Rotax Aircraft Engines - Engine Week 2020
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- Опубліковано 25 лис 2020
- Rotax Aircraft Engines -Welcome to Engine Week 2020! Dean explains in detail all the models available to us for Rotax Power!
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Flew 20 years with traditional engines, bought a Flight Design CT with 912 last year - Rotax engine is so impressive. Zero oil leakage / burn, amazing performance & fuel economy, starts and runs smooth as silk, instant throttle response - these engines in LSA aircraft are an amazing combination. ~ 130 hours flying behind it, will be 9 series owner for as long as I'm flying.
Mojo seems to have some oil leak issue with his new Sling TSI. Nothing major, just clamps, but one would expect better from a brand new build eh?
@@Lcr34 Mojo’s plane had a loose oil connection hose and not the fault of Rotax from what I saw. And it was discovered during the production acceptance procedures normally done after building a plane before first flight. Rotax makes a solid engine.
Thanks for stopping by in the comments. I love to hear Real World feedback and especially in a positive light (regardless if you are posting faults or bragging) :-) Thanks for your support!
Flight Design and pipistrel utilize Rotax brilliantly. Hopefully, someday Rotax adds to more cylinders for a true four-seater.
@@ExperimentalAircraftChannel
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This is the best set of videos you have done. Im really enjoying them. Thanks !!!
Another great video. Not only we better understand the engine but we get to know who we can work with and learn from.👍
Thank You! I appreciate that!
Nice honest overview. Thx!
Talk about advancement over the years my dad bought a 1968 Ski-doo made by Bombardier up here in Canada with a 16hp single piston Rotax engine which were not the most reliable but Ski-Doo is still using Rotax engines of course with a lot more improvements to them...Fuel injection is the way to go!
Great video! So much good info!
Thank You!
Hearing the motor running and real people describing there experience with the motor is better worth of my time I would say
Maybe next season we will be able to visit the factory... and see something on a test stand running. Thanks for hanging in their with us this 1st Season Ever of "Engine Week 2020!" :-)
@@ExperimentalAircraftChannel thanks very much for the reply always looking forward to your next aviation videos matt
I had an old ‘85 Toyota PU with a carb. I went to Asia for a year. I put a can of Stable in the gas. When I returned I sprayed starter fluid and she started boom!
Thanks
Great video, we are currently flying a 912 ULS but in a month will be in a 915is. I would love a video specific to the 915, I am sure others would as well being it is still new.
Awesome! Sounds like you are in for a real Performance Upgrade! Can you say "climb like and elevator?" :-) Thanks for saying hello!
@@ExperimentalAircraftChannel you bet, the 915 in the Rans S-21 will be a beast for sure
@@Bearhawk_Life It’s a wonderful combination! 145 mph at 7.3 GPH of 91 octane with 26” Airstreaks is just great.
Good ol rotax. I put the 2 stroke 583s and 670s in old honda odyssey 350s. Guess thats why this was recommended
So UA-cam is recommending this to you coming from the Off-road Community? EXCELLENT! Happy to have you here!
The mighty Rotax! Very happy with mine (my bank account can’t say the same though), great to learn more about the series.
Ya engine costs more then the airplane come on. I'll be going with Viking.
@@andrewbetances1203 enjoy your Viking engine, I hope you get as many trouble free hours as I have.
@@ukpylot I hope so too. I don't feel super comfortable with the high operating rpm of any of these. But it's the plane I could afford at the time. If I could do it again I would get a super duty with a Honda rather then the mitso. Now I know that engine is a beast.
Thanks for saying hello and for watching here today! I really appreciate your support!
@@andrewbetances1203 what plane?
I'll take 95 to 97 HP in a tightly cowled Van's RV-12 any time, if I don't have to worry about carb heat and icing problems with the carbs, every time. Did a lot of research on history and longevity of the Rotax 912 ULS, and as far as I am concerned, it's a winner. Keep fresh synthetic Mobil 1 T40 motorcycle oil and filter in them, keep your spark plug gaps at 0.022" to 0.025", synch those carbs, keep an eye on float weights, and balance that prop, and you should have a lot of longevity. My motor just doesn't use much oil, I run 91 octane Mogas almost exclusively. Stay away from the 100LL AVgas, if you can.
