rotax 912 uls vs 912is
Electronically-controlled fuel injection is the greatest difference between these two engines, and it is a considerable one. I recommendgetting a test flight in every aircraft you can! by FastEddieB Sun Feb 26, 2017 2:48 pm, Post Highly recommend. FAA Regulation Update Fall 2022. 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. 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). 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Set up your individual rotax engine with our engine configurator. 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. Thanks. (Both will remain available for now.) Just SuperSTOL coming along ok working out 915 problems. Thanks in advance, everyone. Clear editor. Forgot to go full fine as traffic busy and on final looking good until ATC says, We have problem with aircraft on runway please go around.. But more air is added in the combustion chamber He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. I've yet to dig through the manual, guys, but I think Andy nailed it. Mark - while I have you on the horn Talk to me about the Astore v p2008. Hi Tyler: Thanks for your kind remark. 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. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. 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. Constant speed props are a breeze if your surroundings allows time to think. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. The hardest part is having to get so close to a spinning prop. The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. Discussion in 'Flight Following' started by kicktireslightfires, Jun 16, 2020. 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. Though my shop is a Rotax independent repair centre, authorized to work on the iS, I choose not to, because of what I'd have to charge in order to amortize that expensive dongle. The lightest engine in the Rotax aircraft engine portfolio. In addition, Mitter collected broader data that showed that the 912 iS is slightly more efficient in climb than is the ULS. kicktireslightfires, Jun 16, 2020 #1 Ghery Touchdown! Got it, thanks for clarifying. Learn how your comment data is processed. By The following are what I have discovered: 1. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. 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. Rotax 912 S/ULS. Was easily resolved by a good Tech but goes to show nothing is ever perfect. document.getElementById( "ak_js_1" ).setAttribute( "value", ( new Date() ).getTime() ); This site uses Akismet to reduce spam. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. 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. Its quite a bit more costly and is more power than needed on Aerotrek. Facts . I downsized from a Baron so my perspective is not based on cost but based on capability. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. 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]. As you can see in the contrasting Stock Box images, we saw as low as 2.8 gallons per hour resulting, of course, in lower speed flight. Remove Cookies It is true that the 115 hp is available for five mins. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. The UL Power has fuel injection 3. The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. 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 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. by drseti Tue Feb 21, 2017 12:31 pm, 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. Unusually for a manufacturer of small aero-engines, Rotax publishes extensive warnings in the owner's manual about both the certified and non-certified versions of the engine design. The 80hp (60kW) versions are sufficient to power the new generation of efficient motorgliders, such as the Pipistrel Sinus and the Urban Air Lambada. 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. Just curious. Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. My dilemma is why should I buy a Rotax when I almost never see FBO prices for 87-92 octane fuels? We have been conned into the cheap bolt on turbo extra power. occupation. It is more than most sport pilots may prefer and more than some should manage perhaps. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. Greaser! I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. Then the fuel source was switched to a second tank and the consumption precisely measured on the ground after exactly an hour of flight. After a 4-month break, we are back at it. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. If you have an account, sign in now to post with your account. On top of that directed to try another runway (first time at this location). I have been thinking ULS for great history, lower cost, lower weight, etc. Thanks! In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. So I'm about to buy a pipistrel virus SW and was wondering if the 912iS is a better option over the 912ULS in the general community's opinion. 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. The last 914s we delivered had carb leaks at high manifold pressure settings. The lightest engine in the Rotax aircraft engine portfolio. 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. 912iS Battery not charging but engine stops when load applied, ROTAX Tech Talk: Troubleshooting the Rotax 912 ignition system, ROTAX Tech Talk: 912 Easy Start Circuitry, Rotax 912ULS powered Kitfox V Pre-Buy Inspection, ROTAX Tech Talk: Troubleshooting the Rotax 914 ignition system, Rotax-powered Kitfox V Pre-Buy Inspection, ROTAX Tech Talk: Troubleshooting the Rotax 912/914 ignition system, SI-912 i-002_SI-915 i-002 B.U.D.S. When Rotax surprised us last year with the rollout of its new 912 iS engine, we were skeptical of a claimed 20 percent improvement in fuel economy against the old standby 912 ULS. After trying to get my bearings with ATC, I landed uneventfully. The newer 912IS has new technology which one would think would make everything better. Besides, I already invested in the equipment to sync carbs. They tried to keep all other factors constant: The same airframe, similar speed, the same atmospheric conditions and temperature, the same fuel volume, and even the same pilot. Hi Drew: Thanks for your kind words. 2:43:1 Gear Reduction, Electric Start and Engine Mount. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. Four-stroke piston engine with four liquid and air-cooled cylinders. 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. This website uses cookies to manage authentication, navigation, and other functions. Would end the argument. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). But the CTLSi has some add ons, including electric trim and the li-ion battery. I believe this is because of the slightly lower compression ratio but I could be wrong on that. 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). Thanks! The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. Toying with the idea of adding a second aircraft to my stable. Hi John: You are most welcome. 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. Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. 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. 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. (Tom, do you concur?). Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. Although weoccasionally see a pilot switch from high to low wing or vise versa it doesn't happen often. The first time I flew the P2008 with the 914 i was very surprised how much stronger it was. 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. Yes, only Aerotrek can advise about the 915 availability. 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. New FI.R.M. Further, mogas is available in parts of the world where avgas isnt, which may bode well for the 912 iSs international market expansion. Pasted as rich text. Lets do the same thing for increased weight, complex, and night. Thanks for reading and watching! 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. Instead of being a mouthpiece for the arcane and idiotic FAA and old iron airplane society why dont you step up and do the right thing. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. 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. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits Similar to Lycoming IO or Continental IO engines, which have automatic mixture . This was done at multiple altitudes. Think about it, it means a ~60% cruise power increase! 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. Please, advertisements for Viagra will be promptly deleted!". Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. Experienced pilots may prefer the control implied by working the levers just as some drivers prefer a stick shift car to an automatic transmission. The 912iS has 2 stators one dedicated to engine operation and one to provide electrical power for the airplane. The Rotax is $2092 cheaper 2. The discussion forum for Sport Pilots and Light Sport Aircraft, Post Flying Sting S4 ( N184WA ) out of Illinois. Any pilot, any non-pilot, can be taught the complexities of a fixed pitch/constant pitch prop in less than an hour, and be fine with it for the rest of their days. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. [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. This engine makes 141 hp for five minutes for takeoff and 135 hp continuously, and it does so up to 15,000 feet. If the latter is not familiar to you, dont worry about the detail for now but see an important point below*. Immediately the engine burst to life. The iS engine is very nice, but it's $3000 more than the ULS (current CPS pricing) and weights ~22lb more. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. We end up discussing pros and cons of the Rotax engines regularly. 4 inches, Shaft with flange for constant speed propeller P.C.D. 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