rotax 912 uls vs 912is

But even with the same amount of fuel the turbo engine is more efficient because the air flows inside the chamber without been aspirated. Rotax has upgraded the engine for free with a stator kit to ensure there is enough power for full glass cockpits, a nice benefit. It can do what the 912 can't and you could really use it because you are surrounded by mountains. That's a $12,700 price premium or about 9 percent. ROTALK NEWS Episode 5Rotax-powered Sling aircraft from The Aircraft Factory, the AVMAP Navigation and engine monitoring system, and the Rotax powered Tucano Experimental and Light-Sport Aircraft. Reconsider Cookies Plan on attending the Annual Sport Pilot Expo. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. I presume its SuperSTOL based on your email and if so, please contact Just Aircraft directly for an answer. which has a control box. It is true that the 115 hp is available for five mins. Thanks again, love all the interviews and flight videos. Please update your cookie preferences to see this video. Thanks! 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. I prefer a supercharger over a turbocharger anyday. Rotax 912 A / F / UL Description This series was BRP's first Rotax engine dedicated for aircraft application only. It has proven reliability. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? Rotax's 915iS uses the same displacement as the 912iS. But more likely, it will account for just a substantial fraction of the overhaul cost. 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. However, syncing them won't fix the fact that they tend to run rich as hell no matter what you do. On the other hand, pilots always seem to like more power so they may add that engine in time. 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. Looking forward to the fewer pneumatic synchronizations! 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. How hard is it to synch carbs on a Rotax? We leave passenger aircraft to other magazines or websites. 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. 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. 2:43:1 Gear Reduction, Electric Start and Engine Mount. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. The price for the diagnostic software/interface is close to $1000. 2023 Leading Edge Air Foils, LLC. Your email address will not be published. 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. Starting was as with any Rotax 9-series engine Ive ever flown. We have developed a bias towards the fuel injected 912 iS as the fuel savings would cover the higher purchase cost. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. 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. [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. 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. Great article! Having said that I chose FD 3 times in a row for some particular reason! Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. Rotax 912iS versus the 914 Turbo - Which One. We live in the KMNE/KDTO area and seek advice. Which is your favorite (and why)? 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. I know there have been issues with the 912iS, but is it all done with? 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. 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. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. 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. [8] A further derivative, the 135hp (101kW) Rotax 915 iS, was announced in July 2015.[9]. Besides, I already invested in the equipment to sync carbs. The UL Power has fuel injection 3. We dont yet know if these will be required replacement items. Definitely much better than when it was first released though. Hi George: I do not have that information nor do I know if Rotax will release it. Remove Cookies [3] The 100hp (75kW) versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra. Also as has been mentioned the 914 is quieter and very smooth. Carbs vs. Fuel Injection. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. Your need to keep the greasy side down may be 'cause you pushed the pistons into the sump with over boost at low engine speed. Hey Reverend, your overreacting to Dans comments. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. 80mm, P.C.D. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. I live at 5,000 feet altitude, so a turbocharger is a must. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. 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. This is a surprisingly common accident factor in floatplanes in particular for whatever reason. The first time I flew the P2008 with the 914 i was very surprised how much stronger it was. You can have separate throttle and mixture controls. By comparison, the 912 iS appears to be running at about 0.36 to 0.38 BSFC, which are the best numbers weve seen yet for aircraft gasoline engines. With the 914 my CT would be 150+ kts top speed. Obviously, the cost savings for owners using mogas in the Rotax enginesand many dowill be less. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. - All Rights Reserved. by FastEddieB Sun Feb 26, 2017 2:48 pm, Post Thanks, George. The electronic fuel injected Rotax 912iS is a recent development. And I have two customers who now have the 912 iS (neither have needed work on their engine yet). Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Aircraft ; Technical details . This is beyond my experience base so will leave that debate to the forum. A new Airmaster propeller has arrived; it is a beautiful piece of But the CTLSi has some add ons, including electric trim and the li-ion battery. You have allowed cookies to be placed on your computer. 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. Electronically-controlled fuel injection is the greatest difference between these two engines, and it is a considerable one. Similar to Lycoming IO or Continental IO engines, which have automatic mixture . by FastEddieB Mon Feb 27, 2017 8:11 am, Post 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. Hence the push for single lever control, a simpler way to handle in-flight prop control. But, then, I have never flown nor been a passenger in a single lever set up so By the way, the P2008 is a beautiful plane, as you know. It features liquid-cooled cylinder heads and air-cooled cylinders. To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. 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. I concur with Andy. Yes, only Aerotrek can advise about the 915 availability. Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start. [3] On the 912A, F and UL the standard reduction ratio is 2.27:1 with 2.43:1 optional. Your email address will not be published. and ROTAX factory in Gunskirchen, Austria. Lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet in., SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system curious do you of! 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