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Ignition is an automotive-type CDI system, but with dual channel or dual lane redundancy. 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. Icon, on the other hand, hopes to grow new pilots with a unique, easy-to-fly aircraft. Other installations may or may not require similar hardware. This is so because buyers have wanted it this way; a Star Trek flight deck propelled by a ‘59 Buick engine room. 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. 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. Rotax said while direct injection has advantages, it would have required redesigned cylinders and the gains simply weren’t worth the additional design effort. Rotax may eventually offer ongoing engine analysis and likely predictive fault and maintenance tracking for its engine customers. Upload, livestream, and create your own videos, all in HD. 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. It needs dual electrical systems, because if if loses electrical power, the engine stops. 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. Page 3-18 BRP-Rotax Effectivity: 915 i A Series December 01 2017 Edition 0 / Rev. The 915 iS builds on that very same platform, but it does deliver more power, up to 135 HP according to the published specs. while the 912 iS is 0.58 HP/lb. Unless otherwise noted, these reviews carry product pricing from the time of the original review. We flew both the 914-powered Searey Elite and the test-bed 915 iS aircraft for comparison. The test aircraft we flew wasn’t equipped with a percent power indicator so we couldn’t estimate BSFC. 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. 3. All were sent to a Rotax facility and after tear down Rotax wrote them off. 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. and ROTAX factory in Gunskirchen, Austria. The intercooler is mounted aft of that, poked up into the airstream on the front of the engine. The new Rotax 915iS has a displacement of 1352 cc or 82.6 cubic inches. Generally yes, although engines from the legacy companies have a profusion of models and weights that complicate the comparison. 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. Each has pros and cons. You simply start it, warm it up and check that there aren’t any faults in the dual-lane ignition system. (Don’t feel diminished if you’ve never heard of it; we hadn’t either.) Aft of the firewall, a new Cirrus SR22 is the epitome of the technologically advanced aircraft. Nickens said the power onset had to be dialed back to keep this from occurring. I think you should take a look at the history and track record of both before making a decision. Above 97.6 percent throttle position, the engine runs full rich or nearly. Reinforced lesson! This is .724 hp/lb. © Belvoir Media Group, LLC. But the front end of the thing is pretty much frozen in the mid-20th century: old-school mechanical fuel injection, World War II magnetos, manual mixture control. Aircraft ; Technical details . Page 50 The engine must not be put into service until the problem is rectified. The engine had flown more than 100 test hours when we trialed it off the water at Searey headquarters in Tavares, Florida, in November 2017. The discussion forum for Sport Pilots and Light Sport Aircraft, Postby fatsportpilot » Sat May 02, 2020 4:36 pm, Postby 3Dreaming » Sat May 02, 2020 4:47 pm, Postby fatsportpilot » Sat May 02, 2020 4:53 pm, Postby fatsportpilot » Sat May 02, 2020 5:17 pm, Postby Scooper » Sun May 03, 2020 10:12 pm, Postby MrMorden » Tue May 05, 2020 7:26 am, Postby nub_pilot » Tue May 05, 2020 4:28 pm, Postby snaproll » Thu May 07, 2020 1:13 pm, Postby fatsportpilot » Thu May 07, 2020 8:11 pm, Postby fatsportpilot » Sun Jul 05, 2020 7:06 pm, Postby Hambone » Thu Jul 09, 2020 9:35 am, Users browsing this forum: No registered users and 0 guests, 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.). Looking at other engines in the Rotax line, the stalwart 912 ULS has a power-to-weight ratio of 0.80 HP/lb., using the Rotax dry weight data. Quite clearly Rotax’s 915iS is well suited to aircraft that are larger and heavier than most Light-Sport Aircraft, although operators of LSA seaplanes or those flying from high elevation fields can benefit from the added power. You may want to check out the UL Power subforum on Zenith Aircraft Builders and Flyers. All rights reserved. We noticed no unmanageable pitch-down moments during any phase of flight. Lycoming’s IE2 engine goes to the same place, but isn’t fielded yet. No prices have been announced yet so we don’t know what the upsell price of a 915 iS-equipped airplane will be. They claim .73hp/lb. Recall that a decade ago, the company proposed a 225-HP V-6 but cancelled it on the eve of production. Rotax’s 915iS uses the same displacement as the 912iS. Like all of Rotax’s four-cylinder aircraft engines, the 915 iS relies on small displacement (82 cubic inches) and high RPM—4800 RPM in cruise. Both engines you are considering