The electronic fuel injected Rotax 912iS is a recent development. Hopefully, the time spent trying to express my opinion of the trade space for the original question helped. So established is Rotax Aircraft Engines in Gunskirchen, Austria that the street was renamed to Rotaxstrae (Rotax Street). 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 my opinion, this is not a simple decision. Turbo exhaust failure makes for a great blow torch. Impressive but no more horsepower than the ULS and likely less in many conditions. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. engine management system. Display as a link instead, The 914 cruises at 35 inches manifold continuous. It's not terribly difficult or time consuming. 2:43:1 Gear Reduction, Electric Start and Engine Mount. You're gonna pay for the little bit of power and economy over the 912ULS. Electronically-controlled fuel injection is the greatest difference between these two engines, and it is a considerable one. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. [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). 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 new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. With the 912i my CT would be 127+ kts top speed. Any insights on the 915 in a SuperSTOL? We end up discussing pros and cons of the Rotax engines regularly. by FastEddieB Mon Feb 27, 2017 8:11 am, Post Hi John: You are most welcome. Mark - while I have you on the horn Talk to me about the Astore v p2008. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? 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). Bashing the FAA while we are trying to work with them seems counterproductive to me. 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. In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. 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. 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). a lot of modifications to accomodate the 915 and Airmaster prop. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). 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 know that being experimental, anyone can put any engine on any airframe they want. If Mitters test data is confirmed by real-world results, they may well be proven right. which has a control box. Im happy to talk more at our e-mail or even here. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. Learn how your comment data is processed. This decision can be reversed. That would be sweet! [3] On the 912A, F and UL the standard reduction ratio is 2.27:1 with 2.43:1 optional. 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. 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. Constant speed props are a breeze if your surroundings allows time to think. Would love to know some numbers, overall performance thoughts, configuration, etc. Thanks. Flying the new 915iS in an Aquila light aircraft. I had some issues with gearbox, however all corrective work was in warranty. Sign up for exclusive offers and product announcements from ROTAX. 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. Just pursue a PPL if one wants to increase the complexity, thats what its there for, and its not at all difficult to do. 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. I prefer a supercharger over a turbocharger anyday. Just curious. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. We are going to have to Reconsider Cookies FAA Regulation Update Fall 2022. JavaScript seems to be disabled in your browser. 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. 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. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. I've been reluctant to recommend or invest in the 912 iS due to two things. The discussion forum for Sport Pilots and Light Sport Aircraft, Post What make and model of turbocharger does Rotax use on the 914 and 915is engines? If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. It features liquid-cooled cylinder heads and air-cooled cylinders. The 912iS has 2 stators one dedicated to engine operation and one to provide electrical power for the airplane. The new Sport Pilot rule makes flying affordable! Maybe the 915iS will bean option at some point unless its too heavy. kicktireslightfires, Jun 16, 2020 #1 Ghery Touchdown! We leave passenger aircraft to other magazines or websites. The following are what I have discovered: 1. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. We end up discussing pros and cons of the Rotax engines regularly. Typically, ULS overhauls costs are about $13,500 to $15,000, but can be higher if valve or cylinder work is needed. Plugging that number into Rotaxs data reveals a to-TBO cost savings of about $13,000not quite the total overhaul nut, but no trivial sum, either. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. 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. by drseti Tue Feb 21, 2017 12:31 pm, Post It's 3.5 gallons (45min) of fuel, or an extra overnight bag. That sounds dubious to me. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. Its numbers rival diesel performance. That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. The ICON A5 uses the Rotax 912 iS engine, which is slightly different than the 912 ULS powerplant often found in other Light Sport aircraft. When I can Ill look myself, perhaps I will add to this comment. Pasted as rich text. 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. Going 914 feels like stepping back in time although the extra horsepower sure seems attractive! If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. 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. 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. Dan, thank you. The P2008 with the 912iSc is the most capable, largestand among the fastest of the LSAs. Flight Design's base price on the 912 iS version of the airplane is $152,500 versus $139,800 for a comparably equipped 912 ULS CTLS. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. Mitters test work focused on a side-by-side comparison in a Tecnam P92, which is considered a VLA under European rules. Set up your individual rotax engine with our engine configurator. I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. Originally equipped with carburetors, later versions are fuel injected. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. I have a 912iS with 230 hrs. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. 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. 912iS. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. Filed Under: BRP-Powertrain (Rotax Aircraft Engines), Splog, Dan; 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? 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. Ill have to ask if its possible. In comparison to the 80 HP version of the Rotax 912 series the 100 HP product line offers more power while keeping the weight. The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. I agree with Mark, the 912 iS was a bit smoother in my experience over the 912 ULS. On 8 March 2012 the company displayed its 912 iS variant, a 100hp (75kW) version with fuel injection and an electronic engine management unit. Remove Cookies Thats a good stride forward from older Part 61 requirements and I give FAA credit where due. @#$%^&. Remove Cookies A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits Experienced pilots may prefer the control implied by working the levers just as some drivers prefer a stick shift car to an automatic transmission. This engine series offers a time between overhauls of 2,000 hrs and the best power to weight ratio in its class - no surprise that this engine is the best selling 4-stroke engine. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. Much better and cheaper than MT prop. Just SuperSTOL coming along ok working out 915 problems. [I] was going to go with MT props, but they seem to be unresponsive. Aircraft ; Technical details . The iS is a nice improvement over the ULS but is high tech for sure. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. January 1, 2018 in Engine/Rotax. At this setting the 914 is making a lot more horsepower that a 912. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. 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. Must be due to the turbocharger and lower compression ratio. I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. Having said that I chose FD 3 times in a row for some particular reason! 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. 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. If you have an account, sign in now to post with your account. Bill Hertzel Rotax 912is North Ridgeville, OH, USAClicking the "Thank You" is Always Appreciated by Everyone. I believe this is because of the slightly lower compression ratio but I could be wrong on that. Please contact Just Aircraft. Hi Tyler: Thanks for your kind remark. Do you have an update? How hard is it to synch carbs on a Rotax? It has proven reliability. Would love to see some pics of your install. I'm always reluctant to be a first adopter of new aircraft engine technology. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. I hope you don't mind me responding but the post is referencing a Tecnam after all! 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. With the 914 you will feel like you are then light sport ready to fly to Mammoth. by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post Its expensive but in this case you get what you pay for and given the comfort, performance and reliability, its well worth it for us. The lightest engine in the Rotax aircraft engine portfolio. any and all info you can provide would be golden. After a 4-month break, we are back at it. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders Behind my 912 I sped 1/2 hour climbing and settle for less with the 914 its much faster, feels amazing we we go much higher. 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