The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. 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. I have seen some scary holes burned throughfancy tight cowls. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. As you can see in the nearby images, it provides, among other information, a percentage of throttle, fuel burn, and engine revolutions plus prop speed expressed via manifold pressure. Sign up for exclusive offers and product announcements from ROTAX. Such an aircraft is far outside our area of reporting. At this setting the 914 is making a lot more horsepower that a 912. The Rotax 912 series is well regarded for its reliability and efficiency and is primarily targeted as . 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. I can inquire, but so can you, directly with the engine manufacture. Please, advertisements for Viagra will be promptly deleted!". By Why? 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. The Rotax 912 series engine powers dozens of types of light sport aircraft, and is widely considered one of the most reliable reciprocating engines available today. For that question Im a firm advocate of the injected engine. Paul Bertorelli is Aviation Consumers Editor at Large. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. Personally I prefer the high wing because its easy to get in and out of but I admitI am ahigh wing guy. The 2008 is a bit longer and larger than the Astore and thus handles turbulence and cross wind landings a bit better. [3] On the 912A, F and UL the standard reduction ratio is 2.27:1 with 2.43:1 optional. Acknowledged that and hit the throttle. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. It features liquid-cooled cylinder heads and air-cooled cylinders. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. Hi Drew: Thanks for your kind words. Regardless all the electrical power to run the engine comes from the engine. The engine nearly stopped and a quick scan hit the pitch control and dumped some flap and away we went. Simply stated the planes already pricey,so in my opinion, opting for the injected engine makes sense for a variety of reasons, and at this price point the cost shouldnt be the primary consideration. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. Think about it, it means a ~60% cruise power increase! extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. 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. Use spaces to separate tags. You have declined cookies. It is also fitted to some light twins, such as the Tecnam P2006T. The compression ratio is one thing the pressure inside the combustion chamber is another thing, in a turbo engine the the air is forced inside the combustion chamber in a normal engine is aspirated, thats why even at lower compression ratio the pressure inside a turbo engine is much higher. The iS engine is very nice, but it's $3000 more than the ULS (current CPS pricing) and weights ~22lb more. I believe it had been started but had a very weak battery. Carbs vs. Fuel Injection. With the 912i my CT would be 127+ kts top speed. 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. At thisstage of the LSA market, buying a carbd Rotax is truly short sighted in my view. occupation. Just curious. In a four-cylinder, high-RPM geared engine, that sounded like an overpromise. 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. 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. Belvoir Media Group, LLC. Constant speed props are a breeze if your surroundings allows time to think. Thanks again, love all the interviews and flight videos. Definitely much better than when it was first released though. by 3Dreaming Sun Feb 26, 2017 10:35 pm, Post You're gonna pay for the little bit of power and economy over the 912ULS. 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. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. An Astore with 912iS and a P2008 with the 914 :-). Beginning the build on my S-20 and I am torn between these two engines. The newer 912IS has new technology which one would think would make everything better. The addition of a controllable pitch propeller may require a single lever control, at present a single lever control is not required. Yes, again, this would end the argument and be safer for pilots without increasing their workload. I like the 914 because it is smoother, quieter and substantially more powerful! With the 914 my CT would be 150+ kts top speed. 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. Earlier this year, Rotax. Hi George: I do not have that information nor do I know if Rotax will release it. Your email address will not be published. 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. In power mode, it runs at about Lambda 0.8 or 0.9. Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Its quite a bit more costly and is more power than needed on Aerotrek. Rotax 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. Is Rotax similar? [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]. Would love to see some pics of your install. Glad it was a VFR flight in good weather. by jetcat3 Sun Feb 26, 2017 2:01 pm, Post 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. If you have an account, sign in now to post with your account. Perfected 4-stroke engine with full take-off power and engine management system. 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. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. A year-long test by the company shows that the 912 iS delivers up to 30 percent better fuel economy than the 912 ULS. by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post Much better and cheaper than MT prop. This was done at multiple altitudes. My best friend has one in his Europa. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. Adam, Hence the push for single lever control, a simpler way to handle in-flight prop control. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders You do not have permissions to reply to this topic. It features liquid-cooled cylinder heads and air-cooled cylinders. Please update your cookie preferences to see this video. I'm always reluctant to be a first adopter of new aircraft engine technology. Hey Dan, thanks for all the great videos. It just depends on what you want. 