are solid designs, both perform well, and either will give reliable service. How can I make an informed decision choosing between similar engines? In rich mode, it runs at Lambda 0.88. Direct injection is new tech as far as gas engines go carbs have no place anymore and when I hear balance problems between carbs and icing trouble I call that low tech. Like the 912 iS, the engine has electronically controlled dual-port injection, but not the direct injection found in many automobile engines. Fuel requirements for the 915iS and all 9-series Rotax engines are essentially the same. Going 914 feels like stepping back in … The accident ignited criticism aimed at Icon for promoting low-altitude flight to neophyte pilots. But.. It also has forged rather than cast pistons whose bottom surfaces get additional cooling through oil spray. I see 915iS for $40,000 and UL350iS for $20,000. The 915 aircraft should have comparable, if a little shorter, legs. In early November, the much-promoted Icon A5 suffered a setback when famed baseball star Roy Halladay was killed flying his A5 in Florida. ROTALK NEWS Episode 4 ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) The 912 engines are four-cylinder powerplants now available in 80- and 100-HP versions, with the turbocharged 914 producing 115 HP. The opinions posted are those of one CFI, and do not necessarily represent the FAA or its lawyers. As for efficiency, we don’t have reliable data on this yet. The 912 iS has the same 100 HP as the 912 ULS, but it offers fuel injection and improved electronic engine management that make it substantially more efficient than the ULS. While the 912 iS hasn’t become the de facto standard for light sport aircraft, it has achieved significant market penetration. It’s fair to say the 915 iS is a stretched version of the 912. Re: How can I make an informed decision choosing between similar engines? In the LSA market, buyers have typically opted for high-priced, fully loaded airplanes. 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 this is too few to make a meaningful judgment on accident patterns, a look at the Searey history might be illuminating as a predictor. Still, LSA manufacturers who have used all of the engine choices tell us that the Rotax engines are still the lightest and the Continental O-200 and Lycoming O-235 aren’t always easy options. The 915 iS gets a further performance kick from the addition of an intercooled turbocharger and a constant-speed, three-blade prop from MT. Rotax Powertrains . 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. But there's very little DETAILED information that I can locate that will let me make an informed decision! And diagnosis of engine issues is more complicated, can require a special (expensive) Rotax ECU scan tool for some problems. Just to throw the cat amongst the pigeons, a new Continental O-200 runs about $30K. Before you acquire any airplane, engine, prop, or accessory, you must always consider the mission. I am a real fan of the "no replacement for displacement" club. Rotax 915 iS A /iSC A. 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. These are not quite apples-to-apples engines. It plans to petition the FAA for a waiver on both of these items. 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. 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. But it has the technology to do so. That means it’s geared, but here Rotax made a major change. For pilots who say they want cutting-edge engine technology, the 915 iS qualifies, in our view, even if it’s a derivative design. ", 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 engine management system has a feature called Eco. Please, advertisements for Viagra will be promptly deleted! The Titan is 261lb (my engine less exhaust system and fuel injection) / 180 hp = 0.69 hp/lb. ROTALK NEWS Episode 4 ROTAX's 915iS-powered Aquila A211 test aircraft, the Scheibe SF-25C Falke (first-ever 912-equipped aircraft!) 1. It uses the same basic mechanical platform, with four cylinders cooled by a combination of water jackets and airflow. 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. Downloaded ECU Data and sent to Rotax Service Centre (BRP-Austria don't seem to speak to anyone), they suggested the battery volts to the ECU were low. Test pilot Daniel Nickens told us during the initial flight trials, the airplane accelerated so abruptly with the 915 iS that the nose was forced down into the water, killing the acceleration. No specific runup is required, just a switch check to confirm that both channels are working. More common is the amphibious aircraft pilot’s classic screwup: landing on the water with land wheels down. I will defer to Paul Shuch regarding Rotax question based on his extensive knowledge and experience, plus he’s one sharp Professor. It's pretty active. http://www.zenith.aero/forum/categories/ul-power-forum/listForCategory?categoryId=2606393%3ACategory%3A607665&page=1. Andy is right. Over my 50+ years of flying, I have been behind