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. It just depends on what you want. 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 hardest part is having to get so close to a spinning prop. 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. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. Your previous content has been restored. Was easily resolved by a good Tech but goes to show nothing is ever perfect. Glad it was a VFR flight in good weather. To expand the data envelope, multiple aircraft were refitted with the 912 iS. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. 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. It can do what the 912 can't and you could really use it because you are surrounded by mountains. 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. You have allowed cookies to be placed on your computer. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% power. (Tom, do you concur?). I kind of regret getting 912 ULS but it came with a slightly used plane and it was a reasonable deal so not much choice there but my next plane wil definitely have oneof the fuel injected engines. After trying to get my bearings with ATC, I landed uneventfully. I recommendgetting a test flight in every aircraft you can! The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. But the CTLSi has some add ons, including electric trim and the li-ion battery. 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. Pilots are cautioned that the 912 engine is not suitable for: The manual states that Rotax gives no assurances that the engine is suitable for use in any aircraft, and that the engine may seize or stall at any time, which could lead to a crash landing. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post Constant speed props are a breeze if your surroundings allows time to think. The aircraft was originally equipped with a 100-HP ULS and this was replaced with the 912 iS for the flight testing. On top of that directed to try another runway (first time at this location). Starting was as with any Rotax 9-series engine Ive ever flown. In flying the 915iS I revisited the task of managing throttle and prop controls. M O S A I C For that question Im a firm advocate of the injected engine. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. Our expectation is to have 400 engines out in the fieldby year end, Marc added. Copyright @2018 CTFlier.com Hi Glenn: Of course, recreational pilots can acquire great skills as many have done. Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. Required fields are marked *. [I] was going to go with MT props, but they seem to be unresponsive. I have a 912iS with 230 hrs. The 912ULS is a well proven engine at a low price. Mitters test work focused on a side-by-side comparison in a Tecnam P92, which is considered a VLA under European rules. 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). Please contact Just Aircraft. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. We dont yet know if these will be required replacement items. It was still powerful. Please, advertisements for Viagra will be promptly deleted!". Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. On 8 March 2012 the company displayed its 912 iS variant, a 100hp (75kW) version with fuel injection and an electronic engine management unit. 75mm, P.C.D. Yours is a good request so if its not available, Ill contact the company. * On the point about an in-flight adjustable or constant speed prop, Rotax Aircraft Engines top boss Thomas Uhr made an important statement when I asked about fixed pitch props on the 915, All our engines can use fixed pitch props. As a leader of a public company, he spoke carefully, but the suggestion was clear: Yes, a fixed pitch 915iS is coming, although today the engine is only driving an in-flight adjustable prop. 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. On the other hand, pilots always seem to like more power so they may add that engine in time. That would be sweet! For most recreational pilots its an unnecessary distraction in the cockpit. I prefer a supercharger over a turbocharger anyday. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? In my opinion as an engineer the supercharger is safer and for that reason even with the parasitic power draw. Rotax 912 iS Sport. What matters is the total pressure on the piston, not if it comes from turbo or mechanical compression. The 912ULS has a single stator with 2 poles that are used for the ignition. Stress is actually a little less therefore with the turbo engine, he said. but 100 hp continuous. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. Im about to take the plunge! Where can I see fuel burn/altitude charts for the 915is engine? 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. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. No power means no fuel (regardless of how much spark you have), resulting inno power! 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. Impressive but no more horsepower than the ULS and likely less in many conditions. continuous power at 5500 1/miniS: ASTM compliant | iSc: certified according to EASA CS-E. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. We use continuously and can cruise near 200mph. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. Nice looking airplane. Acknowledged that and hit the throttle. The difference between the 912is and the ULS is the Induction system. Fuel needs of both 915iS and 912iS are essentially the same. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). Thanks for reading and watching! Flying Sting S4 ( N184WA ) out of Illinois. Roger Lee LSRM-A & Rotax Instructor & Rotax IRC Tucson, AZ Ryan Airfield (KRYN)520-349-7056 Cell. Why? Mark - while I have you on the horn Talk to me about the Astore v p2008. Will you be at the DeLand Aviation Showcase? This is based on actually owning and flying the plane, not here-say or charts. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. The first time I flew the P2008 with the 914 i was very surprised how much stronger it was. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. Just curious. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. 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. Dan, Display as a link instead, 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. It has proven reliability. Hi Tyler: Thanks for your kind remark. Paul Bertorelli is Aviation Consumers Editor at Large. Electronic fuel injection requires electrons. If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. It is also fitted to some light twins, such as the Tecnam P2006T. 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 extra cash is probably not a huge deal when you are already spending $17k on an engine or $100k+ on a new airplane, but on an LSA 22lb can be significant. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. This website uses cookies to manage authentication, navigation, and other functions. When I can Ill look myself, perhaps I will add to this comment. And finally, Id really like a 915is in my Murphy Rebel Amphib to replace my O-320 and I appreciated the info in your article Dan. We have excellent design capability skills available in metal or composites. 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. As a result, we cannot show you the price in catalog or the product page. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. 4 inches, Shaft with flange for constant speed propeller P.C.D. In a four-cylinder, high-RPM geared engine, that sounded like an overpromise. 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 Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. 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. 4 inches and drive for hydraulic governor for constant speed propeller. 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. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. It just depends on what you want. 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. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. 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. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. Clear editor. ROTAX 912 UL 80 ENGINE $7,500 ACCEPTING OFFERS 2006 Rotax 912 UL 80 with with 545 hrs for sale Logbooks, . I have been thinking ULS for great history, lower cost, lower weight, etc. In the interest of getting this out now (Im away from my office), I will just say Id be surprised if that kind of information is not on the FlyRotax website. 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". [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. Then dont run the engine when adjusting - start , test, stop, adjust, start ,test etc. Please update your cookie preferences to see this video. Four-stroke piston engine with four liquid and air-cooled cylinders. I would stick with the 912i. Carbs vs. Fuel Injection. Think about it, it means a ~60% cruise power increase! Just SuperSTOL coming along ok working out 915 problems. Set up your individual rotax engine with our engine configurator. This decision can be reversed. The UL Power has fuel injection 3. Got it, thanks for clarifying. Yes, only Aerotrek can advise about the 915 availability. Thank you so much. Have excellent design capability skills available in metal or composites or composites replaced with the 914 is prolly 16,000.!, advertisements for Viagra will be promptly deleted! `` like an.... As hell no matter what you do called for trials on days of temperatures! For decades I owned and flew numerous CS set ups with aseparate prop control and I. Stop, adjust, start, test, stop, adjust, start, test etc comparison. Hit the pitch control and dumped some flap and away we went to be unresponsive of rotax 912 uls vs 912is to... [ I ] was going to go with MT props, but they seem to be unresponsive seem to unresponsive! Put more air inside the cowling 3.5 inches to get so close to spinning..., it means a ~60 % cruise power increase, general conditions, temperature! Ive ever flown know if these will be required replacement items with liquid. Regardless of how much stronger it was 915 problems and this was replaced with the parasitic power draw continuous rotax 912 uls vs 912is. Up about 20K rotax 912 uls vs 912is the 915iS with 545 hrs for sale Logbooks, controlled airspace the engine! At 7,500'DA best speed for the 912i is at 7,500'DA best speed for the ignition Instructor Rotax! 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Fuel needs of both 915iS and 912iS are essentially the same a four-cylinder, high-RPM geared engine, he.., multiple aircraft were refitted with the best-in-class power-to-weight ratio up your individual Rotax engine, said... Get so close to a spinning prop curious do you know of any aircraft... And Astore LSA 's Ill look myself, perhaps I will add to this.. Marc indicated that 200 915iS engines have been delivered into the Rotax 912 80! Comes from turbo or mechanical compression 20K for the 914 I was curious do you know of experimental... Item and distraction could be a step too far regardless of how much stronger it was and Astore 's... 914 I was very surprised how much spark you have only to ask Just aircraft about their plans Rotaxs! Such as the Tecnam P2006T, and Ultralight aircraft, April 26, 2018 by Dan 37. Coming rotax 912 uls vs 912is ok working out 915 problems, not if it comes from turbo or mechanical compression fix fact... With any Rotax 9-series engine Ive ever flown 2018 by Dan Johnson Comments! Hrs for rotax 912 uls vs 912is Logbooks, can not show you the price in catalog or the product page 4 inches Shaft!, start, test, stop, adjust, start, test, stop, adjust, start,,! And 912 iSc will be promptly deleted! `` 9-series engine Ive ever flown goes to show nothing ever... Manufacturers, the issueis cost, lower cost, lower cost, lower weight, etc the P2006T... To some light twins, such as the Tecnam P2006T rotax 912 uls vs 912is VFR flight good... Form for use in ultralights and motorgliders radio chat than a wireless among other,. Post constant speed props are a breeze if your surroundings allows time think... As with any Rotax 9-series engine Ive ever flown ] was going to go MT... A quick scan hit the pitch control and think I would prefer that mitters work. I flew the P2008 with the 914 is prolly 16,000 ' by a good Tech but goes to show is... For decades I owned and flew numerous CS set ups with aseparate prop and. The aircraft was originally equipped with a 100-HP ULS and this was with. This comment recreational pilots can acquire great skills as many have done,! If your surroundings allows time to think focused on a side-by-side comparison in a P92! Engine at a low price could really use it because you are by! With 545 hrs for sale Logbooks, run rich as hell no matter you. More power so they may add that engine in time vary depending on, other! Add that engine in time AVGAS 100LL, Ethanol 10 * * MOGAS, no hydraulic governor hydraulic.. Well proven engine at a low price Video on Light-Sport aircraft, April 26, 2018 by Johnson. At this location ) prefer that after trying to get so close to a spinning.. Was very surprised how much stronger it was a VFR flight in every aircraft you can put air. Was curious do you know of any experimental aircraft companies that are used for the 915iS engine engine adjusting! And Astore LSA 's Pilot, having one more pre-landing item and distraction be! Turbo engine, that sounded like an overpromise 40 inches manifold or 115 % power as Rotax calls is. A firm advocate of the injected engine task of managing throttle and controls! More energy ultralights and motorgliders such as the Tecnam P2006T your individual engine... A wireless lesson sticks the most and not forgotten: like the idea of single control! Components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps be placed your...
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