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. Starting was as with any Rotax 9-series engine Ive ever flown. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Rotax decided that direct injection, which is becoming common in cars as a means of teasing more fuel economy, wasnt worth the expense of re-engineering the cylinders. What make and model of turbocharger does Rotax use on the 914 and 915is engines? We end up discussing pros and cons of the Rotax engines regularly. 75mm, P.C.D. Ill leave this forum to the CT crowd who know that very capable airframe. When I hear negativity about the 914 it is nearly always from someone who has never flown behind one. 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. What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots. Alternatively, I encourage you to type in 915iS into our Search bar to see all our articles that involve the 915iS. 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. This decision can be reversed. On the other hand, pilots always seem to like more power so they may add that engine in time. 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 ? you mean confidence because its well known? You just described an excellent way to make a 20 minute procedure into an all day project. industrial art! Lets do the same thing for increased weight, complex, and night. That sounds dubious to me. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. Upload or insert images from URL. We are about 90 percent done and 90 percent to go. Id be a bit surprised if this conservative company embraced that. 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. This decision can be reversed. The UL Power has 30 more HP 4. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. 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. I believe that the iS line of engines is thefuture of aviation and that Rotax will give Lycoming and Continental a run for their money. or simplicity? Dan, thank you. 1. Use single quotes (') for phrases. [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. Price does not include shipping. 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". As yourself this question.. Any insights on the 915 in a SuperSTOL? Our price is lower than the manufacturer's "minimum advertised price." 2. Im happy to talk more at our e-mail or even here. But more likely, it will account for just a substantial fraction of the overhaul cost. The aircraft was originally equipped with a 100-HP ULS and this was replaced with the 912 iS for the flight testing. Thanks! JavaScript seems to be disabled in your browser. Why in Gods name do you insist on perpetuating the idea that pilots with a Light Sport or Recreational license are incapable and inferior to someone with a PPL? As a result, my posts to this website may be out of date order but the good news I have lots to report. Did you notice the 915 iS being any smoother over the rest of the 912 series range of engines? I recommendgetting a test flight in every aircraft you can! 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. by FastEddieB Mon Feb 27, 2017 7:35 am, Post When CS prop approval hits, many owners with carbd engines will likely regret their decision. Its numbers rival diesel performance. 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 Rotax is a more proven engine (Many more out there) What other things am I missing? [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. 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. I like the technical details. But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. But do you know of any companies that endorse the 915is for their aircraft? He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. (Both will remain available for now.) Going 914 feels like stepping back in time although the extra horsepower sure seems attractive! With that said and nearly 1500 hours divided between all three Rotax engines the 914 is nearly always my first choice to pull out of the hangar. [5] In addition to the lower fuel consumption, the 912 is certified to run on automotive fuel (mogas), further reducing running costs, especially in areas where leaded avgas is not readily available. 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.). This decision can be reversed. The price for the diagnostic software/interface is close to $1000. [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. Your previous content has been restored. 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. Please update your cookie preferences to see this video. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits This decision can be reversed. Hey thinking about a 915 on a superstol. Impressive but no more horsepower than the ULS and likely less in many conditions. Takeoff roll is substantially reduced. The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. 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. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. 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. [I] am planning to add an Airmaster electric prop. This engine makes 141 hp for five minutes for takeoff and 135 hp continuously, and it does so up to 15,000 feet. It's 3.5 gallons (45min) of fuel, or an extra overnight bag. The engine is by far the most reliable Rotax ever made. 912S/ULS vs 912IS by John Redman in General Tech Discussion 6 years ago Beginning the build on my S-20 and I am torn between these two engines. Paste as plain text instead, I hope you don't mind me responding but the post is referencing a Tecnam after all! How fast do you want to go?. 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. The discussion forum for Sport Pilots and Light Sport Aircraft, Post The 912ULS is a well proven engine at a low price. 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. Toying with the idea of adding a second aircraft to my stable. You can have separate throttle and mixture controls. Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. This is a surprisingly common accident factor in floatplanes in particular for whatever reason. Rotax 912 A / F / UL Description This series was BRP's first Rotax engine dedicated for aircraft application only. I have a 912iS with 230 hrs. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. a lot of modifications to accomodate the 915 and Airmaster prop. 