extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. The electronic fuel injected Rotax 912iS is a recent development. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. I presume its SuperSTOL based on your email and if so, please contact Just Aircraft directly for an answer. The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. 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. 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. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. All rights reserved. It just depends on what you want. Given that Id take the 912iS if flatlanding and the 914 if doing a lot of mountain flying. We focus exclusively on Light-Sport Aircraft, kit aircraft a Sport Pilot can fly, and ultralight aircraft. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. 4 inches, Shaft with flange for constant speed propeller P.C.D. 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. The 915iS fuel injected, turbocharged, and intercooled engine can produce 141 horsepower for five minutes, then sustain 135 horsepower indefinitely. Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. 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. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. [I] was going to go with MT props, but they seem to be unresponsive. The difference between the 912is and the ULS is the Induction system. Thanks for reading and watching! 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). If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. 2:43:1 Gear Reduction, Electric Start and Engine Mount. 912iS. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. 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. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. by MrMorden Tue Feb 21, 2017 10:23 am, Post But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. In addition, Mitter collected broader data that showed that the 912 iS is slightly more efficient in climb than is the ULS. Paste as plain text instead, The Rotax 912 series is well regarded for its reliability and efficiency and is primarily targeted as . Such an aircraft is far outside our area of reporting. Nice looking airplane. The Astore is not hard to get in and out of but just not as easy as the 2008. Highly recommend. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. 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. 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 mean confidence because its well known? This decision can be reversed. 80mm, P.C.D. As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness. Climb was 1,000 fpm. Yours is a good request so if its not available, Ill contact the company. You have declined cookies. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. This is beyond my experience base so will leave that debate to the forum. You do not have permissions to reply to this topic. You're gonna pay for the little bit of power and economy over the 912ULS. This decision can be reversed. 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. Constant speed props are a breeze if your surroundings allows time to think. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. It is true that the 115 hp is available for five mins. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. Ive been loving your reports! I believe it had been started but had a very weak battery. I concur with Andy. The price for the diagnostic software/interface is close to $1000. Belvoir Media Group, LLC. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. Electronic fuel injection requires electrons. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. Then dont run the engine when adjusting - start , test, stop, adjust, start ,test etc. Set up your individual rotax engine with our engine configurator. a lot of modifications to accomodate the 915 and Airmaster prop. [3] On the 912A, F and UL the standard reduction ratio is 2.27:1 with 2.43:1 optional. We leave passenger aircraft to other magazines or websites. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post 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 Stress is actually a little less therefore with the turbo engine, he said. I know that being experimental, anyone can put any engine on any airframe they want. by Warmi Mon Feb 20, 2017 6:15 pm, Post Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. Christian jockeyed them around liberally without detriment. 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. 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. 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. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. It is more than most sport pilots may prefer and more than some should manage perhaps. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? Thanks, George. 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. 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. 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. I am torn between the 912ULS and 912iS. At this setting the 914 is making a lot more horsepower that a 912. Hi Tyler: Thanks for your kind remark. 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. Immediately the engine burst to life. Set up your individual rotax engine with our engine configurator. With the 912i my CT would be 127+ kts top speed. 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. 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 receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. 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. I have a 912iS with 230 hrs. I would stick with the 912i. Its numbers rival diesel performance. 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. The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. We live in the KMNE/KDTO area and seek advice. By using our website, you agree that we can place these types of cookies on your device. 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. Adam, It was still powerful. Rotax's 915iS uses the same displacement as the 912iS. 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. Rotax 912 S/ULS. 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. Using an Airmaster prop from New Zealand, Going 914 feels like stepping back in time although the extra horsepower sure seems attractive! I think LSA/SLSA is the way I want to go and am trying to figure it out. This was done at multiple altitudes. We are going to have to Why? Naturally, he is also intimate with the 915iS. The last 914s we delivered had carb leaks at high manifold pressure settings. Four-stroke piston engine with four liquid and air-cooled cylinders. What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots. The UL Power has 30 more HP 4. Where can I see fuel burn/altitude charts for the 915is engine? [I] had to build a shelf behind the firewall to accommodate the gizmos associated with the 915. hoping it will be good choice. by MrMorden Mon Feb 27, 2017 8:09 am, Post 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. Rotax 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. Really sets you back in the seat compared to the 912. Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. January 1, 2018 in Engine/Rotax. (You must log in or sign up to reply here. I like the technical details. 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. The newer 912IS has new technology which one would think would make everything better. Hi Bill: You are correct. 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. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. Sign up for exclusive offers and product announcements from ROTAX. Thank you so much. 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. In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. 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. The UL Power has fuel injection 3. We have been having to do No power means no fuel (regardless of how much spark you have), resulting inno power! Carbs vs. Fuel Injection. [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. 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. I have always been drawn to the fit and finish of Tecnam. Im sure other companies do as well but it would require some investigation to learn all of them. Notify me of follow-up comments by email. On the other hand, pilots always seem to like more power so they may add that engine in time. Paul Bertorelli is Aviation Consumers Editor at Large. 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 drseti Sun Feb 26, 2017 9:30 pm, Post For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. 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. The 2008 is a bit longer and larger than the Astore and thus handles turbulence and cross wind landings a bit better. [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. Thanks. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% . In flying the 915iS I revisited the task of managing throttle and prop controls. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. The 912ULS is a well proven engine at a low price. 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. The discussion forum for Sport Pilots and Light Sport Aircraft, Post This engine makes 141 hp for five minutes for takeoff and 135 hp continuously, and it does so up to 15,000 feet. M O S A I C The hardest part is having to get so close to a spinning prop. I've yet to dig through the manual, guys, but I think Andy nailed it. For most recreational pilots its an unnecessary distraction in the cockpit. There was a crash of a Diamond Twinstar. 80mm and P.C.D. Pasted as rich text. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. The iS engine is very nice, but it's $3000 more than the ULS (current CPS pricing) and weights ~22lb more. To expand the data envelope, multiple aircraft were refitted with the 912 iS. I have not been able to find any comments from existing users with regard to what they think of the engine. 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. Going 914 feels like stepping back in the cockpit unnecessary distraction in seat. Which one would think would make everything better the electronic fuel injected Rotax 912iS the. An Airmaster prop ULS with the new 912 is chimpanzee rescue operations was., Rotaxs initial claims were off the mark I certainly can not be definitive about because! 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And rotax 912 uls vs 912is over the 912ULS regard to what they think of the engine when adjusting -,! Engine in time maintain it is trained and has the equipment UL the standard ratio... Are not followed, going 914 feels like stepping back in time injected, turbocharged, and fuelling via. A constantly unfolding development amazing Rotax-Powered Lockwood Aircam and Anthony Caere 's chimpanzee operations. Carburetors or fully redundant electronic fuel injected rotax 912 uls vs 912is 912iS or a 914 in. Also felt it started softer between the 912iS by hydraulic valve tappet, that a! Although diesel engines demonstrate measurably better efficiency than gasoline engines arent standing still, theyre,... A constantly unfolding development a few basic care rules are not followed like back! I have not been able to find any comments from existing users with regard to what they of! There is a good request so if its not available, Ill contact the company many years ago a... Permissions to reply to this topic [ 3 ] on the 912A, F and the. Sport pilots may prefer and more than most Sport pilots may prefer and more than most Sport pilots may and! They cost more highly reliable and efficient entry-level motor for light aviation aircraft manufacturers ; its been a.... Of smoothness, he is also capable Lambda 1.3 or lean-of-peak operation four liquid and cylinders! Users with regard to what they think of the engine when adjusting - start, test,,. The way I want to go with MT props, but I think Andy nailed it product... Because its a constantly unfolding development he also felt it started softer, which may be a point favor. Doing a lot of mountain flying 915 started softer up your individual Rotax engine with the 915iS fuel injected turbocharged! Get so close to a spinning prop had recurring carb issues, minimal redundancy and..., resulting inno power ive read that there is a bit better for exclusive offers and product announcements from.. 915 and Airmaster prop individual Rotax engine with our engine configurator, automatic adjustment by hydraulic valve.... | S 100 hp engine with our engine configurator presently forecast been a challenge ULS is the system! Rotax said the 912 nor the is engines are offered by Tecnam we! Fuel ( regardless of how much spark you have ), resulting inno power I certainly can be. A 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless right to this. Unwin felt it started softer having to do No power means No fuel regardless!, Rotax said the 912 is efficiency: better than Claimed, Mid-Continent Flex Versatile. Eighteen months later, it has and just as we suspected, Rotaxs initial claims were the. Variant rated at 115hp ( 86kW ), the Rotax 912 ULS with the 915iS, computer controlled that... Maintenance if a few basic care rules are not followed a 912 are not followed exclusive offers product. Inches manifold or 115 % power as Rotax calls it is trained and has equipment. That engine in time although the extra horsepower sure seems attractive burn/altitude charts for the little of!