I believe that the iS line of engines is thefuture of aviation and that Rotax will give Lycoming and Continental a run for their money. Climb was 1,000 fpm. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek. I have always been drawn to the fit and finish of Tecnam. If the one for the engine fails it automatically switches to the other stator. 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. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS. I believe this is because of the slightly lower compression ratio but I could be wrong on that. Set up your individual rotax engine with our engine configurator. *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. We have been conned into the cheap bolt on turbo extra power. I had some issues with gearbox, however all corrective work was in warranty. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. Having said that I chose FD 3 times in a row for some particular reason! 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. Engine with the best-in-class power-to-weight ratio. Climbs to 12,000 will have a night and day difference as well. You must have JavaScript enabled in your browser to utilize the functionality of this website. The price for the diagnostic software/interface is close to $1000. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. By using our website, you agree that we can place these types of cookies on your device. Really sets you back in the seat compared to the 912. 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. Starting was as with any Rotax 9-series engine Ive ever flown. I downsized from a Baron so my perspective is not based on cost but based on capability. 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. The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain. When CS prop approval hits, many owners with carbd engines will likely regret their decision. by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post Christian jockeyed them around liberally without detriment. Flying the new 915iS in an Aquila light aircraft. Sign up for exclusive offers and product announcements from ROTAX. Notify me of follow-up comments by email. 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-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. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. Change Cookie Consent 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. The biggest risk with constant speed props is leaving them cruise pitched on approach, and then not having full power in an overshoot scenario. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. Why in Gods name do you insist on perpetuating the idea that pilots with a Light Sport or Recreational license are incapable and inferior to someone with a PPL? Nice looking airplane. 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. Our expectation is to have 400 engines out in the fieldby year end, Marc added. 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? Overall I would argue better minds than ours made a good call. Hey Dan, thanks for all the great videos. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. Belvoir Media Group, LLC. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits 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). Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. But the CTLSi has some add ons, including electric trim and the li-ion battery. 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. 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. For that question Im a firm advocate of the injected engine. Obviously, the cost savings for owners using mogas in the Rotax enginesand many dowill be less. With the 912i my CT would be 127+ kts top speed. Must be due to the turbocharger and lower compression ratio. No other modifications were done, according to Mitter, other than fuel plumbing. The following are what I have discovered: 1. Glad it was a VFR flight in good weather. Id love to put this engine on an AeroTrek. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post That sounds dubious to me. I would stick with the 912i. The discussion forum for Sport Pilots and Light Sport Aircraft, Post Plan on attending the Annual Sport Pilot Expo. We live in the KMNE/KDTO area and seek advice. engine management system. Clear editor. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. If the latter is not familiar to you, dont worry about the detail for now but see an important point below*. 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. 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. 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. Diesel engines from SMA, Thielert and Austro do a bit better than this at 0.35, but when mogas versus Jet-A or diesel prices are factored, the fuel operating costs for these engines are more comparable. [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. Thanks for reading and watching! 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced. But more likely, it will account for just a substantial fraction of the overhaul cost. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. 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. 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. Your email address will not be published. [I am] building a Just Aircraft SuperSTOL with rotax 915 engine not a simple task! It's 3.5 gallons (45min) of fuel, or an extra overnight bag. 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. Rotaxs 915iS uses the same displacement as the 912iS. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. M O S A I C It features liquid-cooled cylinder heads and air-cooled cylinders. This was done at multiple altitudes. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. Aircraft ; Technical details . But in the wrong direction, if the companys recent year-long test of the 912 iS is to be believed. I was replying to Jay who said he was doing a SS build with a 915 and was hoping to see what he mentioned in his post. Set up your individual rotax engine with our engine configurator. 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. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. Looking forward to the fewer pneumatic synchronizations! Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. A year-long test by the company shows that the 912 iS delivers up to 30 percent better fuel economy than the 912 ULS. 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". you mean confidence because its well known? Im happy to talk more at our e-mail or even here. 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. 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. 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..? After trying to get my bearings with ATC, I landed uneventfully. What make and model of turbocharger does Rotax use on the 914 and 915is engines? Electronically-controlled fuel injection is the greatest difference between these two engines, and it is a considerable one. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. Impressive but no more horsepower than the ULS and likely less in many conditions. 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. In a four-cylinder, high-RPM geared engine, that sounded like an overpromise. In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. This seems to have left us with a choice of either a Rotax 912 ULS or Rotax 912 iS. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. Rotax aircraft engine manager Marc Becker arranged a second flight with Christian, this time in a Diamond Katana powered by a Rotax 912iS. At this setting the 914 is making a lot more horsepower that a 912. 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. Rotax 912 S/ULS. A $20,000 more than the ULS and $8,000 more than the 912is! However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 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. Thats a good stride forward from older Part 61 requirements and I give FAA credit where due. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) 2:43:1 Gear Reduction, Electric Start and Engine Mount. Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. Thanks. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. We are about 90 percent done and 90 percent to go. Fuel consumption was higher than I expected, but speed was also higher. Reconsider Cookies [3] The 100hp (75kW) versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra. Ill leave this forum to the CT crowd who know that very capable airframe. and ROTAX factory in Gunskirchen, Austria. 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 have also reported that the agency made errors previously, such as demanding reciprocating engines (thereby inadvertently eliminating electric), and we are working to find remedies. 80mm and P.C.D. 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. How fast do you want to go?. I have 40 hours on my new 912iS and it has performed flawlessly. (You must log in or sign up to reply here. 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). The lightest engine in the Rotax aircraft engine portfolio. We have excellent design capability skills available in metal or composites. superstol2019@miketiffee.com. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. industrial art! Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). Thanks again, love all the interviews and flight videos. However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. 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 ? [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. 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. 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. 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. For everyone else simplicity is probably best. Rotax Powertrains . I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. On 8 March 2012 the company displayed its 912 iS variant, a 100hp (75kW) version with fuel injection and an electronic engine management unit. Your previous content has been restored. Thanks, George. The 912ULS has a single stator with 2 poles that are used for the ignition. You have declined cookies.
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