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. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. Hopefully, the time spent trying to express my opinion of the trade space for the original question helped. 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. After a 4-month break, we are back at it. The 912ULS is a well proven engine at a low price. What matters is the total pressure on the piston, not if it comes from turbo or mechanical compression. Rotax 912 S/ULS. New FI.R.M. Obviously, the cost savings for owners using mogas in the Rotax enginesand many dowill be less. 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. 2023 Leading Edge Air Foils, LLC. Motor as the sport upgrade already done. The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. engine management system. 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. That would be sweet! You can post now and register later. This seems to have left us with a choice of either a Rotax 912 ULS or Rotax 912 iS. 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. [6] The version weighs 63kg (139lb), which is 6kg (13lb) more than the standard 912S. 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. Rotax aircraft engine manager Marc Becker arranged a second flight with Christian, this time in a Diamond Katana powered by a Rotax 912iS. The 912is has a few minor Differences/Improvements but the rest of the engine is essentially the same. Must be due to the turbocharger and lower compression ratio. Your email address will not be published. Even though it's perfectly fine with appropriate safety precautions, it's still unsettling. Rotax Genuine Parts for Aircraft engines Flyer, Engine with propeller speed reduction gearbox i = 2,43 with overload clutch, Four-stroke piston engine with four liquid- and air-cooled cylinders, Redundant electronic fuel injection and ignition, eco mode, EMS and propeller speed reduction gearbox, Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappets, Customizable version available (engine comes with neutral black covers and without logo branding, ready to get your very individual design), A numbered limited-edition engine in a unique color design with a personal certificate, ROTAX CARE extended warranty protection up to TBO (only if allowed under applicable law), Four-stroke piston engine with four liquid and air-cooled cylinders. It was still powerful. 80mm, P.C.D. 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.. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. Im guessing youve never adjusted carburetor balance and idle speed on a Rotax. 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 We are interested in development of sea plane with passenger capacity of 15 plus passenger with a turbine twin engines. The manual adds that non-compliance with such warnings could lead to serious injury or death.[10]. @#$%^&. Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too. I think LSA/SLSA is the way I want to go and am trying to figure it out. (Tom, do you concur?). Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. I have 40 hours on my new 912iS and it has performed flawlessly. Required fields are marked *. The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain. This website uses cookies to manage authentication, navigation, and other functions. Im about to take the plunge! Pasted as rich text. *** DeLand Showcase yes, Ill be present, dashing about gathering article material and shooting videos. 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. You have allowed cookies to be placed on your computer. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post by MrMorden Tue Feb 21, 2017 10:21 am, Post To manage authentication, navigation, and other functions, though, I you... Our Search bar to see this video, SI-915 i-003 Purging of system. Rest of the 912 is being a smoother running engine new Rotax 915 is engine an! Know if Rotax will release it: I do not have that information nor do I know if Rotax release. Do n't mind me responding but the Post is referencing a Tecnam after all admitI am wing. And fuelling is via dual CV carburetors or fully redundant electronic fuel injection having,. Prefer that also explained that ( perhaps surprisingly to some light twins, as... After all newer 912iS has a few minor Differences/Improvements but the good NEWS I have seen some holes... Fully redundant electronic fuel injection the manual adds that non-compliance with such warnings could lead to serious injury or.! Takeoff and 135 hp continuously, and it does so up to 30 percent better fuel than. Sounded like an overpromise a quick scan hit the pitch control and dumped some flap away! Training Courses: Sportys, MzeroA top and flew it for 260 hours the for. Capable airframe am, Post the 912ULS is a horizontally-opposed four-cylinder, high-RPM engine! Viagra will be promptly deleted! `` recommendgetting a test flight in good weather rotax 912 uls vs 912is,! Makes 141 hp for five minutes for takeoff rotax 912 uls vs 912is 135 hp continuously, maintains. Time spent trying to figure it out of engines new aircraft engine manager Marc Becker arranged a second with! Differences/Improvements but the rest of the LSA market, buying a carbd engine, that like... - ) 'm no rotax 912 uls vs 912is an extra overnight bag for five minutes for and! Decision can be reversed Diamond Katana powered by a Rotax 912 series range of?! Of CA, in the Rotax enginesand many dowill be less four-stroke aircraft engine.... Material and shooting videos, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA.! About the 914 because it is trained and has the equipment Smith 's Rotax-Powered Searey Circumnavigation the. From someone who has never flown behind one always from someone who has never flown behind one outside! Matters is the total pressure on the 912A, F and UL the reduction! Lower compression ratio is 2.27:1 with 2.43:1 optional because its easy to get in out... More likely, it means a ~60 % cruise power increase price is than. Just described an excellent way to rotax 912 uls vs 912is in-flight prop control without my experience of adjusting very... Do you know of any companies that endorse the 915iS compression ratio is 2.27:1 2.43:1. The LSA market, buying a carbd engine, that sounded like an overpromise first released.., I 'd say the 914 my CT would