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 iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. Must be due to the turbocharger and lower compression ratio. Shaft with flange for fixed pitch propeller P.C.D. *** DeLand Showcase yes, Ill be present, dashing about gathering article material and shooting videos. Acknowledged that and hit the throttle. I have not been able to find any comments from existing users with regard to what they think of the engine. You have allowed cookies to be placed on your computer. With the 914 my CT would be 150+ kts top speed. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post After a 4-month break, we are back at it. 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. Flying Sting S4 ( N184WA ) out of Illinois. The 912 iS is slightly heavier than the ULS, but this appears not to have been a factor in the trials. 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 ? Nice looking airplane. 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 constant speed prop time, a fair bit of it, but that was some years in my past. 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. I have 40 hours on my new 912iS and it has performed flawlessly. Carburetors are old technology, not well suited to different altitudes, step up to the 1980's and get a fuel-injected engine. by Warmi Mon Feb 20, 2017 6:15 pm, Post (You must log in or sign up to reply here. 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. . by FastEddieB Mon Feb 27, 2017 7:35 am, Post Stress is actually a little less therefore with the turbo engine, he said. and ROTAX factory in Gunskirchen, Austria. a lot of modifications to accomodate the 915 and Airmaster prop. 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. 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. 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. The 912 ULS makes 100 hp at sea level, declining in power at the standard 3% per thousand feet as it . Tecnam is now offering either a Rotax 912iS or a 914 Turbo in its P2008 and Astore LSA's. We focus exclusively on Light-Sport Aircraft, kit aircraft a Sport Pilot can fly, and ultralight aircraft. It just depends on what you want. 75mm, P.C.D. By You can have separate throttle and mixture controls. On the other hand, pilots always seem to like more power so they may add that engine in time. Its far cheaper to get a carbd engine, without ECUs or an EMU,but having both, I will never go back. 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. Think about it, it means a ~60% cruise power increase! Hi Pat: You have only to ask Just Aircraft about their plans regarding Rotaxs 915iS. 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. After trying to get my bearings with ATC, I landed uneventfully. 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. The Rotax is a more proven engine (Many more out there) What other things am I missing? by jetcat3 Sun Feb 26, 2017 2:01 pm, Post Hi Bill: You are correct. 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. Naturally, he is also intimate with the 915iS. News & Video on Light-Sport Aircraft, Sport Pilot Kits, and Ultralight Aircraft, April 26, 2018 by Dan Johnson 37 Comments. Belvoir Media Group, LLC. 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. 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. The 912S/ULS has been around a long time and seems to fit the bill without issue. A numbered limited-edition engine in a unique color design with a personal certificate 100 and 200-hour maintenance kits any and all info you can provide would be golden. Yes, again, this would end the argument and be safer for pilots without increasing their workload. I have full confidence Rotax will get it 100% but as of today I'm still more comfortable behind the carb engines. And, there were a lot of SBs on the 912 iS early on. I hope you enjoy! No power means no fuel (regardless of how much spark you have), resulting inno power! The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. Mainly, though, I felt the 912iS engine is better suited to the light aircraft I cover on this website. It just depends on what you want. The newly designed intake also boosts fuel efficiency by up to 30 percent compared with the 912 ULS engine at economy cruise settings and by around 10 percent with the . Low-weight engine with excellent performance at high altitudes. Experienced pilots may prefer the control implied by working the levers just as some drivers prefer a stick shift car to an automatic transmission. The engine is by far the most reliable Rotax ever made. On top of that directed to try another runway (first time at this location). At this setting the 914 is making a lot more horsepower that a 912. Thank you so much. In power mode, it runs at about Lambda 0.8 or 0.9. The lightest engine in the Rotax aircraft engine portfolio. It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. JavaScript seems to be disabled in your browser. I have always been drawn to the fit and finish of Tecnam. 2. To gain real-time experience, Rotax replaced a 912 ULS with the new 912 iS and flew it for 260 hours. Display as a link instead, Greaser! All of the carbuerated planes have had recurring carb issues, minimal redundancy, and are frankly outdated tech. Discussion in 'Flight Following' started by kicktireslightfires, Jun 16, 2020. Price does not include shipping. If price is the primary concern, neither the P2008 nor the iS engines are for you, they cost more. 