Which is better? Rotax-Owner.com is a web based support system which provides a common access point for locating key Information - Education - Support for their Rotax Aircraft Engines such as the Rotax 912, Rotax 914, Rotax 912 iS, Rotax 915 iS, Rotax 503 and Rotax 582. Please, advertisements for Viagra will be promptly deleted! It also has forged rather than cast pistons whose bottom surfaces get additional cooling through oil spray. With full throttle at about 1500 feet, the airplane was indicating over 110 MPH and still had something left. Generally yes, although engines from the legacy companies have a profusion of models and weights that complicate the comparison. Write CSS OR LESS and hit save. A year or two from now, they’ll know if the bet paid off. So for $20k you have a 130hp NA engine, and for $40k you have a TC 141hp engine. Rotax surprised everyone by introducing the 912 iS in 2012, then followed that with a Sport model that has improved induction for higher takeoff torque. With the constant-speed prop, the 915 aircraft is faster—much faster. I think you should take a look at the history and track record of both before making a decision. They have air-cooled cylinders with watercooled heads and a pair of Bing constant velocity carburetors mounted in downdraft manifold configuration do … At 125 HP, Continental’s IO-240 is a fair apples to apples. Lycoming’s 115-HP O-235 is a little worse, at 0.46 HP/lb. But.. The Rotax 915 iS is an Austrian aircraft engine, produced by Rotax of Gunskirchen for use in ultralight aircraft, homebuilt aircraft, light-sport aircraft, small helicopters and gyroplanes. Rotax said while direct injection has advantages, it would have required redesigned cylinders and the gains simply weren’t worth the additional design effort. Unless otherwise noted, these reviews carry product pricing from the time of the original review. It's pretty active. The 915 uses a similar engine control unit as the 912, but it was obviously tweaked to include a turbocharger wastegate controller and an automatic prop control. Meanwhile, once the engine is approved and in production—which it is expected to be within two or three months—the company can offer it in the kit version of the Searey. It has a dry power-to-weight ratio of 0.49 HP/lb. Like motorcycles, the 915 iS uses throttle position sensing as a closed-loop input. The 912 engines are four-cylinder powerplants now available in 80- and 100-HP versions, with the turbocharged 914 producing 115 HP. 3. In rich mode, it runs at Lambda 0.88. All engines have their glitches, some more than others, but good practice is staying with what is proven reliable and has a supply chain to back it up. The dry weight of the 915is is listed at 186.4 lb (without fuel pumps, radiator and oil cooler). These are not quite apples-to-apples engines. In the years since, Rotax hasn’t stood still, but it has pursued a more modest, incremental path to advance engine technology. Like the 912 iS, the engine has electronically controlled dual-port injection, but not the direct injection found in many automobile engines. Other installations may or may not require similar hardware. We found 46 accidents, five of which were fatal. Lycoming’s IE2 engine goes to the same place, but isn’t fielded yet. For more than five decades, active and dedicated aircraft owners and pilots have turned to AVIATION CONSUMER to answer their most important buying questions. With its electronic prop control and automatic leaning, the 915 iS is single lever and like the 912 iS, there’s no runup function. Both engines you are considering are solid designs, both perform well, and either will give reliable service. It’s just that it has more in common with a water-cooled motorcycle engine than a traditional air-cooled aircraft engine. Aircraft ; Technical details . The engine monitoring system will give the pilot the option of controlling the prop manually, although the final details of how that will work hadn’t been worked out when we flew the airplane. The new Sport Pilot rule makes flying affordable! There’s a yin and yang to the numbers here, which is to say pluses and minuses. While the 912 iS hasn’t become the de facto standard for light sport aircraft, it has achieved significant market penetration. Rotax’s Marc Becker told us initial demand for the engine comes from the robust European gyrocopter market and from companies envisioning light four-place aircraft. There's so much more to understanding how they handle redundancy and differing failure modes that aren't always obvious (like this example here for Rotax ECU power. The heads have been tweaked to improve cooling around the valves, a change that makes sense given that the additional horsepower is coming from turbocharging, not additional displacement or stroking. While all of that is built into the software, there’s also a manual backup for the prop or, more specifically, an electronically controlled manual backup. All rights reserved. The 915 iS has slightly larger crank journals to accommodate the higher power. Andy is right. The new Rotax 915iS has a displacement of 1352 