Price does not include shipping. The 912 iS is slightly heavier than the ULS, but this appears not to have been a factor in the trials. Sign up for exclusive offers and product announcements from ROTAX. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. 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. 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. When CS prop approval hits, many owners with carbd engines will likely regret their decision. 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. Then the fuel source was switched to a second tank and the consumption precisely measured on the ground after exactly an hour of flight. By using our website, you agree that we can place these types of cookies on your device. I have been thinking ULS for great history, lower cost, lower weight, etc. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. Paste as plain text instead, Its numbers rival diesel performance. engine management system. You cannot paste images directly. Price does not included shipping. Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN)520-349-7056 Cell. But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. Bill Hertzel Rotax 912is North Ridgeville, OH, USAClicking the "Thank You" is Always Appreciated by Everyone. 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. Just want to better understand Pros and Cons of the 912iS vs. the 912ULS. At altitudes needed for California cruising there's a 20kt difference. Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. Marc Becker summarized, The 915iS is about 12 kilos (26 pounds) more for the engine only; 40-50 more pounds when installed and about 3,000 ($3,750 at todays exchange rates) more than the 914. It is significantly more than the 912iS, as you should expect for an engine with substantially more power and the ability to use that power up to higher altitudes. I know there have been issues with the 912iS, but is it all done with? Your link has been automatically embedded. When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. 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. Christian jockeyed them around liberally without detriment. Ive been loving your reports! [Turbo pressure multiplied by compression ratio] is obviously higher than the compression ratio of a naturally aspirated albeit having a higher CR on its own. The aircraft was originally equipped with a 100-HP ULS and this was replaced with the 912 iS for the flight testing. What make and model of turbocharger does Rotax use on the 914 and 915is engines? Acknowledged that and hit the throttle. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. However, the engine received US Federal Aviation Administration (FAA) certification in 1995, and by 1999, the TBO had increased to 1,200hours;[3] on 14 December 2009, the TBO was raised from 1,200hours to 1,500hours, or 1,500hours to 2,000hours, depending on serial number. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. Price does not include shipping. I have always been drawn to the fit and finish of Tecnam. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post Perfected 4-stroke engine with full take-off power and engine management system. This is based on actually owning and flying the plane, not here-say or charts. *** DeLand Showcase yes, Ill be present, dashing about gathering article material and shooting videos. Until then, single lever control is an elegant (if presently somewhat costly) solution. by FastEddieB Sun Feb 26, 2017 2:48 pm, Post Joined: Feb 25, 2005 Messages: 10,820 Location: *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. Boththe P2008 and the Astoreare great planesjust like the Flight Design and because I like one better doesn't meanothers will. 2:43:1 Gear Reduction, Electric Start and Engine Mount. We use continuously and can cruise near 200mph. Sign up Top Rotax-Owner.com The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. superstol2019@miketiffee.com. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. Highly recommend. 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. Fly with an instructor, show your competency and get signed off. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. I know that being experimental, anyone can put any engine on any airframe they want. It can do what the 912 can't and you could really use it because you are surrounded by mountains. You have allowed cookies to be placed on your computer. Thanks again, love all the interviews and flight videos. While from different manufacturers the two airframes I tested were more alike than different. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. Once at altitude, Christian demonstrated use of the throttle and prop controls this was not a single lever control airplane to adjust for speed or economy. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. 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. No power means no fuel (regardless of how much spark you have), resulting inno power! The following are what I have discovered: 1. 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. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 2:43:1 Gear Reduction, Electric Start and Engine Mount. Our expectation is to have 400 engines out in the fieldby year end, Marc added. Which is your favorite (and why)? Really sets you back in the seat compared to the 912. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% . I have a 912iS with 230 hrs. I enjoyed two flights with Rotax pilot Christian Sixt; this image places us in the Aquila at the Wels airfield where a large club operation is quartered. 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. by MrMorden Mon Feb 27, 2017 8:09 am, Post We end up discussing pros and cons of the Rotax engines regularly. Bashing the FAA while we are trying to work with them seems counterproductive to me. Hey Reverend, your overreacting to Dans comments. Climb was 1,000 fpm. - All Rights Reserved. My dilemma is why should I buy a Rotax when I almost never see FBO prices for 87-92 octane fuels? I have not been able to find any comments from existing users with regard to what they think of the engine. Flying Sting S4 ( N184WA ) out of Illinois. This is a surprisingly common accident factor in floatplanes in particular for whatever reason. I have seen some scary holes burned throughfancy tight cowls. The electronic fuel injected Rotax 912iS is a recent development. Glad you liked the article. I have 40 hours on my new 912iS and it has performed flawlessly. occupation. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. 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. You can have separate throttle and mixture controls. ROTAX 912IS AVAILABLE FOR SALE Rotax 912IS for sale motor was purchased for an aircraft kit project but was never finished motor was installed and ran but as never flown. Personally I prefer the high wing because its easy to get in and out of but I admitI am ahigh wing guy. Please, advertisements for Viagra will be promptly deleted!". Facts . Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Fuel needs of both 915iS and 912iS are essentially the same. If the one for the engine fails it automatically switches to the other stator. The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. I'm an LSRM with a small LSA service/flight center in AZ. Entering the Market Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. 2023 Leading Edge Air Foils, LLC. 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. The iS is a nice improvement over the ULS but is high tech for sure. Takeoff roll is substantially reduced. This was done at multiple altitudes. Many of the early installs didnt have this, mine didnt so we immediately added it and this is likely why we have had zero faults. . Best of both worlds, fuel injected and turbo! In my opinion, this is not a simple decision. Ill leave this forum to the CT crowd who know that very capable airframe. 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. 912 UL / A / F 80 HP. To expand the data envelope, multiple aircraft were refitted with the 912 iS. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. Just make sure you know what you're getting into. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. I'm always reluctant to be a first adopter of new aircraft engine technology. Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. I had some issues with gearbox, however all corrective work was in warranty. