and ROTAX factory in Gunskirchen, Austria. Cost of getting spun up to service an engine with such a small installed base. Annual sales total $6 billion (Canadian or U.S. $4.9 billion) generated in more than 130countries by a global workforce of more than 14,500 people. To get below 3 gph, a surprisingly low consumption rate, speed dropped below100 knots true or 85 indicated. Climbs to 12,000 will have a night and day difference as well. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. Hi Bill: You are correct. Learn how your comment data is processed. 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. 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. 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). Then the fuel source was switched to a second tank and the consumption precisely measured on the ground after exactly an hour of flight. 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. Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. FAA Regulation Update Fall 2022. Many years ago flying a 182 into Townsville combined military civilian airport aircraft everywhere more radio chat than a wireless. 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. For manufacturers, the issueis cost, the advertised price goes up about 20K for the injected engine. Customer Service Information Report (CSIR). Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. 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 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. 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller. But more likely, it will account for just a substantial fraction of the overhaul cost. You have declined cookies. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 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. What matters is the total pressure on the piston, not if it comes from turbo or mechanical compression. industrial art! Hi Drew: Thanks for your kind words. Any insights on the 915 in a SuperSTOL? Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. [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). I like the 914 because it is smoother, quieter and substantially more powerful! ROTALK NEWS Episode 3Michael Smith's Rotax-Powered Searey Circumnavigation, the amazing Rotax-Powered Lockwood Aircam and Anthony Caere's chimpanzee rescue operations. 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 having to do It features liquid-cooled cylinder heads and air-cooled cylinders. In power mode, it runs at about Lambda 0.8 or 0.9. Copyright @2018 CTFlier.com [I] am planning to add an Airmaster electric prop. All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. Thanks for reading and watching! Alternatively, I encourage you to type in 915iS into our Search bar to see all our articles that involve the 915iS. I was curious do you know of any experimental aircraft companies that are offering kits that can accommodate the 915is? It is also fitted to some light twins, such as the Tecnam P2006T. At this setting the 914 is making a lot more horsepower that a 912. You have allowed cookies to be placed on your computer. Dan, By At altitudes needed for California cruising there's a 20kt difference. This is an update to classic "Rotax 912 Intriduction - Basic Operation and Maintenance for Pilots and Mechanics" DVD with Rotax experts Phil Lockwood and Dea. Nothing like a 40% boost in power to launch an aircraft into the sky. *** I didnt notice the 915iS was more smooth than the 912iS I flew later that day, but it was certainly a smooth-running engine. Really sets you back in the seat compared to the 912. ROTAX Tech Talk: Troubleshooting the Rotax 912 ignition system, ROTAX Tech Talk: 912 Easy Start Circuitry, ROTAX Tech Talk: Troubleshooting the Rotax 914 ignition system, ROTAX Tech Talk: Troubleshooting the Rotax 912/914 ignition system, SI-912 i-002_SI-915 i-002 B.U.D.S. ROTALK NEWS Episode 4 ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) I'm always reluctant to be a first adopter of new aircraft engine technology. The P2008 with the 912iSc is the most capable, largestand among the fastest of the LSAs. That sounds dubious to me. which has a control box. If you have an account, sign in now to post with your account. 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. You can have separate throttle and mixture controls. Notify me of follow-up comments by email. With the 914 my CT would be 150+ kts top speed. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. Many of the early installs didnt have this, mine didnt so we immediately added it and this is likely why we have had zero faults. If the latter is not familiar to you, dont worry about the detail for now but see an important point below*. Change Cookie Consent This decision can be reversed. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. [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. 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. Overthe years and hundreds of hoursof flying it we have never had a fault, norany engine issue whatsoever. In comparison to the 80 HP version of the Rotax 912 series the 100 HP product line offers more power while keeping the weight. any and all info you can provide would be golden. Lets do the same thing for increased weight, complex, and night. As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness. 912iS. Rotax-powered Sling aircraft from The Aircraft Factory, the AVMAP Navigation and engine monitoring system, and the Rotax powered Tucano Experimental and Light-Sport Aircraft. There was a crash of a Diamond Twinstar. The electronic fuel injected Rotax 912iS is a recent development. M O S A I C [3] The original 80hp (60kW) 912 UL engine has a capacity of 1,211cc (73.9cuin) and a compression ratio of 9.1:1. This decision can be reversed. An Astore with 912iS and a P2008 with the 914 :-). It has proven reliability. Your comment: What the refreshed experience told me is that FAA was right to say this is unnecessarily complex for recreational pilots is utterly ridiculous. engine management system. Impressive but no more horsepower than the ULS and likely less in many conditions. Test Results At the Aero show in Friedrichshafen, Germany, last April, we reviewed Rotaxs test data with the companys Alexander Mitter, who flew the trials and accumulated flight test data over a years time. 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. Rotax engine experts felt most of this is attributable to software and the same code can also be applied to the 912iS. Your email address will not be published. Their state of development appears good now but prices need to come down and regulations need to be completed as presently forecast. . Hence the push for single lever control, a simpler way to handle in-flight prop control. A new Airmaster propeller has arrived; it is a beautiful piece of Mitters test work focused on a side-by-side comparison in a Tecnam P92, which is considered a VLA under European rules. Christian demonstrated that you can move the throttle and prop control without my experience of adjusting each very cautiously and slowly. The 915iS fuel injected, turbocharged, and intercooled engine can produce 141 horsepower for five minutes, then sustain 135 horsepower indefinitely. Dan, thank you. Notify me of follow-up comments by email. 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). Fly with an instructor, show your competency and get signed off. Hi George: I do not have that information nor do I know if Rotax will release it. Overall both the Astore and P2008 are just physically largerthan otherLSAs so there is not a lot of difference. I have seen some scary holes burned throughfancy tight cowls. Display as a link instead, * 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. 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..? It also describes how the company got its name. % boost in power to launch an aircraft into the sky worry about the for. Although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak i-004,,... 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