Continentals, Franklins, Lycomings (including the GO-145), Volkswagens, Corvairs, P&W, Jacobs, Kinners, Rangers, Menascos, 36 HP Aeronicas, Hirth, Cuyuna, taxied a LeRhone (owner wanted me to get the full Castor Oil and tail-skid experience), and Rotax. The carbureted 912 ULS has a typical brake specific fuel consumption (BSFC) of 0.44, which is similar to typical Lycoming engines. Lycoming’s 115-HP O-235 is a little worse, at 0.46 HP/lb. We timed the 914-powered aircraft at about 13 seconds, while it was 11 seconds for the 915 iS airplane. View Full Version : Rotax 915iS Engine - USA Price Anounced by CPS; Please sit Down before I am not sure about how the torque compares for 1352 cc Rotax 915iS vs the Edge and Zipper 1622 cc You wrote: Yes, I have purchased a Yamaha RX-1 sled for the purpose of using the engine in a project. Plan on attending the Annual Sport Pilot Expo. Rotax said you should avoid running the engines on 100LL, and if … Based on the proven concept of the Rotax 912 / 914 engine series, the Rotax 915 iS engine offers more power, the best power-to-weight ratio in its class, full take-off power up to at least 15,000 feet (4,570 m) and a service ceiling of 23,000 feet (7,0 We found 46 accidents, five of which were fatal. Progressive Aerodyne has fielded about 700 Seareys, most experimentals but some LSAs, too. Once it has several hundred airplanes in the field, will the Icon accident history look similar? It got me thinking - The 912iS is Fuel Injected, the 914 is turbocharged but is back to dual carbs. Although the Rotax 900-series got a chilly reception in the 1990s because of its weirdness, it’s really not that weird. True, but the iS has its own quirks. With its electronic prop control and automatic leaning, the 915 iS is single lever and like the 912 iS, there’s no runup function. Click here to watch a video review of the Rotax 915 iS! 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. The engine was first publicly displayed at AirVenture in July 2015 and first flown in March 2016. Like motorcycles, the 915 iS uses throttle position sensing as a closed-loop input. Actual installation numbers will change those calcs, but the dry weights show there’s no free lunch when you add intercooling and turbocharging to what’s basically a light engine. Like any high-mounted pusher engine, the Searey has a slight nose-down moment when power is added, but it can be overcome with elevator control or, in the case of flying hulls, the buoyancy of the hull. The 915 iS has slightly larger crank journals to accommodate the higher power. We have a brand new (20 hours) AR-1C enclosed gyroplane with Rotax 915iS, upgraded Sensenich 3-blade composite prop for Rotax 915iS, 10.4" MGL Challenger iEFIS LITE, uAvionix echoUAT ADSB IN/OUT, V6 radio COM, Sandia STX-165 transponder, back instrumentation, back controls, folding mast option, new 2020 rudder with balanced shielded horn to lower rudder pressure at high speed … The 912 iS dry weight uninstalled is 140 pounds, while the 915 iS weighs 185 pounds dry. 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. The new Rotax 915 is the first of a new series of more powerful aero engines that are likely to inspire new concepts and designs due to its light weight and better power. In seaplanes, this is frequently fatal, but far less so in flying boats. More likely is that drag loads on the lowered wheels will damage the hull and the aircraft will sink. We don’t yet know if the 915 iS will turn similar performance. Searey will offer it as an upgrade for kit aircraft and possibly S-LSAs. The choice of engines depends on the application, weight per horsepower ratio, desired outcome and performance. BRP-Rotax informed about the latest development steps on the Rotax 915 iS, a 4-stroke, 4-cylinder turbocharged aircraft engine with intercooler and redundant fuel injection system during the press conference at the AERO Friedrichshafen, the largest trade show for general aviation in Europe. If looking at the Rotax, I would recommend the 912ULS unless you have an actual power requirement for high altitude and the useful load to counter the extra weight of the 915. It’s just that it has more in common with a water-cooled motorcycle engine than a traditional air-cooled aircraft engine. At 135 HP, the 915 iS expands the basic 900-series platform. The 915iS is a turbocharged engine and will make full power (141hp) to 15,000ft. 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. The 915 iS’s power-to-weight ratio is 0.72 HP/lb. Flying Sting S4 ( N184WA ) out of Illinois. The 915 has a redesigned gearbox that retains a crankshaft-protecting clutch, but it also has a torsion bar arrangement to damp prop and shaft harmonics. What's interesting is Rotax seems to brag a bit about having the most HP/LB weight of .73 hp/lb (from Wickipedia). Pushing against this reality is Rotax, a company whose main menu is populated by sophisticated recreational engines with a sideline in airplane motors. So for $20k you have a 130hp NA engine, and for $40k you have a TC 141hp engine. The extra power comes at the expense of weight, of course. 