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. Definitely much better than when it was first released though. The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced. You're gonna pay for the little bit of power and economy over the 912ULS. Experienced pilots may prefer the control implied by working the levers just as some drivers prefer a stick shift car to an automatic transmission. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. This website uses cookies to manage authentication, navigation, and other functions. 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. Toying with the idea of adding a second aircraft to my stable. During our factory tour at Rotax, we politely told the engineers we would reserve judgment until the engine hits the field. Greaser! Im happy to talk more at our e-mail or even here. Yours is a good request so if its not available, Ill contact the company. It features liquid-cooled cylinder heads and air-cooled cylinders. The 912S/ULS has been around a long time and seems to fit the bill without issue. 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. Rotax Engines - 582, 912ul, 912us, 912iS, 914 & 915iS Usually in stock for the same week delivery to your chosen address. The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain. Please update your cookie preferences to see this video. 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. How hard is it to synch carbs on a Rotax? It is also fitted to some light twins, such as the Tecnam P2006T. 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. 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. 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 To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. No other modifications were done, according to Mitter, other than fuel plumbing. An Astore with 912iS and a P2008 with the 914 :-). The Rotax is $2092 cheaper 2. As a result, my posts to this website may be out of date order but the good news I have lots to report. I would stick with the 912i. Lets do the same thing for increased weight, complex, and night. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. It just depends on what you want. 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. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. Overall I would argue better minds than ours made a good call. We are going to have to 1. I live at 5,000 feet altitude, so a turbocharger is a must. 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 Rotax is a more proven engine (Many more out there) What other things am I missing? Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start. 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. 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. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. [6] The version weighs 63kg (139lb), which is 6kg (13lb) more than the standard 912S. or simplicity? 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. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. I've yet to dig through the manual, guys, but I think Andy nailed it. We have developed a bias towards the fuel injected 912 iS as the fuel savings would cover the higher purchase cost. With the 914 you will feel like you are then light sport ready to fly to Mammoth. But, then, I have never flown nor been a passenger in a single lever set up so By the way, the P2008 is a beautiful plane, as you know. Shaft with flange for fixed pitch propeller P.C.D. 75mm, P.C.D. I prefer a supercharger over a turbocharger anyday. As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness. How fast do you want to go?. It is more than most sport pilots may prefer and more than some should manage perhaps. Thanks, George. We have been having to do by 3Dreaming Sun Feb 26, 2017 10:35 pm, Post That sounds dubious to me. Also, avgas is incompatible with the recommended synthetic oil which cannot hold lead in suspension; consequently, the use of leaded fuel mandates additional maintenance.[3]. The addition of a controllable pitch propeller may require a single lever control, at present a single lever control is not required. 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. Constant speed props are a breeze if your surroundings allows time to think. 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. Such an aircraft is far outside our area of reporting. ROTAX 912 UL 80 ENGINE $7,500 ACCEPTING OFFERS 2006 Rotax 912 UL 80 with with 545 hrs for sale Logbooks, . The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. Thanks! Plan on attending the Annual Sport Pilot Expo. The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. 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. Will you be at the DeLand Aviation Showcase? (Both will remain available for now.) That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. The hardest part is having to get so close to a spinning prop. Ill have to ask if its possible. and ROTAX factory in Gunskirchen, Austria. Engine with the best-in-class power-to-weight ratio. 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. 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. [1] Originally available only for light sport aircraft, ultralight aircraft, autogyros and drones, the 912-series engine was approved for certified aircraft in 1995.[2]. 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. 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. Remove Cookies The new Sport Pilot rule makes flying affordable! The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Discussion in 'Flight Following' started by kicktireslightfires, Jun 16, 2020. The iS, by the way, has dual-injector electronic port fuel injection in place of the ULSs dual Bing carburetors. In all cases it has been the install, not the engine. 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. Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. Upload or insert images from URL. It's 3.5 gallons (45min) of fuel, or an extra overnight bag. 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. by FastEddieB Mon Feb 27, 2017 8:11 am, Post The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. 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. Climbs to 12,000 will have a night and day difference as well. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. 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). 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Cost of getting spun up to service an engine with such a small installed base. Stress is actually a little less therefore with the turbo engine, he said. Clear editor. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. April has been busy starting with a week of Sun n Fun; then a gathering of LSA seaplanes at my home airport the day after; followed by three days of Aero Friedrichshafenin Germany(it runs four days but I had to miss the first);concluding with a journalists-only event at Rotax Aircraft Engines. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? Remove Cookies However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. 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. 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. Flying the new 915iS in an Aquila light aircraft. 75mm, P.C.D. Notify me of follow-up comments by email. Your concerns about pilot workload with a constant speed prop can be addressed by single lever control, an automated prop configuration. Great article! I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Hey Dan, thanks for all the great videos. 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..? Your email address will not be published. Why? About 20 different airframes are flying today.Some 46 different manufacturers are working to prepare the new powerplant. I concur with Andy. Glad it was a VFR flight in good weather. M O S A I C 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. We also are interested in engine overhaul specialty center with state of art facility available for immediate. 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. 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. 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. Rotax 912iS 100 HP* 912 ULS Zenith Aircraft Company recommends the Rotax 912 series engines as the standard powerplant for both the ZODIAC CH 601 series and the STOL CH 701. 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. Reconsider Cookies 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.
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