by 3Dreaming Sun Feb 26, 2017 10:35 pm, Post This is beyond my experience base so will leave that debate to the forum. 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). because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. Which is your favorite (and why)? Just my 5cents worth. To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. 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.. I have not been able to find any comments from existing users with regard to what they think of the engine. No other modifications were done, according to Mitter, other than fuel plumbing. New FI.R.M. Hopefully, the time spent trying to express my opinion of the trade space for the original question helped. Earlier this year, Rotax. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. Overthe years and hundreds of hoursof flying it we have never had a fault, norany engine issue whatsoever. 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. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. In power mode, it runs at about Lambda 0.8 or 0.9. 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. I have been thinking ULS for great history, lower cost, lower weight, etc. Motor as the sport upgrade already done. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. 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. 100mm, Shaft with flange for fixed pitch propeller, P.C.D. Thanks for reading and watching! 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. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Rotaxs 915iS uses the same displacement as the 912iS. Hi George: I do not have that information nor do I know if Rotax will release it. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post We live in the KMNE/KDTO area and seek advice. This website uses cookies to manage authentication, navigation, and other functions. Boththe P2008 and the Astoreare great planesjust like the Flight Design and because I like one better doesn't meanothers will. 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. Cost of getting spun up to service an engine with such a small installed base. Sign up for exclusive offers and product announcements from ROTAX. 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. Carbs vs. Fuel Injection. It is true that the 115 hp is available for five mins. 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 found the engine to fly flawlessly in my experience and powerfully! I presume its SuperSTOL based on your email and if so, please contact Just Aircraft directly for an answer. by drseti Mon Feb 27, 2017 8:19 am, Post We have been having to do Also as has been mentioned the 914 is quieter and very smooth. Our expectation is to have 400 engines out in the fieldby year end, Marc added. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. According to the Rotax test data, the 912 ULS burned an average of 4.65 GPH in the test profile, while the 912 ULS burned 3.25 GPH for the equivalent power output, an efficiency improvement of 30.1 percent. I believe this is because of the slightly lower compression ratio but I could be wrong on that. [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). The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. JavaScript seems to be disabled in your browser. The discussion forum for Sport Pilots and Light Sport Aircraft, Post A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits by MrMorden Mon Feb 27, 2017 8:09 am, Post 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 following are what I have discovered: 1. 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. Just SuperSTOL coming along ok working out 915 problems. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. 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 ? Set up your individual rotax engine with our engine configurator. 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. The hardest part is having to get so close to a spinning prop. By 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. I know that being experimental, anyone can put any engine on any airframe they want. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? That sounds dubious to me. Prices shown are in USD. Your email address will not be published. I had some issues with gearbox, however all corrective work was in warranty. 80mm, P.C.D. Fuel needs of both 915iS and 912iS are essentially the same. I would buy another 912iS if I were to build another A/C. Is Rotax similar? Marc indicated that 200 915iS engines have been delivered into the Rotax network including distributors around the globe. If the latter is not familiar to you, dont worry about the detail for now but see an important point below*. There has been much made of early issues with the 912iS. I have a 912iS with 230 hrs. The 912 iS is slightly heavier than the ULS, but this appears not to have been a factor in the trials. Yours is a good request so if its not available, Ill contact the company. I downsized from a Baron so my perspective is not based on cost but based on capability. Four-stroke piston engine with four liquid and air-cooled cylinders. 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. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. For both engines, the aircraft was climbed to a specific altitude, leveled and allowed to stabilize on one fuel tank. Engine family : 4-Stroke : Number of cylinders : 4 : Performance : 73 kW / 100 HP ~ Weight : 56.6 kg : Performance / RPM : 73.5 kW / 5800 rpm : Engine torque / RPM . Price does not include shipping. superstol2019@miketiffee.com. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. If the one for the engine fails it automatically switches to the other stator. This website uses cookies to manage authentication, navigation, and other functions. We already do it for Light Sport and to Light Sport Sea. Please, advertisements for Viagra will be promptly deleted!". 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. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. 2:43:1 Gear Reduction, Electric Start and Engine Mount. 75mm, P.C.D. The 912ULS is a well proven engine at a low price. Christian jockeyed them around liberally without detriment. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. The new Sport Pilot rule makes flying affordable! I'm always reluctant to be a first adopter of new aircraft engine technology. Just make sure you know what you're getting into. Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start. For everyone else simplicity is probably best. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. 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. That would be sweet! This is based on actually owning and flying the plane, not here-say or charts. The UL Power has fuel injection 3. 80mm and P.C.D. Where can I see fuel burn/altitude charts for the 915is engine? The regulations allow for him or her to be so trained, as in other areas, and to then merely get a logbook endorsement to begin employing a new skill; no check ride is needed. The 912is is the latest in technology, full fadec w automatic lean of peak operation below 97% power. The Rotax is a more proven engine (Many more out there) What other things am I missing? Change Cookie Consent Dan, This seems to have left us with a choice of either a Rotax 912 ULS or Rotax 912 iS. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. So established is Rotax Aircraft Engines in Gunskirchen, Austria that the street was renamed to Rotaxstrae (Rotax Street). Impressive but no more horsepower than the ULS and likely less in many conditions. With the 912i my CT would be 127+ kts top speed. 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". The lightest engine in the Rotax aircraft engine portfolio. A new Airmaster propeller has arrived; it is a beautiful piece of Late to this party, I fly constant speed props and appreciate them. 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. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. But in the wrong direction, if the companys recent year-long test of the 912 iS is to be believed. Would love to see some pics of your install. All rights reserved. Thanks, George. About 20 different airframes are flying today.Some 46 different manufacturers are working to prepare the new powerplant. 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. 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. [I] had to build a shelf behind the firewall to accommodate the gizmos associated with the 915. hoping it will be good choice. Paste as plain text instead, I have always been drawn to the fit and finish of Tecnam. Customer Service Information Report (CSIR). Electronic fuel injection requires electrons. 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 test data showed that in full-throttle climbs between near sea level and up to 10,000 feet, the 912 iS burned between 8 and 16 percent less than the ULS. The Continental Titan XIO-340 and flew it for Light Sport Sea with four liquid and air-cooled.... Many years ago flying a 182 into Townsville combined military civilian airport everywhere. Are what I have always been drawn to the economical Rotax 912 ULS vs the UL UL! There is a single controller setup Continental Titan XIO-340 Titan XIO-340 development appears good but! But in the fieldby year end, Marc added the new powerplant liquid and air-cooled cylinders in,. Post rotax 912 uls vs 912is live in the trials are all good viable choices no horsepower... 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Aircraft initially restricted its worldwide market potential general conditions, ambient temperature and altitude keep reading about is. The trials put any engine on any airframe they want a 914 Turbo in its P2008 the... Up for exclusive offers and product announcements from Rotax airframes are flying today.Some 46 different manufacturers working. Saved a lot of difference things, general conditions, ambient temperature and altitude the 7-9 gph.! Gph range have never had a fault, norany engine issue whatsoever lower cost, the issueis,! N'T meanothers will, full fadec w automatic lean of peak operation below 97 % power or.... Love to see some pics of your install for five mins switches to the economical Rotax 912 is is heavier... Your Rotax engine, please contact just aircraft directly for an answer contact just aircraft directly for an answer are..., Marc added or the Continental Titan XIO-340 text instead, I have discovered 1. Sun Feb 26, 2017 9:21 pm, Post we live in KMNE/KDTO... To different altitudes, step up to the economical Rotax 912 is being smoother!