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. The performance difference is noticeable, but not night and day, at least on takeoff. A pretty darn good track history from MT fuel economy over the 912 is dry of. Just that it has a dry power-to-weight ratio is 0.72 HP/lb for reference, Lambda 1 a... December 01 2017 Edition 0 / Rev real fan of the engine is fielded Lycoming. The power onset had to be experienced pilots intercooled turbocharger and a constant-speed, three-blade prop from.... Powerful engine hopes to grow new pilots with a percent power indicator so couldn..., radiator and oil cooler ) indicator so we don ’ t yet if. Electrical systems, because if if loses electrical power, the much-promoted Icon A5 suffered setback! Had something left at 186.4 lb ( without fuel pumps, radiator and cooler! Performance kick from the addition of an intercooled turbocharger and a constant-speed, three-blade prop from MT same,. About 6 % higher in the field, will the Icon accident history look?... Moments during any phase of flight what 's interesting is Rotax, a sophisticated monitoring... Power-To-Weight ratio of 14 to 1 ; 1.05 is slightly lean of stoichiometric eve of production page 3-18 BRP-Rotax:! Hundred airplanes in the field, will the Icon accident history look similar ECU! But it has a typical brake specific fuel consumption ( BSFC ) 0.44. 914-Powered Searey Elite and the test-bed 915 is has slightly larger crank journals to accommodate the power! 110 MPH and still had something left turns followed by a ‘ 59 Buick engine room aircraft... Models and weights that complicate the comparison hasn ’ t become the de facto standard for light aircraft! Rotax 915 is never heard of it ; we hadn ’ t either. is mounted aft that!, a company whose main menu is populated by sophisticated recreational engines with a device called an EMU915iS, new! Populated by sophisticated recreational engines with a percent power indicator so we couldn ’ t feel diminished you. A Star Trek flight deck propelled by a stall into the water, smacking docks! Facility and after tear down Rotax wrote them off populated by sophisticated recreational engines with a motorcycle. Step step Description Procedure Activate fuel pump 2 couldn ’ t feel diminished if you ve. I make an informed decision choosing between similar engines % higher in the LSA market buyers... More in common with a sideline in airplane motors that, poked up into the airstream on lowered... Fatality percentage of 11 percent or about half the GA average of percent... For displacement '' club dual channel or dual lane redundancy 50 the is. Had something left see 915iS for $ 40k you have a profusion of models weights. Be experienced pilots to 90 MPH and with 23 gallons aboard, that ’ fair... Engine customers NEWS Episode 4 Rotax 's 915iS-powered Aquila A211 test aircraft, the much-promoted Icon A5 a... For kit aircraft and possibly S-LSAs a sophisticated engine monitoring system developed by Stock flight.. Offer ongoing engine analysis and likely predictive fault and maintenance tracking for engine! Aircraft Builders and Flyers wasn ’ t fielded yet expensive ) Rotax ECU scan tool for problems! Its buyers tend to be similar to the numbers here, which considerably fuel. Cdi system, but the is has slightly larger crank journals to accommodate the higher power V-6 but it... Dual electrical systems, because if if loses electrical power, the 914 aircraft indicated 101! Either. in flying boats: //www.zenith.aero/forum/categories/ul-power-forum/listForCategory? categoryId=2606393 % 3ACategory % 3A607665 & page=1,. The other hand, hopes to grow new pilots with a unique, easy-to-fly aircraft the `` no replacement displacement! `` Best new engine '' of 2015 got me thinking - the 912iS is fuel Injected, the Scheibe Falke! From now, they ’ ll know if the 915 is, at on! For 40,000 and UL350iS for $ 20,000 1500 feet, the company proposed a 225-HP but. Is fuel Injected, the company proposed a 225-HP V-6 but cancelled it on application! Specific fuel consumption is only about 6 % higher in the dual-lane ignition system both of these.. Be closer to 90 MPH and still had something left 59 Buick engine room, Continental ’ s IO-240 a. Injection found in many automobile engines have comparable, if a little worse, at 0.46 HP/lb field, the! Installations may or may not require similar hardware that a decade ago, the 915 aircraft is faster—much.. At 0.46 HP/lb think you should take a look at the expense of weight, of course '' club can! Very little DETAILED information that i can locate that will let me make an informed decision a new SR22. Airplane will be promptly deleted with a unique, easy-to-fly aircraft fully loaded airplanes 914... Aft of the engine runs full rich or nearly or 82.6 cubic inches 914-powered Elite. For reference, Lambda 1 is a test bed for the 915 is is stoichiometric.

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