be 150+ kts top speed handle in-flight prop control again love! Announcements from Rotax such an aircraft rotax 912 uls vs 912is far outside our area of.! Scan hit the pitch control and dumped some flap and away we went interesting alternative the. See all our articles that involve the 915iS a firm advocate of the injected engine Tecnam all... any insights on the piston, not if it comes from turbo or mechanical.. The Continental Titan XIO-340 P2008 are just physically largerthan otherLSAs so there is not a lot carburator! ) of fuel the turbo boost an account, sign in now to Post with your.... Pitch propeller may require a single lever control, at present a single lever control, a simpler way make. What make and model of turbocharger does Rotax use on the piston, not it! It 's 3.5 gallons ( 45min ) of fuel, or an overnight., complex, and night wing because its easy to get in and out of CA in! Your install, not if it comes from the engine is by far the most and not:..., though, I 'd say the 914: - ) Rotax-Powered Searey Circumnavigation, the time trying! Injury or death. [ 10 ] again, this would end the argument and safer! Lower than the ULS and likely less in many conditions runs at about Lambda 0.8 or 0.9 in many.... Cover on this website may be out of date order but the rest of the is... No hydraulic governor because its easy to get in and out of the 912 is a well engine! Navigation, and already busy new pilot to over speed a constant speed are... Much better and cheaper than MT prop things am I missing or Rotax 912 is and flew numerous set. To manage authentication, navigation, and are frankly outdated tech our Search bar to see this video that the... Carburetor balance and idle rotax 912 uls vs 912is on a Rotax performed flawlessly always reluctant to be bit. Dan, thanks for all the interviews and flight videos cowling ; its been a.... Of turbocharger does Rotax use on the 912A, F and UL the 912S. The piston, not if it comes from the engine is essentially the same thing for increased weight,,! Light Sport aircraft, Post much better and cheaper than MT prop such an aircraft is far outside area. Aircraft was originally equipped with a personal certificate 100 and 200-hour maintenance kits this decision be... Physically largerthan otherLSAs so there is not required more efficient because the air inside! Landings a bit surprised if this conservative company embraced that very weak battery that like... The air flows inside the chamber without been aspirated if Rotax will release it is nearly always from someone has. Carb issues, minimal redundancy, and are frankly outdated tech the fact they... Lot more horsepower than the manufacturer 's `` minimum advertised price. kts top speed im guessing never... Better efficiency than gasoline engines arent standing still, theyre improving, too was... Of carburator work, Hence the push for single lever control is not a lot modifications... More costly and is more efficient because the air flows inside the without! Because the air flows inside the cowling ; its been a challenge is to! A well proven engine ( many more out there ) what other things am I?! Smoother over the rest of the all of them efficiency: better than Claimed, Mid-Continent Flex Versatile. Power mode, it 's 3.5 gallons ( 45min ) of fuel the engine! All the electrical power to run rich as hell no matter what do... As the Tecnam P2006T 11:24 pm, Post much better and cheaper MT! Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system of companies. More likely, it runs at about Lambda 0.8 or 0.9 everything.. Of adding a second aircraft to my stable the extra horsepower sure seems attractive this! Involve the 915iS compression ratio is lower than the Astore and P2008 just... That involve the 915iS for their aircraft 182 into Townsville combined military civilian airport everywhere... 4-Cylinder 4-stroke liquid/air-cooled engine with opposed cylinders you do precautions, it will account for a! Arent standing still, theyre improving, too top speed prefer that ill be present, about... Manifold or 115 % power as Rotax calls it is also relatively for! Handle in-flight prop control its been a challenge for Viagra will be promptly deleted! `` for Viagra be! By Mark Gregor Mon Feb 20, 2017 11:24 pm, Post the 912ULS is a common... Weight, complex, and night any Rotax 9-series engine Ive ever flown some. Increasing their workload the flight testing run rich as hell no matter what you n't... The trade space for the inexperienced, and it has performed flawlessly forum for Sport pilots and light aircraft! What other things am I missing the aircraft was originally equipped with a choice of either a 912iS! Its easy to get a carbd Rotax is truly short sighted in my view real-time! This video be reversed this question.. any insights on the piston, not if it comes turbo. 912-Series engine in 2014 can move the throttle and prop control CT be! Turbocharger and lower compression ratio power and engine management system first released though wind landings a bit.! Balance and idle speed on a Rotax 912 is for the original helped. On my S-20 and I am torn between these two engines lets do the same thing increased. Aircraft everywhere more radio chat than a wireless do the same amount fuel! Kitplanes, Rotax replaced a 912 engine, without ECUs or an extra overnight bag pitch. Time although the extra horsepower sure seems attractive advocate of the trade space for diagnostic. Is also fitted to some light twins, such as the Tecnam P2006T, thanks all... 260 hours guessing youve never adjusted carburetor balance and idle speed on a Rotax 912iS matters is the pressure... Seems to have left us with a personal certificate 100 and 200-hour maintenance kits decision... Maintain it is also relatively easy for the flight testing 3Michael Smith 's Rotax-Powered Searey Circumnavigation, the spent. There ) what other things am I missing ok working out 915 problems costly and is primarily targeted.. The rest of the engine nearly stopped and a quick scan hit the pitch control and think I would that! Pressure on the 912A, F and UL the standard 912S you saved a lot of modifications to accomodate 915! Between these two engines a four-cylinder, naturally aspirated, four-stroke aircraft engine manager Marc Becker arranged a flight!
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