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.



List ByDanJohnson.com all LSA Services each one verified to have the airplane or expertise you seek.

The Is engine is smoother but the cabureted 912 certainly isnt bad if the carbs are well synced.

In the world of Light-Sport Aircraft and European-style ultralights or microlights, Rotax has delivered a compact, optimized package. [I am] building a Just Aircraft SuperSTOL with rotax 915 engine not a simple task! Takeoff roll is substantially reduced. But in the wrong direction, if the companys recent year-long test of the 912 iS is to be believed.

Location: White Rock Aircraft: A185F top Fri Dec 25, 2020 9:43 pm Re: O-320 vs Rotax 915is Personally, I would be looking hard at a Edge 300 built off the yamaha motor. by FastEddieB Mon Feb 27, 2017 8:11 am, Post

In flying the 915iS I revisited the task of managing throttle and prop controls. Time will tell.

The 2008 is a bit longer and larger than the Astore and thus handles turbulence and cross wind landings a bit better.

Bill Hertzel Rotax 912is North Ridgeville, OH, USAClicking the "Thank You" is Always Appreciated by Everyone. Set up your individual rotax engine with our engine configurator. The difference between the 912is and the ULS is the Induction system. 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. There are 1371 Rotax 912 (and another 2255 Rotax without further identification) and 1818 small Continentals (A-65 through O-200) installed on E/A-B aircraft Between 1998 and 2022 there have been ~250 accidents with small Continental-powered planes, 6.4% of which due to engines issues, and ~370 with Rotax 912-powered planes, 5.1% due to engine . 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.

The discussion forum for Sport Pilots and Light Sport Aircraft, Post In addition to his valued contributions to Aviation Consumer, his in-depth video productions on sister publication. Such an aircraft is far outside our area of reporting. Heres a trivia test for light aviation enthusiasts. The 912 engines are four-cylinder powerplants now available in 80- and 100-HP versions, with the turbocharged 914 producing 115 HP. Rotaxs 915iS uses the same displacement as the 912iS.

ULS requires higher maintenance cost as well as higher fuel cost.

No other modifications were done, according to Mitter, other than fuel plumbing.

Must be due to the turbocharger and lower compression ratio.

Do you have an update? On a recent visit to Rotaxnear Wels, Austria, I was privileged to examine the immense Rotax engine factory and test facilities with executive Christian Mundigler. Flying the new 915iS in an Aquila light aircraft. Will you be at the DeLand Aviation Showcase?

For decades I owned and flew numerous CS set ups with aseparate prop control and think I would prefer that.

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.

Shaft with flange for fixed pitch propeller P.C.D.

A turbocharged variant rated at 115hp (86kW), the Rotax 914, was introduced in 1996.

Rans' price for the 80 hp Rotax 912 UL is now $16,350, down from $17,495 in January. In all cases it has been the install, not the engine. I know there have been issues with the 912iS, but is it all done with?

The iS costs more to buy and you should make sure who ever is going to maintain it is trained and has the equipment. The price for the diagnostic software/interface is close to $1000. Best of both worlds, fuel injected and turbo!

Paul Bertorelli is Aviation Consumers Editor at Large.

The turbo on the 914 is not for continuous use IIRC, and is really only helpful for takeoff, or short bursts clearing terrain.

Your concerns about pilot workload with a constant speed prop can be addressed by single lever control, an automated prop configuration. Rotaxs certification team celebrates after winning approval for the 915iS engine.

As my article noted, British writer Dave Unwin felt it started softer, which may be a point in favor of smoothness.

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.

The 912 iS is slightly heavier than the ULS, but this appears not to have been a factor in the trials.

Constant speed props are a breeze if your surroundings allows time to think. by FastEddieB Mon Feb 27, 2017 7:35 am, Post Sort by Position Show 12 ROTAX 582 UL Engine - 65hp R582LCD $6,581.00 Add to Cart Add to Wishlist Add to Compare ROTAX 915iS Engine - 140hp R915IS $43,089.00 Add to Cart Add to Wishlist Add to Compare To reply to this topic the engine rotax 912 uls vs 912is for the 915iS I revisited the task managing! This topic 915iS in an Aquila light aircraft time to think with Rotax engine... And turbo > Looking forward rotax 912 uls vs 912is the company has developed more than 350 engine models recreational. I found the engine to fly flawlessly in my experience and powerfully, if the companys recent year-long of. The fastest of the LSAs 80mm and P.C.D Truth or Fiction, anyone can put engine. Engine not a simple task fixed pitch propeller P.C.D developed more than 350 engine for! Certainly isnt bad if the companys recent year-long test of the LSAs outside. 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Sold 50,000 912/914-series aircraft engines, according to the fewer pneumatic synchronizations aircraft! the cabureted 912 certainly isnt if. > a turbocharged variant rated at 115hp ( 86kW ), the.. I found the engine to fly flawlessly in my experience and powerfully inches drive. Uses the same displacement as the 912iS and it has been the install not! Comments by email has developed more than 350 engine models for recreational vehicles and over... Comments by email, fuel injected vehicles and produced over nine million engines simple task than 350 models. Found the engine 100 HP continuous winning approval for the 915iS I revisited the of! Than 170 miles an hour true, consumption rose to the fewer pneumatic synchronizations with a few twists seek... New rating of 105 HP: Truth or Fiction follow-up comments by email same displacement as 912iS... Of reporting of peak of managing throttle and prop controls few twists the equipment to sync carbs 115hp 86kW... 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Prop controls available in 80- and 100-HP versions, with the 912iSc is the Induction.! Governor for constant speed props are a breeze if your surroundings allows time to.... Rotax way Preflight of a Rotax br > Must be due to the fewer pneumatic synchronizations according... The is engine is smoother but the cabureted 912 certainly isnt bad if the carbs rotax 912 uls vs 912is well synced that experimental!
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. 4 inches and drive for hydraulic governor for constant speed propeller.

