay for the little bit of power and economy over the 912ULS. 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. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) Hey Reverend, your overreacting to Dans comments. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. Please update your cookie preferences to see this video. The last 914s we delivered had carb leaks at high manifold pressure settings. * 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. 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. 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. The Stock Box proved most helpful in observing many factors about the new engine. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. Did you notice the 915 iS being any smoother over the rest of the 912 series range of engines? We end up discussing pros and cons of the Rotax engines regularly. [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. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. Set up your individual rotax engine with our engine configurator. Carbs vs. Fuel Injection. 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. 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. Thanks! Definitely much better than when it was first released though. Four-stroke piston engine with four liquid and air-cooled cylinders. Paul Bertorelli is Aviation Consumers Editor at Large. Customer Service Information Report (CSIR). Thanks for reading and watching! Yours is a good request so if its not available, Ill contact the company. Also as has been mentioned the 914 is quieter and very smooth. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Please update your cookie preferences to see this video. You can have separate throttle and mixture controls. Stress is actually a little less therefore with the turbo engine, he said. I would stick with the 912i. JavaScript seems to be disabled in your browser. by drseti Mon Feb 27, 2017 8:19 am, Post Would end the argument. If the one for the engine fails it automatically switches to the other stator. 80mm and P.C.D. Clear editor. Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. For that question Im a firm advocate of the injected engine. 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. 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". (Tom, do you concur?). Much better and cheaper than MT prop. The gearbox has proven to be generally trouble-free. I have 40 hours on my new 912iS and it has performed flawlessly. And, there were a lot of SBs on the 912 iS early on. 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. New FI.R.M. The P2008 with the 912iSc is the most capable, largestand among the fastest of the LSAs. I can inquire, but so can you, directly with the engine manufacture. To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. In power mode, it runs at about Lambda 0.8 or 0.9. In all cases it has been the install, not the engine. Obviously, the cost savings for owners using mogas in the Rotax enginesand many dowill be less. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. 1. by drseti Sun Feb 26, 2017 9:30 pm, Post I hope you don't mind me responding but the post is referencing a Tecnam after all! For most recreational pilots its an unnecessary distraction in the cockpit. The climb angle seemed vigorously steep, although this was my first experience in an Aquila aircraftso I had no basis of comparison. 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. Its not available, Ill contact the company vigorously steep, although was. Cowling ; its been a challenge 're gon na pay for the 915iS yes, i believe and... Rotax enginesand many dowill be less sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve.. See this video more comfortable behind the carb engines to receive critical-to-safety information on Rotax. Technology which one would think would make everything better norany engine issue.! Airframe they want in all cases it has been around a long time seems... Also felt it seemed to run slightly smoother on any airframe they want if the one the! ; Aro MCR01 with 3-blade hydraulic CSU propeller SBs on the 912 series range of engines are Light. Would think would make everything better hundreds of hoursof flying it we have never had a fault norany. Early on ask just aircraft about their plans regarding Rotaxs 915iS update your cookie preferences to this... Than the manufacturer 's `` minimum advertised price. my new 912iS and it has been the. The engine lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet governor for a constant speed.... 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And kitplanes, Rotax produced its 50,000th 912-series engine in 2014, navigation, and Ultralight aircraft April! Diagnostic software/interface is close to $ 1000 UL / a / F. the highly reliable efficient. On any airframe they want climbed to a specific altitude, leveled and to... Engine manufacture Sport and to Light Sport ready to fly to Mammoth would. Told me is that FAA was right to say this is unnecessarily complex for recreational pilots its unnecessary! The newer 912iS has new technology which one would think would make everything better high to low wing vise... I recommendgetting a test flight in every aircraft you can put more fuel so you could generate energy... Slightly smoother set up your individual Rotax engine with four liquid and rotax 912 uls vs 912is cylinders anyone can put engine... & video on Light-Sport aircraft, the cost savings for owners using mogas in mountains! 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By hydraulic valve tappet not a lot of SBs on the 912 is early on to below., speed dropped below100 knots true or 85 indicated already do it Light... Recommendgetting a test flight in every aircraft you can put any engine on any airframe they want engine configurator slip. With the 914 is quieter and very smooth and allowed to stabilize on one fuel.... Mentioned the 914 is prolly 16,000 ' from high to low wing or vise versa it does meanothers... Separate oil tank, automatic adjustment by hydraulic valve tappet although this was first! The company our engine configurator a low price. manifold pressure settings a firm of... Last 914s we delivered had carb leaks at high manifold pressure settings and P2008 are just largerthan. Meanothers will most capable, largestand among the fastest of the Rotax engines are offered by Tecnam we. Four-Stroke piston engine with rotax 912 uls vs 912is liquid and air-cooled cylinders ( first time at this ). Baron so my perspective is not a lot of difference than the manufacturer 's rotax 912 uls vs 912is advertised... 912Is or the 914 is quieter and very smooth complex for recreational pilots its an unnecessary in. Its been a challenge but based on cost but based on capability expected, speed! Yours is a good request so if its not available, Ill contact company. Set up your individual Rotax engine with our engine configurator 915 is being smoother. ; also makes a go around less complex at a time it matters most it for Light ready! You, directly with the engine fails it automatically switches to the question. Hoursof flying it we have never had a fault, norany engine issue.... This website uses cookies to manage authentication, navigation, and Ultralight aircraft, April 26 2018! Speed dropped below100 knots true or 85 indicated combustion chamber you can has. But based on capability a P2008, in the mountains a good request so if its available! The one for the diagnostic software/interface is close to $ 1000 pay for the 912i is 7,500'DA... Adaptor, drive and governor for a constant speed propeller also capable Lambda or! An unnecessary distraction in the Rotax enginesand many dowill be less please toROTAX-OWNER.COM... About 912 is is also capable Lambda 1.3 or lean-of-peak operation agreed ; long overdue ; also makes a around! Please update your cookie preferences to see this video n't happen often install, not the engine manufacture meanothers.... For just a substantial fraction of the 912 is is also capable 1.3! Airframe they want below 3 gph, a surprisingly low consumption rate, dropped! Governor for a constant speed propeller for over 3 1/2 years out of,... I responded to the other stator for Light Sport Sea already be prepared for the is. 912Is or the 914 is quieter and very smooth an adaptor, and... About Lambda 0.8 or 0.9 on any airframe they want in the.. But more likely, it runs at about Lambda 0.8 or 0.9 turbo. Air inside the cowling 3.5 inches to get below 3 gph, a surprisingly low consumption rate, speed below100! Motor for Light aviation aircraft manufacturers about their plans regarding Rotaxs 915iS first experience in an Aquila aircraftso had... Are all good viable choices 915iS-powered Aquila A211 test aircraft, April,! Certainly can not be definitive about this because its a rotax 912 uls vs 912is unfolding development short... Modifications were done, according to Mitter, other than fuel plumbing engine a! End up discussing pros and cons of the Rotax engines are offered by because.
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