The 912/914 carb engines are indeed hard to beat. After logging over 1,000 hours behind them in a year and a half I’ve become a huge fan of Rotax engines and believe they are hands down the best piston engines in GA.
Can a standard automotive alternator be fitted for the elimination of a heatsink rectifier and increased fuel economy
Rotax 915 has been my go too if, for some reason, I didn't want to go with a Viking. See my comment on the Viking video as to why.
Thanks for following along here this week! I appreciate you taking the time!
Hmmm, will you have a video on the many other Rotax engines? This should have been titled “Rotax 91X series engines” as an indication of the focus. I’m shopping for an 80 HP engine and many signs point to the 582 for my little ELSA, hopefully you will present a video on it soon.
Has amperage output of the integrated alternator increased on the 912iS, compared to the carbureted version? Is that why the stator has to be oil cooled now?
That is what I am thinking. Or just and engineer having fun with being creative! :-D
Just curious how long ago this video was shot. I have a 912ULS and my IA told me that the recommended oil change was lowered from 100 to 50 hours for unleaded fuel and from 50 to 25 hours for 100LL fuel. Never hurts to change oil early. Just curious if I misunderstood somewhere along the line
Just a few months ago.
Dean Vogel, perfect name if you work in aviation. Vogel means in Dutch and German; bird.
Had an engine loss of RPM on take off. RPM dropped from 2200 to 1200RPM.
Any ideas on what happened. Carb icing wasn’t the issue.
He didn't answer your question about true installation weights.
Really appreciate..
Can we use BLDC hubmotor instead of Engine..?
Idea here is I can't buy Rotax engine, can't we use BLDC hubmotor instead of Engine..?
Kindly suggest me.
Since the 912iS and 915iS are FADEC, do they feature an RPM rev limiter?
Good question. I don't have that answer. I could see a reason FOR and AGAINST that idea.... but mostly for. :-)
He painted a rosy picture. It'd be nice to hear a bit more about the realities of ownership. There must be downsides to the injection... how does one troubleshoot problems? Can I plug in an automotive scan tool? I've read some airplane suppliers struggle with meeting the cooling requirements of these engines and the installation of the injected engines is quite a bit more complex compared to carb versions. They do seem like great engines.
If I remember rightly you are able to download the required software from rotax. Or it might be supplied with the engine, it’s called BUDS. If the cowlings aren’t designed correctly then any engine will have cooling issues. I really like the rotax engine. Worked on and flown with Lycoming/conti for years. Both manufacturers make good dependable engines, but they are just out of date and use far to much fuel. Been impressed so far with rotax. Done the factory maintenance training, which anyone can do. And now have an aircraft with a 912 UL. For lots of good information go to www.rotax-owner.com/en/
He said there is more maintenance required for the GEARBOX on the iS compared to the ULS-- I wish he would have explained. I can't imagine why an improved fuel delivery system would impact such gearbox differences.
The injected engine runs hotter than the carb version when in cruse due to a lean mix, which gets you great economy. The gearbox shares the engine oil and consequently it runs hotter as well. That shortens the service interval. Lockwood will install a oil spray for the gear set on overhaul which should carry away the extra heat.
The Rotax maintenance manual talks about inspecting the gearbox earlier in the lifecycle if 100LL is used vs running mogas/no lead fuels.
The 100LL shortened overhaul hours apply to the entire series, both injected and carb versions.
Interesting. Yes... Carbon = Dirt. So... change the oil. Makes sense. Same with lead I would assume.
Will the iS engines continue to run if the ship's battery(s) fail?
1) Would the integrated alternator maintain electric fuel pumps?
A) Is there a mechanical fuel pump?
2) does the ignition system require external 12v power source (or is it completely independent) ?
The 914 needs battery power for the fuel pumps. That is why one is wired direct to battery and one is through alternator. Presume similar for the 915 and Is.
That large plug on the 915 & 912IS is a lifed part according to my L2 aircraft maintainer has stated 20 connect and disconnects -- Worth a ask
Interesting. Cannon plug I assume. Which then means you could cut, crimp, install new pins and insert into a new plug. Worthy question. Thanks for chiming in!
@@ExperimentalAircraftChannel This was noted when removing an IS from a certified Foxbat and if you exceeded the total number of connects disconnects here will require a replacement loom. Foxbat will no longer install the IS as it is too much work and weight and they claim they are unable to recover the additional cost. The loom from memory weighs in excess of 3kg when removed. In an experimental, it would not be an issue as it's your call.