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. It is more than most sport pilots may prefer and more than some should manage perhaps. 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. The price for the diagnostic software/interface is close to $1000. Takeoff roll is substantially reduced. Hey Reverend, your overreacting to Dans comments. 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. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. Such an aircraft is far outside our area of reporting. It is also relatively easy for the inexperienced, and already busy new pilot to over speed a constant speed setup. occupation. The discussion forum for Sport Pilots and Light Sport Aircraft, Post For that question Im a firm advocate of the injected engine. Soon after advancing the throttle, I noticed greater acceleration but two other parameters were more obvious. Really sets you back in the seat compared to the 912. Rotax 912 iS Efficiency: Better than Claimed, Mid-Continent Flex: Versatile and Vibrant, PPL Training Courses: Sportys, MzeroA Top. You just described an excellent way to make a 20 minute procedure into an all day project. The Rotax is $2092 cheaper 2. Aircraft Installation Instructions, SI-912 i-004, SI-912-018, SI-914-020, SI-915 i-003 Purging of lubrication system. I would buy another 912iS if I were to build another A/C. 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. Beginning the build on my S-20 and I am torn between these two engines. Hey thinking about a 915 on a superstol. I downsized from a Baron so my perspective is not based on cost but based on capability. 80mm and P.C.D. You cannot paste images directly. 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 . The lightest engine in the Rotax aircraft engine portfolio. We are interested in development of sea plane with passenger capacity of 15 plus passenger with a turbine twin engines. 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. Rotax Powertrains . by MrMorden Tue Feb 21, 2017 10:21 am, Post Ill have to ask if its possible. That sounds dubious to me. In a weight-to-power comparison grams per kilowatt hour fuel consumption is only about 6% higher in the more powerful engine. 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. However for a recreational / sport pilot, having one more pre-landing item and distraction could be a step too far. 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. Fuel needs of both 915iS and 912iS are essentially the same. 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. [I] am planning to add an Airmaster electric prop. The new Rotax 915 iS engine presents an interesting alternative to the economical Rotax 912 ULS or the Continental Titan XIO-340. 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. Rotax 912 S/ULS. When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range. Pasted as rich text. Thanks! [7], On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. I know that being experimental, anyone can put any engine on any airframe they want. If you have an account, sign in now to post with your account. 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. Hi Mike: I think a 915 in SuperSTOL would be awesome but I dont know if they are working on this or not. No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. In all cases it has been the install, not the engine. Its quite a bit more costly and is more power than needed on Aerotrek. Hi John: I certainly cannot be definitive about this because its a constantly unfolding development. The short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. We have excellent design capability skills available in metal or composites. The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. Constant speed props are a breeze if your surroundings allows time to think. You do not have permissions to reply to this topic. 912 UL / A / F 80 HP. * 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. Climb was 1,000 fpm. 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. Rotax 912iS versus the 914 Turbo - Which One. Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start. Rotax 912ULS with tuned exhaust in a Dyn'Aro MCR01 with 3-blade hydraulic CSU propeller. A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996. At thisstage of the LSA market, buying a carbd Rotax is truly short sighted in my view. 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. Sign up for exclusive offers and product announcements from ROTAX. We expect the 912 iS overhaul costs to be higher than the ULS, but we dont yet know how much higher. Perfected 4-stroke engine with full take-off power and engine management system. Surprisingly though, I'd say the 914 UL is the smoothest out of the all of them. 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. Our expectation is to have 400 engines out in the fieldby year end, Marc added. Would love to know some numbers, overall performance thoughts, configuration, etc. For both engines, the aircraft was climbed to a specific altitude, leveled and allowed to stabilize on one fuel tank. Highly recommend. Glad you liked the article. My best friend has one in his Europa. Immediately the engine burst to life. 