rotax 912 uls vs 912iswhy was caulerpa selectively bred in germany

Updated January, 2023

any and all info you can provide would be golden. The electronic fuel injected Rotax 912iS is a recent development. Mitter said the test protocol called for trials on days of similar temperatures and density altitudes and defined run periods. Use single quotes (') for phrases. Flying the new 915iS in an Aquila light aircraft. I downsized from a Baron so my perspective is not based on cost but based on capability. I wonder if this is the same defensive mechanism among maintenance personnel that used to be common back in the 70s and 80s when fuel injected cars were becoming the norm or do they know something about 912is we dont..? Great article! Its quite a bit more costly and is more power than needed on Aerotrek. Please, advertisements for Viagra will be promptly deleted!". Definitely much better than when it was first released though. 40 inches manifold or 115% power as Rotax calls it is limited to 5 minutes. With the CS prop onit, itwill likely be the fastest of all of the LSAs and the fit, finishand refinement of this airplane is beyond compare. Then the fuel source was switched to a second tank and the consumption precisely measured on the ground after exactly an hour of flight. Thanks. This decision can be reversed. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. Filed Under: BRP-Powertrain (Rotax Aircraft Engines), Splog, Dan; Yes, only Aerotrek can advise about the 915 availability. Paul Bertorelli is Aviation Consumers Editor at Large. 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. 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. but 100 hp continuous. This decision can be reversed. Please contact Just Aircraft. Originally equipped with carburetors, later versions are fuel injected. Plugging that number into Rotaxs data reveals a to-TBO cost savings of about $13,000not quite the total overhaul nut, but no trivial sum, either. Forgive my ignorance, but if a 912 ULS or 914 UL engine loses electrical power, what happens to the functionality of these carbureted engines? Price does not include shipping. The Astore is not hard to get in and out of but just not as easy as the 2008. List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek. 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. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. We already do it for Light Sport and to Light Sport Sea. Remove Cookies Ill have to ask if its possible. The lightest engine in the Rotax aircraft engine portfolio. Ive been loving your reports! Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. Pasted as rich text. Dan, thank you. Do you have an update? Must be due to the turbocharger and lower compression ratio. The 914's performance only gets better and better up high and the 912 falls off normally. The Rotax 912 series is well regarded for its reliability and efficiency and is primarily targeted as . You have allowed cookies to be placed on your computer. extend the cowling 3.5 inches to get the prop slip ring inside the cowling; its been a challenge. The 912iS has 2 stators one dedicated to engine operation and one to provide electrical power for the airplane. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. That sounds dubious to me. After trying to get my bearings with ATC, I landed uneventfully. 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. 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. Glad it was a VFR flight in good weather. by drseti Tue Feb 21, 2017 12:31 pm, Post 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. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. Hi Tyler: Thanks for your kind remark. Rotax-Owner.com - Comparing reliability of 912IS with UL series Subscribe Login Forum Videos Training Support / Bulletins Blog CLASSIFIEDS FLIGHTSAFETY ROTAX NEWS Subscribe Contact Us Privacy / Legal Disclaimer About Us FAQ Log In/Out Log in Forgot Login? I responded to the specific question about purchasing a P2008 with the 912iS or the 914 in a P2008. Got it, thanks for clarifying. The difference between the 912is and the ULS is the Induction system. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. 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. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits 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. This website uses cookies to manage authentication, navigation, and other functions. I will cover many aircraft stories, but allow me to take the most recent first: flying the brand-new Rotax 915iS and comparing it to the 912iS, although not in the same airframe. JavaScript seems to be disabled in your browser. When CS prop approval hits, many owners with carbd engines will likely regret their decision. We end up discussing pros and cons of the Rotax engines regularly. Takeoff roll is substantially reduced. My best friend has one in his Europa. The engine is by far the most reliable Rotax ever made. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Hi John: You are most welcome. 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. you mean confidence because its well known? By using our website, you agree that we can place these types of cookies on your device. For that question Im a firm advocate of the injected engine. Christian jockeyed them around liberally without detriment. Perfected 4-stroke engine with full take-off power and engine management system. [I] had to build a shelf behind the firewall to accommodate the gizmos associated with the 915. hoping it will be good choice. and ROTAX factory in Gunskirchen, Austria. by jetcat3 Sun Feb 26, 2017 2:01 pm, Post To me, the 915iS is better suited to larger (heavier) aircraft or those serving particular missions, such as LSA seaplanes or aircraft operating from high elevation fields. We have been conned into the cheap bolt on turbo extra power. Why? When you get up a bit higher your 100 hp non turbo will be making probably about 60 hp but the turbo is still making sea level hp up to about 16000, after that it drops off a little. It's not terribly difficult or time consuming. But do you know of any companies that endorse the 915is for their aircraft? Ive been flying a P2008 with the 912iS for over 3 1/2 years out of CA, in the mountains. The discussion forum for Sport Pilots and Light Sport Aircraft, Post 912iS. You can have separate throttle and mixture controls. Would love to see some pics of your install. Carbs are never "better" in terms of performance the only potential benefit of using carbs would be that , in some scenarios, they are simpler to troubleshoot and fix and don't need electricity to run. I concur with Andy. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? Hey Dan, thanks for all the great videos. How fast do you want to go?. The following are what I have discovered: 1. [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. Boththe P2008 and the Astoreare great planesjust like the Flight Design and because I like one better doesn't meanothers will. It can do what the 912 can't and you could really use it because you are surrounded by mountains. Your previous content has been restored. Just SuperSTOL coming along ok working out 915 problems. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. In flying the 915iS I revisited the task of managing throttle and prop controls. Rotaxs 915iS uses the same displacement as the 912iS. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. 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. We have excellent design capability skills available in metal or composites. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. 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. 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. We dont yet know if these will be required replacement items. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too. As yourself this question.. The Rotax 912 is a horizontally-opposed four-cylinder, naturally aspirated, four-stroke aircraft engine with a reduction gearbox. Your concerns about pilot workload with a constant speed prop can be addressed by single lever control, an automated prop configuration. Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. Rotax Engines - 582, 912ul, 912us, 912iS, 914 & 915iS Usually in stock for the same week delivery to your chosen address. 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. [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. Change Cookie Consent To receive critical-to-safety information on your ROTAX Engine, please subscribe toROTAX-OWNER.COM. 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. 75mm, P.C.D. 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. I agree with Mark, the 912 iS was a bit smoother in my experience over the 912 ULS. Which is your favorite (and why)? superstol2019@miketiffee.com. by MrMorden Tue Feb 21, 2017 10:23 am, Post Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. 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. 2023 Leading Edge Air Foils, LLC. The complete package presents the latest technology in the aircraft engine industry and will enhance the flying and ownership experience of pilots. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). 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, Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet, 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, The lightest engine in the Rotax aircraft engine portfolio. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. and ROTAX factory in Gunskirchen, Austria. Really sets you back in the seat compared to the 912. Joined: Feb 25, 2005 Messages: 10,820 Location: A new Airmaster propeller has arrived; it is a beautiful piece of If you put more air inside the combustion chamber you can put more fuel so you could generate more energy. ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. We are going to have to Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. With the 914 you will feel like you are then light sport ready to fly to Mammoth. The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. 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.). Thanks! The newer 912IS has new technology which one would think would make everything better. 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. This decision can be reversed. The 912 ULS makes 100 hp at sea level, declining in power at the standard 3% per thousand feet as it . Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. 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. We use continuously and can cruise near 200mph. I heard a rumor at OSH that Rotax has a 6 cylinder development project with 200+ hp. The new 912 UL S is a 100 HP* version of the certified 81 HP 912 engine, with the same external dimensions as the standard Rotax 912. I had some issues with gearbox, however all corrective work was in warranty. Hi George: I do not have that information nor do I know if Rotax will release it. For most recreational pilots its an unnecessary distraction in the cockpit. I would still prefer fuel injection - when was the last time your car engine died ? Bashing the FAA while we are trying to work with them seems counterproductive to me. I have 40 hours on my new 912iS and it has performed flawlessly. You must have JavaScript enabled in your browser to utilize the functionality of this website. That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. by MrMorden Mon Feb 27, 2017 8:09 am, Post Mark - while I have you on the horn Talk to me about the Astore v p2008. 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. Thanks, George. Ill leave this forum to the CT crowd who know that very capable airframe. Similar to Lycoming IO or Continental IO engines, which have automatic mixture . 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'm an LSRM with a small LSA service/flight center in AZ. by Mark Gregor Mon Feb 20, 2017 11:24 pm, Post [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. Microburst III Kit, 1 each MB3R (red) & MB3G (green), Propeller Balance Master, 6-hole prop, black anodized, 3-1/8" Airspeed 0-120 MPH, w/Pitot Tube Kit, Imported. Please update your cookie preferences to see this video. I would buy another 912iS if I were to build another A/C. Where can I see fuel burn/altitude charts for the 915is engine? Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. Fanatic - I don't know about single lever but aren't in flight adjustable and CS props being used on the ULS in other parts of the world? 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". 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. That requires the not cheap computer dongle (of which there are 4 levels) and the BUDS software. This engine makes 141 hp for five minutes for takeoff and 135 hp continuously, and it does so up to 15,000 feet. Disadvantages? Thanks for reading and watching! (You must log in or sign up to reply here. To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. Was easily resolved by a good Tech but goes to show nothing is ever perfect. [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. Four-stroke piston engine with four liquid and air-cooled cylinders. We leave passenger aircraft to other magazines or websites. 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). 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 iS is a nice improvement over the ULS but is high tech for sure. 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. by drseti Sun Feb 26, 2017 9:30 pm, Post I've been reluctant to recommend or invest in the 912 iS due to two things. Just curious. You have declined cookies. All rights reserved. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 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 John: I certainly cannot be definitive about this because its a constantly unfolding development. Similarly, in cruise, the iS did better at low altitudes than Rotax originally calculated, but at higher altitudes8000 feet and aboveit did much better, showing as much as a 36 percent improvement over the ULS fuel burns. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. We also are interested in engine overhaul specialty center with state of art facility available for immediate. Low-weight engine with excellent performance at high altitudes. I like the 914 because it is smoother, quieter and substantially more powerful! Rotax-Owner.com - 912ULS Vs. 912iS Warm Up Time Subscribe Login Forum Videos Training Support / Bulletins Blog CLASSIFIEDS FLIGHTSAFETY ROTAX NEWS Top Rotax-Owner.com This website uses cookies to manage authentication, navigation, and other functions. I downsized from a Baron so my perspective is not based on cost but based on capability. In power mode, it runs at about Lambda 0.8 or 0.9. [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. Remove Cookies [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. 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. 912 ULS | S 100 HP Engine with the best-in-class power-to-weight ratio. Hi Drew: Thanks for your kind words. Facts . 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. [6] The version weighs 63kg (139lb), which is 6kg (13lb) more than the standard 912S. 75mm, P.C.D. Im about to take the plunge! Carbs vs. Fuel Injection. Hey thinking about a 915 on a superstol. The iS has more components, including the fuel injection system, ECUs and dual, high-pressure fuel pumps. Rotax Powertrains . Most comparison was done in a Tecnam P92 Echo Classic. 80mm, P.C.D. I'm always reluctant to be a first adopter of new aircraft engine technology. 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. 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. The 912iS with the sport upgradesips fuel (<3.5 gph), and maintains at least 110 KIAS through 12,000 MSL. Much better and cheaper than MT prop. By using our website, you agree that we can place these types of cookies on your device. 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. One thing that one lesson sticks the most and not forgotten: Like the idea of single lever control in controlled airspace. In my opinion, this is not a simple decision. 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). Im happy to talk more at our e-mail or even here. It is also fitted to some light twins, such as the Tecnam P2006T. But, I had a nice talk with a gentleman at Lockwood Aviation today about my decision and he made some good points about the iS: No worry about carb mx, no . Lets do the same thing for increased weight, complex, and night. 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. Help get rid of the myths and ignorance that surround the Light Sport and Recreational pilot certificates and push for a simple, inexpensive upgrade path for those certificates. 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. 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. As the fast car guys say, Speed costs money. *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. After a 4-month break, we are back at it. By Mitters test work focused on a side-by-side comparison in a Tecnam P92, which is considered a VLA under European rules. We have developed a bias towards the fuel injected 912 iS as the fuel savings would cover the higher purchase cost. Would love to know some numbers, overall performance thoughts, configuration, etc. I would prefer the 914 if I was you. 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. Without providing much detail, Rotax said the 912 iS is also capable Lambda 1.3 or lean-of-peak operation. * leaded, unleaded, AVGAS 100LL, Ethanol 10** max. Flight Design's base price on the 912 iS version of the airplane is $152,500 versus $139,800 for a comparably equipped 912 ULS CTLS. In terms of the CS prop, as I understand it, there is only one solution for US-LSAs being evaluated,and that is for a single lever control, and only the iS engines are able to interface with this system. A $20,000 more than the ULS and $8,000 more than the 912is! Hi, Mark Gregor from Advanced Aircraft/Tecnam US here. Thanks! Climb was 1,000 fpm. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. 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.

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