cc or 82.6 cubic inches. According to Rotax’s side-by-side data flown in a Tecnam P92, the 912 iS achieved 0.36 to 0.38 BSFC, which is among the best efficiency for gasoline engines and rivals diesel performance. Although the Rotax 900-series got a chilly reception in the 1990s because of its weirdness, it’s really not that weird. While the 914 engine gets an additional 15 HP from turbocharging, the 915 represents Rotax’s first foray into intercooled turbocharging for a production aircraft engine. I am a real fan of the "no replacement for displacement" club. The 915 iS crankshaft follows the standard Rotax motorcycle-style design of multiple components pressed together, with single-piece rods inserted onto the crank journals rather than rods with big-end caps. Searey, for example, faces a dual challenge in an engine that pushes the airplane above the 1430-pound LSA limit and of also gaining approval for a constant-speed prop. For pilots who say they want cutting-edge engine technology, the 915 iS qualifies, in our view, even if it’s a derivative design. The gearbox is noticeably longer. Below that, it runs in what Rotax calls Eco mode, in which case it leans to what European engineers refer to as a Lambda value, specifically Lambda 1.05. Page 3-18 BRP-Rotax Effectivity: 915 i A Series December 01 2017 Edition 0 / Rev. I see 915iS for 40,000 and UL350iS for 20,000. Check Baffling, Oil Cooler. The 914 aircraft indicated about 101 MPH at full throttle. Rotax may eventually offer ongoing engine analysis and likely predictive fault and maintenance tracking for its engine customers. The 915 aircraft should have comparable, if a little shorter, legs. Pushing against this reality is Rotax, a company whose main menu is populated by sophisticated recreational engines with a sideline in airplane motors. All were sent to a Rotax facility and after tear down Rotax wrote them off. That’s a fatality percentage of 11 percent or about half the GA average of 21 percent. But Kerry Richter, a Progressive Aerodyne co-founder, says the company sensed an interest in the market for higher performance and that the 915 iS made it possible to achieve that while retaining the airplane’s characteristic simplicity. Each has pros and cons. In seaplanes, this is frequently fatal, but far less so in flying boats. More common is the amphibious aircraft pilot’s classic screwup: landing on the water with land wheels down. Icon, on the other hand, hopes to grow new pilots with a unique, easy-to-fly aircraft. It has a steam-gauge panel. Typical cruise speed would be closer to 90 MPH and with 23 gallons aboard, that’s 4.5 hours with reserves. The turbocharged 914, with its old-school carburetion, tops the line at 0.82 HP/lb. In addition to recording all of the engine’s critical parameters, Peter Stock told us in its final production form, the EMU will automatically download recorded engine data for forwarding to Rotax whenever it’s within range of an appropriate data network. This is transparent to the pilot in the form of a pair of annunciator lamps in the cockpit that confirm the health of each lane. and ROTAX factory in Gunskirchen, Austria. Plan on attending the Annual Sport Pilot Expo. It needs dual electrical systems, because if if loses electrical power, the engine stops. How can I make an informed decision choosing between similar engines? It uses the same basic mechanical platform, with four cylinders cooled by a combination of water jackets and airflow. When radiators and all the associated plumbing are installed for the Rotax powerplants, the weight and complexity go up and so does cooling drag, variable with the type of airframe. We’ll follow up on this data later when the engine is fielded. Complicating the decision may be that the company’s least expensive airplane, the Searey Adventure (formerly the Sport) is also the lightest and a strong performer, even with the 100-HP 912 engine. When I see something like ULPower UL350iS which is a fraction of the price of a Rotax and nearly as powerful as the Rotax 915iS 130 hp instead of 141 hp and only a little heavier it really tempts me. The Titan is 261lb (my engine less exhaust system and fuel injection) / 180 hp = 0.69 hp/lb. We timed the 914-powered aircraft at about 13 seconds, while it was 11 seconds for the 915 iS airplane. The engine was first publicly displayed at AirVenture in July 2015 and first flown in March 2016. CTRL + SPACE for auto-complete. At 135 HP, the 915 iS is Rotax’s most powerful engine yet or, to be fair about it, the most powerful aircraft engine it has certified for production. We flew both the 914-powered Searey Elite and the test-bed 915 iS aircraft for comparison. For high-priced, fully loaded airplanes exhaust system and fuel injection ) 180... Early November, the engine was named AVweb 's `` Best new engine '' of 2015 flight deck by... Please, advertisements for Viagra will be how can i make an informed decision choosing between similar engines Seareys most... Was 11 seconds for the larger engine more likely is that drag loads on the of... 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