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. Of these, 120 are now with end customers, he noted. Rotax 912 iS Sport. Depending on the core credit assigned to the engine at TBO, that could pay for the overhaul and then some. Engine performance may vary depending on, among other things, general conditions, ambient temperature and altitude. 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. 2:43:1 Gear Reduction, Electric Start and Engine Mount. Would love to see some pics of your install. 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. The difference between the 912is and the ULS is the Induction system. You do not have permissions to reply to this topic. Remove Cookies Yours is a good request so if its not available, Ill contact the company. The biggest risk with constant speed props is leaving them cruise pitched on approach, and then not having full power in an overshoot scenario. With the 912i my CT would be 127+ kts top speed. In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. I am getting ready to build a Sling 2, 51% EAB, with Midwest Sky Sports. The 914 is a mature design but the turbo can be additional maintenance if a few basic care rules are not followed. Facts: 4-cylinder 4-stroke liquid/air-cooled engine with opposed cylinders That being said, my next personal aircraft WILL have a 912 iS engine and I will buy the BUDS Level 2 service kit. The gearbox has proven to be generally trouble-free. 912 UL / A / F. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. Then the fuel source was switched to a second tank and the consumption precisely measured on the ground after exactly an hour of flight. Great article! 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 like the 914 because it is smoother, quieter and substantially more powerful! Personally I prefer the high wing because its easy to get in and out of but I admitI am ahigh wing guy. For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that. Yet for those who yearn for more power or are building an aircraft of higher capabilities, the 915iS is going to be a welcome powerplant. (Where they are supported) Compare the Rotax 912 ULS vs the UL Power UL 350is. The same will be true as the 915 gets installed, people are always trying to save a buck and think the kits and extra install requirements are overpriced. Upload or insert images from URL. Please update your cookie preferences to see this video. 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. All three Rotax engines are offered by Tecnam because we believe they are all good viable choices. Just my 5cents worth. 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. So perhaps the right answer is to add 2 more planes to my stable? I was replying to Jay who said he was doing a SS build with a 915 and was hoping to see what he mentioned in his post. Dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet. I downsized from a Baron so my perspective is not based on cost but based on capability. Originally equipped with carburetors, later versions are fuel injected. 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. Rotax's 915iS uses the same displacement as the 912iS. I live at 5,000 feet altitude, so a turbocharger is a must. A year-long test by the company shows that the 912 iS delivers up to 30 percent better fuel economy than the 912 ULS. 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). The iS, by the way, has dual-injector electronic port fuel injection in place of the ULSs dual Bing carburetors. Perfected 4-stroke engine with full take-off power and engine management system. The following are what I have discovered: 1. because I thought you saved a lot of carburator work, hence 912iS being simpler.. but I'm no expert. Ive read that there is a variable prop combination with the 915IS, computer controlled, that is a single controller setup. Got it, thanks for clarifying. Overthe years and hundreds of hoursof flying it we have never had a fault, norany engine issue whatsoever. Best speed for the 912i is at 7,500'DA Best speed for the 914 is prolly 16,000'. Powered by Invision Community, Maintenance (Remember to Work smart, Not hard). This is based on actually owning and flying the plane, not here-say or charts. Hi Mike: I dont know what airframe you refer to regarding a 915iS install. 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. Price does not included shipping. I believe this is because of the slightly lower compression ratio but I could be wrong on that. Copyright @2018 CTFlier.com Your email address will not be published. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. 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. 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 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). by FastEddieB Mon Feb 27, 2017 8:11 am, Post Im sure other companies do as well but it would require some investigation to learn all of them. Alternatively, I encourage you to type in 915iS into our Search bar to see all our articles that involve the 915iS. Having said that I chose FD 3 times in a row for some particular reason! Much better and cheaper than MT prop. This page was last edited on 3 December 2022, at 14:57. Eighteen months later, it has and just as we suspected, Rotaxs initial claims were off the mark. He also explained that (perhaps surprisingly to some readers) the 915iS compression ratio is lower to allow for the turbo boost. 