rotax 912 uls vs 912is

Such an aircraft is far outside our area of reporting. Maybe the 915iS will bean option at some point unless its too heavy. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. I flew in each aircraft with RotaxsChristian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Will you be at the DeLand Aviation Showcase? and ROTAX factory in Gunskirchen, Austria. At this setting the 914 is making a lot more horsepower that a 912. Hi Drew: Thanks for your kind words. Id love to put this engine on an AeroTrek. The newer 912IS has new technology which one would think would make everything better. We also are interested in engine overhaul specialty center with state of art facility available for immediate. 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. Highly recommend. Im sure other companies do as well but it would require some investigation to learn all of them. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. You have declined cookies. This is a surprisingly common accident factor in floatplanes in particular for whatever reason. I hope you don't mind me responding but the post is referencing a Tecnam after all! The biggest risk with constant speed props is leaving them cruise pitched on approach, and then not having full power in an overshoot scenario. 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. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. By comparison, the 912 iS appears to be running at about 0.36 to 0.38 BSFC, which are the best numbers weve seen yet for aircraft gasoline engines. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. Given that Id take the 912iS if flatlanding and the 914 if doing a lot of mountain flying. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. Hi Bill: You are correct. In a four-cylinder, high-RPM geared engine, that sounded like an overpromise. The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. 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). Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. I like the 914 because it is smoother, quieter and substantially more powerful! Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN)520-349-7056 Cell. 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. We end up discussing pros and cons of the Rotax engines regularly. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. You do not have permissions to reply to this topic. How fast do you want to go?. I believe it had been started but had a very weak battery. The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. Im happy to talk more at our e-mail or even here. We already do it for Light Sport and to Light Sport Sea. occupation. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. You have allowed cookies to be placed on your computer. January 1, 2018 in Engine/Rotax. 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. Was easily resolved by a good Tech but goes to show nothing is ever perfect. 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. 80mm and P.C.D. Stress is actually a little less therefore with the turbo engine, he said. Upload or insert images from URL. We are going to have to 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 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. Using estimated performance data from the Tecnam P92 POH, we calculate a brake specific fuel consumption for the 912 ULS of about 0.44 pounds per horsepower/hour. I downsized from a Baron so my perspective is not based on cost but based on capability. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. Climb was 1,000 fpm. 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. ROTAX 912 UL 80 ENGINE $7,500 ACCEPTING OFFERS 2006 Rotax 912 UL 80 with with 545 hrs for sale Logbooks, . [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. About 20 different airframes are flying today.Some 46 different manufacturers are working to prepare the new powerplant. This website uses cookies to manage authentication, navigation, and other functions. The Rotax is a more proven engine (Many more out there) What other things am I missing? It has proven reliability. Nothing like a 40% boost in power to launch an aircraft into the sky. We are interested in development of sea plane with passenger capacity of 15 plus passenger with a turbine twin engines. Thanks in advance, everyone. [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. Rotax's 915iS uses the same displacement as the 912iS. When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. Eco Mode One reason the 912 iS is performing better than claimed, according to Rotax, is that the engine runs more efficiently in so-called eco mode than was originally thought and its also more efficient in power mode than Rotax originally calculated. According to www.airnav.com, mogas averages about $4.68 as of June 2013. Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits I hope you enjoy! Price does not included shipping. 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. 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. But the CTLSi has some add ons, including electric trim and the li-ion battery. The 914's performance only gets better and better up high and the 912 falls off normally. 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. Set up your individual rotax engine with our engine configurator. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). Dan, 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. 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. I would buy another 912iS if I were to build another A/C. Turbo exhaust failure makes for a great blow torch. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. 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 I am torn between the 912ULS and 912iS. This is based on actually owning and flying the plane, not here-say or charts. 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 ? 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. 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. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. 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 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. 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. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. Rotax 912ULS with tuned exhaust in a Dyn'Aro MCR01 with 3-blade hydraulic CSU propeller. List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek. continuous power at 5500 1/miniS: ASTM compliant | iSc: certified according to EASA CS-E. Thanks! Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. Copyright @2018 CTFlier.com The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. Customer Service Information Report (CSIR). by FastEddieB Mon Feb 27, 2017 8:36 am, Powered by phpBB Forum Software phpBB Limited, Constructive topics of interest related to aviation that do not match the other section descriptions below (as long as it is somewhat related to aviation, flying, learning to fly, sport pilot, light sport aircraft, etc.). Pasted as rich text. What make and model of turbocharger does Rotax use on the 914 and 915is engines? The discussion forum for Sport Pilots and Light Sport Aircraft, Post As yourself this question.. 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. 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. Paul Bertorelli is Aviation Consumers Editor at Large. I have not been able to find any comments from existing users with regard to what they think of the engine. Acknowledged that and hit the throttle. We have been having to do Ill leave this forum to the CT crowd who know that very capable airframe. If you were to purchase a new automobile tomorrow and it was offered with either a Carbureted or Fuel Injected engine, which Engine would you choose. We have excellent design capability skills available in metal or composites. Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. 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]. I like the technical details. There was a crash of a Diamond Twinstar. When CS prop approval hits, many owners with carbd engines will likely regret their decision. 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. Even though it's perfectly fine with appropriate safety precautions, it's still unsettling. Originally equipped with carburetors, later versions are fuel injected. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. 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. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. 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. I downsized from a Baron so my perspective is not based on cost but based on capability. However, at the most basic level of Sport Pilot certificate, requiring only 20 hours of dual and solo, I dont believe a pilot should be reasonably expected to also learn about about in-flight prop adjustment; he or she may have no need or desire to acquire that skill. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. Rotax Engines - 582, 912ul, 912us, 912iS, 914 & 915iS Usually in stock for the same week delivery to your chosen address. The 80hp (60kW) versions are sufficient to power the new generation of efficient motorgliders, such as the Pipistrel Sinus and the Urban Air Lambada. Hey Dan, thanks for all the great videos. I believe this is because of the slightly lower compression ratio but I could be wrong on that. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. by FastEddieB Mon Feb 27, 2017 7:35 am, Post 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. A benefit to fuel injected would be no carb heat control to fuss with, but on a 912ULS plane without a carb heat control, it's moot. Entering the Market Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. Of these, 120 are now with end customers, he noted. I would stick with the 912i. 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. 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 The addition of a controllable pitch propeller may require a single lever control, at present a single lever control is not required. kicktireslightfires, Jun 16, 2020 #1 Ghery Touchdown! 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. 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. 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. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post 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, Mark Gregor from Advanced Aircraft/Tecnam US here. 2:43:1 Gear Reduction, Electric Start and Engine Mount. 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. Just SuperSTOL coming along ok working out 915 problems. By That would be sweet! Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. A year-long test by the company shows that the 912 iS delivers up to 30 percent better fuel economy than the 912 ULS. [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]. 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. I live at 5,000 feet altitude, so a turbocharger is a must. The 912 iS ECU is programmed to run in eco mode at 77 percent power or less, at which point the engine will operate at what European engineers know as Lambda 1, or a stoichiometric air-to-fuel ratio of 14 to 1. you mean confidence because its well known? ). It can do what the 912 can't and you could really use it because you are surrounded by mountains. by FastEddieB Mon Feb 27, 2017 8:11 am, Post Flying the new 915iS in an Aquila light aircraft. Change Cookie Consent Fuel needs of both 915iS and 912iS are essentially the same. The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain. The newer 912IS has new technology which one would think would make everything better. [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). 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.

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