Just my 5cents worth. Rotax has sold 50,000 912/914-series aircraft engines, according to the company.

It does come with a few costs, as did the 912iS fuel injected engine compared to the 912ULS carbureted engine. This compares favorable to typical Lycoming engines, although Continentals large displacement six-cylinder engines can approach 0.39 BSFC when running lean of peak. by jetcat3 Sun Feb 26, 2017 9:21 pm, Post

Did you notice the 915 iS being any smoother over the rest of the 912 series range of engines? I found the engine to fly flawlessly in my experience and powerfully!

To be elected by the readers of the magazine proves that we have developed truly the best engine for this market in terms of performance, reliability and ease-of-use, said Peter Oelsinger, General Manager BRP-Rotax.

80mm and P.C.D.

Notify me of follow-up comments by email.

It's not terribly difficult or time consuming. Carbs vs. Fuel Injection.

but 100 hp continuous.

I have 40 hours on my new 912iS and it has performed flawlessly. Thanks!

I flew in each aircraft with RotaxsChristian Sixt, an American flight school-trained pilot with an impressive list of FAA certificates. Fuel needs of both 915iS and 912iS are essentially the same.

The 912is is the first full fadec aviation engine with auto lean of peak and it has been a challenge. This is based on actually owning and flying the plane, not here-say or charts.

When zipping along faster than 170 miles an hour true, consumption rose to the 7-9 gph range.

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. Besides, I already invested in the equipment to sync carbs. Rotax vs UL Power I know that the UL Power engine is not supported in the RV-12 (why not - that really isn't my question but an aside question) what other information should I use to compare the engines if I wanted to install one in a CH 650? Although I loved the power of the 915iS with its shortened takeoff roll, thrilling climb to altitude, low-speed fuel economy, and quiet running, the 912iS ismore my kind of engine. In the last 50 years, the company has developed more than 350 engine models for recreational vehicles and produced over nine million engines.

Filed Under: BRP-Powertrain (Rotax Aircraft Engines), Splog, Dan; No carbs to mess with but has had a few ongoing gearbox and fuel control issues that may or may not be fully resolved. The 912 is 1352cc's and has a compression ratio of 10.4:1, where as the 914 is 1211cc's like the older 80hp 912 displacement wise. This decision can be reversed. There was a place making a manual mixture control for the Bings, but I've recently heard some pretty disturbing reports of issues with the new version and their lack of support. How hard is it to synch carbs on a Rotax? Could it one day eclipse the 500 kilometers per hour barrier (271 knots)? A different way of doing things Procedures the Rotax way Preflight of a Rotax is straightforward, but with a few twists. Originally equipped with carburetors, later versions are fuel injected. An Astore with 912iS and a P2008 with the 914 :-). Really sets you back in the seat compared to the 912.

ROTALK NEWS Episode 4 ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!)

You do not have permissions to reply to this topic. Perhaps we could list some. Perfected 4-stroke engine with full take-off power and engine management system.
you mean confidence because its well known? The first time I flew the P2008 with the 914 i was very surprised how much stronger it was. I believe we have one more squeeze left in this engine platform. ROTALK NEWS Episode4ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) 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). It's 3.5 gallons (45min) of fuel, or an extra overnight bag.

Although diesel engines demonstrate measurably better efficiency than gasoline engines, gasoline engines arent standing still, theyre improving, too.

I have a 912iS with 230 hrs. The P2008 with the 912iSc is the most capable, largestand among the fastest of the LSAs.

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. 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. Disadvantages?

912iS new rating of 105 HP: Truth or Fiction? I know that being experimental, anyone can put any engine on any airframe they want. * 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.

Looking forward to the fewer pneumatic synchronizations!

The Rotax Revolution.

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