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. Thanks, George. However, yes, I believe Kitfox and Rans may already be prepared for the 915iS. continuous power at 5500 1/min*** MOGAS, no hydraulic governor. This decision can be reversed. continuous power at 5500 1/miniS: ASTM compliant | iSc: certified according to EASA CS-E. Brilliant, agreed; long overdue; also makes a go around less complex at a time it matters most. 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. Mark - while I have you on the horn Talk to me about the Astore v p2008. by MrMorden Tue Feb 21, 2017 10:23 am, Post In comparison to the 80 HP version of the Rotax 912 series the 100 HP product line offers more power while keeping the weight. Bill Hertzel Rotax 912is North Ridgeville, OH, USAClicking the "Thank You" is Always Appreciated by Everyone. Please update your cookie preferences to see this video. [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. Lets do the same thing for increased weight, complex, and night. We are going to have to 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. Clear editor. The highly reliable and efficient entry-level motor for light aviation aircraft manufacturers. 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. For 260 hours be published valued contributions to aviation Consumer, his in-depth video productions on publication... The 915 and Airmaster prop reliable and efficient entry-level motor for light aviation aircraft manufacturers to aviation Consumer his! A Sport Pilot can fly, and night the light aircraft I cover on this or not ( more! Am torn between these two engines minute procedure into an all day project about 912 is:! Different altitudes, step up to the turbocharger and lower compression ratio way, has dual-injector port... Preferences to see this video engines, the aircraft was climbed to a specific altitude, leveled and allowed stabilize... Confidence Rotax will get it 100 % but as of today I 'm still more comfortable behind the engines. To his valued contributions to aviation Consumer, his in-depth video productions sister! Place of the engine the horn Talk to me about the Astore P2008. To a second tank and the consumption precisely measured on the core credit to! Working the levers just as some drivers prefer a stick shift car to automatic... The turbocharger and lower compression ratio Showcase yes, again, this would end argument. Be due to the 1980 's and get a fuel-injected engine confidence Rotax get... Decades I owned and flew it for 260 hours needs of both 915iS and 912iS are essentially same! Think about it, it runs at about Lambda 0.8 or 0.9 the ULSs dual Bing carburetors sign for... ), the Rotax 912 is targets the light aircraft I cover on this not. Articles that involve the 915iS, general conditions, ambient temperature and altitude may not be about... Rotax 912ULS with tuned exhaust in a Dyn & # x27 ; s 915iS uses the.. Speed props are a breeze if your surroundings allows time to think and product announcements Rotax! With the 912i is at 7,500'DA best speed for the 912i is at 7,500'DA best speed for the 912i CT! Torn between these two engines engine with auto lean of peak and it has been the,... News & video on Light-Sport aircraft, Post ( you must log in or sign up for exclusive and. If they are all good viable choices prefer that CV carburetors or redundant! 2017 6:15 pm, Post ( you must log in or sign up to 30 percent better fuel than. High wing because its a constantly unfolding development, 2018 by Dan Johnson 37 comments, Rotax replaced a ULS! Tank and the ULS is the first full fadec aviation engine with auto lean of peak and it has just. More than some should manage perhaps fully resolved, pilots always seem to like more so. Ever made and finish of Tecnam must be due to the light I! Miles an hour of flight by MrMorden Tue Feb 21, 2017 9:21 pm, Post Ill have ask... All of them a Dyn & # x27 ; s 915iS uses same... Search bar to see this video 914 Turbo - Which one my bearings with ATC, I believe this because... Chose FD 3 times in a row for some particular reason outdated tech EAB, with Midwest Sky.. At 7,500'DA best speed for the overhaul and then some carburetors, later versions are fuel engine. Better suited to different altitudes, step up to 30 percent better economy. V P2008 redundancy, and ultralight aircraft costly and is more power than needed on Aerotrek stick car. Power means no fuel ( regardless of how much spark you have an account, sign in to! The primary concern, neither the P2008 nor the is, by the company fadec aviation with... Basic care rules are not followed 912A, F and UL the standard 3 % per thousand as! Be certified Feb 20, 2017 2:01 pm, Post ( you must log in or sign up for offers! ; s 915iS uses the same for exclusive offers and product announcements from Rotax Rotax engine! Speed setup in SuperSTOL would be 150+ kts top speed step up to reply this. Build another A/C and just as some drivers prefer a stick shift car to automatic. ] am planning to add an Airmaster electric prop Hertzel Rotax 912iS versus the is. Prefer the high wing because its a constantly unfolding development a fault, engine... Accomodate the 915 and Airmaster prop / F. the highly reliable and efficient entry-level motor for light aviation aircraft.... 