When will you be able to review the AC Swift FL150 Diesel engine?
Bom motor
PD 222 one number
Hi, great video. Can someone please explain - at 9:30 of the video a graph is showing Kg CO2 per 100 hours flown. Take the 912is as an example. Assume 18l/hr burn of fuel. This equals approximately 13.5Kg of fuel. After 100 hour 1350 Kg of fuel would have been burnt. How does 1350Kg of fuel produce 4,000 Kg of CO2? I look forward to the tech experts answers.
Barry
The reason is that the carbon C is burn and when it exit the engine it's combine with the oxygen O2. So we have to add the weight of the oxygen to the carbon weight.
@@yanickdessureault203 Thanks for the reply
Newby here. Can someone tell me the advantages / disadvantages of the reduction drive, and why direct drive is not possible with this engine? It seems to me to be an extra stress point for the engine, and more parts/weight.
Reduction drives are necessary in engines that turn more than about 3000 RPM because propellers become very inefficient if you spin them faster than that. So then the question becomes why would you build a high RPM motor and add the weight/complexity of a gear box? The main reason is that a higher RPM motor creates power at lower torque so there is less stress on internal components so they can be built lighter. High RPM motors can also make more power at lower compression which makes Mogas a more viable fuel. This is far from comprehensive and doesn't hit on the advantages of high torque direct drive motors, but hopefully it gives you a starting point.
@@MrBtdobie Thankyou for taking the time. Makes sense finally.
@@MrBtdobie A Prop mustn't turn faster than transsonic speeds. Depending on it's Diameter the Prop-Circle-Speed has to be below the speed of sound. So mostly about 2200 to 2300 RPM. The Rotax turns about 5400 RPM, so you need a gearbox.
How much does the 912 is weigh 100 hp? And the 912 80 hp?
Automatic altitude jetting adjustment EFI
Is the gear pressure lubed similar to a motorcycle transmission
Yes, the reduction gear set is pressure lubricated for longevity and temperature control. It shares a feed from the oil pump, same as the engine.
What is the advantage of fuel injection engines?
Better fuel consumption (= less weight and/or more range) and never use "choke"
Economy, power, starting, af mixture, simplicity, no icing of carb. list goes on. Carbs stopped being used back in the 30's
As a comparison what is average hours on a car engine when it would be good idea to rebuild?
Depending on the type of engine. If we assume an engine will need significant maintenance at 150,000mi, the average person would need a rebuild after about 3,750 hours of driving. It's hard to estimate the time the car spent at idle during those 150,000mi so 3,750hours is a low number. Of course some engines last longer and some don't last as long. Your question is a pretty broad question but remember if your car breaks on the side of the road, you're just stuck. If your airplane engine breaks, you could be facing death. Aircraft maintenance is held to a much higher standard than automotive maintenance.
2012 with injection and something it is really good for is at different height differences. Merca already had this in cars in the 40s and 50s already? Rotax is a bit behind? lol. Turbo is something just as important also for coping with high altitudes and maintaining the power. So it takes them 100 years to get to this? I had can am 1000cc and I was so dissatisfied that I was close to smashing it and burning it and showing it on youtube. So this video probably says the most about what the backward brand rotax is. With that said, the 915IS and the next 916is are interesting and good engines, I guess.
Price and availability?
They should make a some smaller and less powered 4 strokes becausbethey already s
How cost????
Fantastic, shame about the sound quality though
Yep. Can't win all of them especially on a shoe string budget. And.... we were in a small room with hard surfaces. Stick around... we can only go UP from here! Thanks for watching today!
How many price in Rupees
Isn't maintenance availability going to be an issue for some builders? It would be easier to find and A&P who can work on a conventional type engine versus something like this.
That is possible but you can either go to the engine school for rotax yourself or you can ask around your area. You might be surprised. There are 10s of thousands of these in US.
Actually these have become quite common so there are more and more shops qualified and experience to work on them. But... if this one isn't for you, there are other options. Check out more of the Engine Week series and find something that fits. I appreciate you engaging here in the comments and taking the time to watch!
As soon as I see Rotax name, I already know the airplane is unaffordable for many. Rotax have not done the industry much favor in terms of cost reduction. A big company with lots of overheads and share holders to pay for. It is also snail slow in tech advance, some engines still use carbs, and they are slow at raising HP. This gave an opening to companies like Edge Performance. A smaller and more agile company that can do what Rotax cannot.
