Lets do the same thing for increased weight, complex, and night. 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. Acknowledged that and hit the throttle. But in the wrong direction, if the companys recent year-long test of the 912 iS is to be believed. And, there were a lot of SBs on the 912 iS early on. [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). Our price is lower than the manufacturer's "minimum advertised price." To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. Similar to Lycoming IO or Continental IO engines, which have automatic mixture . How hard is it to synch carbs on a Rotax? What make and model of turbocharger does Rotax use on the 914 and 915is engines? industrial art! Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. 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. Thanks! Fuel consumption was higher than I expected, but speed was also higher. The hardest part is having to get so close to a spinning prop. On the other hand, pilots always seem to like more power so they may add that engine in time. 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. Even though it's perfectly fine with appropriate safety precautions, it's still unsettling. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. which has a control box. *** DeLand Showcase yes, Ill be present, dashing about gathering article material and shooting videos. 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. That would be sweet! All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. We are going to have to The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. 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. We are about 90 percent done and 90 percent to go. Change Cookie Consent Learn how your comment data is processed. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. 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. *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. Adam, Stress is actually a little less therefore with the turbo engine, he said. 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. Your previous content has been restored. 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]. Much better and cheaper than MT prop. The UL Power has 30 more HP 4. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. 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. Low-weight engine with excellent performance at high altitudes. In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. This was done at multiple altitudes. You do not have permissions to reply to this topic. Until then, single lever control is an elegant (if presently somewhat costly) solution. you mean confidence because its well known? Just want to better understand Pros and Cons of the 912iS vs. the 912ULS. Ill leave this forum to the CT crowd who know that very capable airframe. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% . It can do what the 912 can't and you could really use it because you are surrounded by mountains. 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). Really sets you back in the seat compared to the 912. Is Rotax similar? 80mm and P.C.D. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? Ive been loving your reports! I believe it had been started but had a very weak battery. 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. Toying with the idea of adding a second aircraft to my stable. Nothing like a 40% boost in power to launch an aircraft into the sky. Flying the new 915iS in an Aquila light aircraft. I have a 912iS with 230 hrs. 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. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. 912iS. 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. 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. 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. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. Use spaces to separate tags. Your email address will not be published. There was a place making a manual mixture control for the Bings, but I've recently heard some pretty disturbing reports of issues with the new version and their lack of support. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Would end the argument. At thisstage of the LSA market, buying a carbd Rotax is truly short sighted in my view. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. It was still powerful. Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN)520-349-7056 Cell. It is more than most sport pilots may prefer and more than some should manage perhaps. Definitely much better than when it was first released though. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Electronic fuel injection requires electrons. Sign up for exclusive offers and product announcements from ROTAX. You have declined cookies. A $20,000 more than the ULS and $8,000 more than the 912is! 2:43:1 Gear Reduction, Electric Start and Engine Mount. [6] The version weighs 63kg (139lb), which is 6kg (13lb) more than the standard 912S. I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. The lightest engine in the Rotax aircraft engine portfolio. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. (Tom, do you concur?). In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. - All Rights Reserved. The 912S/ULS has been around a long time and seems to fit the bill without issue. 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. 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. Just make sure you know what you're getting into. Clear editor. Fuel needs of both 915iS and 912iS are essentially the same. Yes, again, this would end the argument and be safer for pilots without increasing their workload. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. In power mode, it runs at about Lambda 0.8 or 0.9. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post Upload or insert images from URL. In my opinion, this is not a simple decision. [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. (Both will remain available for now.) 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. The aircraft was originally equipped with a 100-HP ULS and this was replaced with the 912 iS for the flight testing. I agree with Mark, the 912 iS was a bit smoother in my experience over the 912 ULS. When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. 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. Please update your cookie preferences to see this video. [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. Thanks again, love all the interviews and flight videos. Best of both worlds, fuel injected and turbo! 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. ROTAX 912 UL 80 ENGINE $7,500 ACCEPTING OFFERS 2006 Rotax 912 UL 80 with with 545 hrs for sale Logbooks, . The addition of a controllable pitch propeller may require a single lever control, at present a single lever control is not required. Which is your favorite (and why)? 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. superstol2019@miketiffee.com. Would love to see some pics of your install. Your email address will not be published. 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. 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. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. Hey Dan, thanks for all the great videos. Rotax 912iS versus the 914 Turbo - Which One. 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. 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 newer 912IS has new technology which one would think would make everything better. by Warmi Mon Feb 20, 2017 6:15 pm, Post Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. , this is not required comment data is processed the argument and be safer for pilots increasing... That engine in time use on the 914 Turbo in its P2008 and Astore 's! Seat compared to the Rotax 914, was introduced in 1996 are about 90 percent done and 90 done! I hear negativity about the 914 Turbo - which one would think would make better... Technology, full fadec w automatic lean of peak operation below 97 % pitch propeller may a... 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Power so they may add that engine in the wrong direction, if the companys recent year-long test the!