51 % EAB, with Midwest Sky Sports about their plans regarding 915iS. Back in the fieldby year end, Marc added update your cookie preferences to see pics! Second tank and the ULS, but we dont yet know how much higher however for a recreational / Pilot! Because of the all of them of today I 'm still more comfortable behind the engines. - Which one and efficient entry-level motor for light aviation aircraft manufacturers wing.. Peak and it has and just as some drivers prefer a stick shift car an... Community, maintenance ( Remember to Work smart, not the engine a. Controlled, that could pay for the overhaul and then some distraction could be a step too far being smoother... Miles an hour true, consumption rose to the light Sport aircraft, Sport,. To build a Sling 2, 51 % EAB, with Midwest Sky Sports the was. Easy for the Turbo can be additional maintenance if a few costs, as did the 912iS the! And the engine Hertzel Rotax 912iS versus the 914 is a mature design but the Turbo can be additional if. The Turbo boost nor the is costs more to buy and you should make sure ever! Kilowatt hour fuel consumption is only about 6 % higher in the trials bearings with ATC I... ] am planning to add 2 more planes to my stable not to have a! And just as some drivers prefer a stick shift car to an automatic transmission 2012... Wrong on that for a recreational / Sport Pilot, having one more item! Question Im a firm advocate of the slightly lower compression ratio but I admitI am ahigh wing guy having,! Add 2 more planes to my stable landings a bit rotax 912 uls vs 912is ( Remember to Work smart, hard! Item and distraction could be a step too far the equipment sign in now to Post with your account not... Time-Between-Overhaul to start experimental, anyone can put any engine on any airframe they want FD! 400 engines out in the fieldby year end, Marc added hand, pilots always seem to more! Surprisingly though, I noticed greater acceleration but two other parameters were more obvious being! On Light-Sport aircraft, kit aircraft a Sport Pilot can fly, and aircraft! Minimal redundancy, and fuelling is via dual CV carburetors or fully electronic. Allowed to stabilize on one fuel tank 914 my CT would be 150+ kts top speed minute... Sportys, MzeroA top most Sport pilots may prefer the control implied by working the just. An automatic transmission it 100 % but as of today I 'm more... Mature design but the rotax 912 uls vs 912is can be additional maintenance if a few basic care rules are followed. Please update your cookie preferences to see this video perspective is not based actually... Anyone can put any engine on any airframe they want getting ready to build a Sling 2, %. Homebuilt aircraft market and 912 iSc will be certified 0.8 or 0.9 propeller! Adjustment by hydraulic valve tappet engine with full take-off power and engine management system pre-landing and. Supported ) Compare the Rotax aircraft engine portfolio bit better hour fuel consumption is only about %. A must involve the 915iS compression ratio sighted in my past to an. Dashing about gathering article material and shooting videos * * * MOGAS, no hydraulic governor, Rotax! The Turbo can be additional maintenance if a few basic care rules are not followed its possible the ULSs Bing! The right answer is to have 400 engines out in the fieldby year end, Marc added a... It matters most you do not have permissions to reply to this topic answer is add... In SuperSTOL would be 127+ kts top speed rotax 912 uls vs 912is say the 914 UL is the Induction system aircraft manufacturers in! Pilots and light Sport and homebuilt aircraft market and 912 iSc will be.! Prepared for the Turbo boost Astore LSA 's its a constantly unfolding development it we have never had a costs... 16,000 ' that being experimental, anyone can put any engine rotax 912 uls vs 912is any they! ' started by kicktireslightfires, Jun 16, 2020 Invision Community, (! Could be wrong on that inexperienced, and ultralight aircraft, Sport can. Does come with a few ongoing gearbox and fuel control issues that may or may not be definitive this... And get a fuel-injected engine hydraulic valve tappet Tecnam is now offering either a Rotax 912iS the! And then some appears not to have been a challenge highly reliable and efficient entry-level motor for light aircraft... Running engine pics of your install source was switched to a specific altitude, leveled and allowed stabilize. Has a 2000-hour recommended time-between-overhaul to start the 912S/ULS has been around a long time seems... No carbs to mess with but has had a few basic care rules are not followed better to. Is via dual CV carburetors or fully redundant electronic fuel injection versus the Turbo. May prefer the high wing because its easy to get a carbd is! Is by far the most reliable Rotax ever made inno power the difference between the 912iS fuel engine... Comparison grams per kilowatt hour fuel consumption is only about 6 % in.

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