He didn’t answer what the engine weights are. Most likely because after you add all the accessory’s needed to run the engine it’s not as light as they lead you to believe
Just add up all of the components through Rotax's website. The 912 iS and 914 turbo are about 164 pounds fully installed.
@@andrewmorris3479 I’ve heard more like 180lbs wet weight fully installed. That’s from people taking the running rotax off their plane to do an engine swap. All the little stuff adds up. Yet rotax don’t publish wet weight that’s needed to run like some other engine options
@@brent1041 For which engine? Have a look here. www.flyrotax.com/produkte/detail/rotax-912-is-isc-sport-2.html
@@andrewmorris3479 www.zenith.aero/m/discussion?id=2606393%3ATopic%3A646580
@@brent1041 Thanks! Interesting to see everything accounted for and added up.
Rotax...hmmmm idk man
Y
The single most annoying item in aviation is the service "requirements" that necessitate bringing the aircraft to someone you then need to pay a substantial sum of money. I've been working on/servicing engines my entire life, yet I must have my aircraft engine certified by another mechanic. I think of one phrase when that situation comes up: niche markets. I'm more than capable of servicing any IC engine out there, yet if I want to continue logging flight hours I must use these other mechanics. Patently wrong!!! The reason I stick w/ part 103.
Or you could get your A&P.
Or you could go to school for two weeks and get your light sport mechanic license.
Kenny Phillips, so that makes him a qualified mechanic or someone that passed a test? I think you missed his entire point. There’s too much bullshit out there. I went to a qualified Honda maintenance shop and they used the wrong oil filter on my 87 Accord. They told me all Honda’s take the same oil filter. I said, now they do, not back in 87. QUALIFIED! There are guys that pass tests and guys that know what they are doing. I would wager the overlap between the two groups is less than 20%.
There is a good and bad in all markets I suppose. Aviation isn't perfect either. (Unfortunately) But there are options for engines. If this does not fit the bill for you... check out a few of the other Engine Week episodes. There is something for everyone... I hope! Thanks for chiming in on the comments here everyone! I appreciate your support!
Rotax,an unexceptional engine at an exceptional price.
Please, some new engine: liquid cooling, first of all
For what? If u do not need a certified engine, u can look for thor engines based on honda blocks. Watercooling, turbocharging, fuel injection 200 bhp on mogas. Or even EPeX300Ti wich is absolutely brilliant.
@@simpletube31 I need a cert, I live in EU.... thank you for your kind answer
Iranians use this engine in their kamikaze drones
"Bad sound makes good video look bad."
Background chatter was very distracting.
@@richardseton7014 Yeah.... I was distracted as well. :-) We were supposed to shoot this in their training room and all of a sudden the demo crew showed up to expand the room for Covid Reasons and we got pushed to another room last minute. Sorry for the not-so-perfect environment. This was the best they gave me for the interview. Maybe NEXT year I can jump the pond and go to the FACTORY :-)
Look at getting a rode or Tasman recorder with lav and clap track sync the audio in post. Will be WAY less distracting as far as loud people down the hall as well as that echo of the empty room.
Background chatter makes for a hard watch...
sus
Inline 6 OHC engine is still better. Rotax is still pushrod and too many pipes and hoses all over the place.
This over 40 year old super expensive very complex engine is absolutely overrated 😳
The magic is in the certification which is just expensive and does not make it saver.
If you say so. Then again, millions of folks disagree with you. My rotax has been fantastic and lycoming / continental is not even in competition in these horsepower ranges. If you are talking about compared to auto engines, you will find the fleet experience with automotive engines has been at least an order of magnitude higher failure rate. Bottom line, if you can do better, DO IT. Otherwise...quit whining.
@@KenLeonard obviously you have no clue
Alright guys....... AVIATION FAMILY. Let's all learn together and from each other. Of course... this is one of the most talked about platforms (Rotax) out there. And the prices are driven from popularity. Just look at Kitfox of over the last couple years. TRUTH? There are a lot of engine options out there that are all equally very good. Just pick one that meets your mission and wallet and maintain it to the best of your or you+and+your mechanic's abilities. :-) There is something for everyone. Even if that means your work on it 100% yourself. Thanks for stopping by and engaging here!