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Rotax 912

April 12, 2024

The Rotax 912 is a horizontally-opposed four-cylinder, naturally-aspirated, four-stroke aircraft engine with a reduction gearbox. It features liquid-cooled cylinder heads and air-cooled cylinders. Originally equipped with carburetors, later versions are fuel injected. Dominating the market for small aircraft and kitplanes, Rotax produced its 50,000th 912-series engine in 2014.[1] Originally available only for light sport aircraft, ultralight aircraft, autogyros and drones, the 912-series engine was approved for certified aircraft in 1995.[2]

Rotax 912
Rotax 912ULS 100 hp (75 kW) installation in a 3Xtrim 3X55 Trener
Type Piston aircraft engine
National origin Austria
Manufacturer Rotax Aircraft Engines
First run 1984
Major applications Light sport aircraft
Ultralight aircraft
Produced 1989–present
Variants Rotax 914
Rotax 915 iS
Rotax 912ULS 100 hp (75 kW) installation in a Blue Yonder Merlin EZ
Pusher engine installation of two Rotax 912ULSs in a Lockwood Aircam
Rotax 912ULS with tuned exhaust in a Dyn'Aéro MCR01 with 3-blade hydraulic CSU propeller

Design and development edit

The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders.[3] The original 80 hp (60 kW) 912 UL engine has a capacity of 1,211 cc (73.9 cu in) and a compression ratio of 9.1:1, and is designed to work with regular automotive gasoline, with up to 10% ethanol. The later certified 100 hp (75 kW) 912 ULS variant has a compression ratio of 11:1, and requires 91-octane ("premium") auto gas (100LL leaded avgas can be used, sparingly).[4]

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[5] and uses a 2.43:1 PSRU reduction gearbox to reduce the engine's relatively high 5,800 rpm shaft speed to a more conventional 2,400 rpm for the propeller. The gearbox has proven to be generally trouble-free.[3] On the 912A, F and UL the standard reduction ratio is 2.27:1 with 2.43:1 optional. Lubrication is dry sump, and fuelling is via dual CV carburetors or fully redundant electronic fuel injection. The electronic fuel injected Rotax 912iS is a recent development.[5]

The 912's lubrication system differs from most dry-sump designs in that oil is forced into the storage tank by crankcase pressure rather than by a separate scavenge pump. 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.[3]

The 912 is more fuel efficient and lighter than comparable older engines, e.g., Continental O-200, but originally had a shorter time between overhaul (TBO). 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 short TBO and lack of certification for use in factory-built type certificated aircraft initially restricted its worldwide market potential. However, the engine received US Federal Aviation Administration (FAA) certification in 1995, and by 1999, the TBO had increased to 1,200 hours;[3] on 14 December 2009, the TBO was raised from 1,200 hours to 1,500 hours, or 1,500 hours to 2,000 hours, depending on serial number.[6] 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.[5] The 912 may be operated using leaded fuel, but this is not recommended as lead sludge tends to accumulate in the oil tank and reduction gearbox. Also, avgas is incompatible with the recommended synthetic oil which cannot hold lead in suspension; consequently, the use of leaded fuel mandates additional maintenance.[3]

A turbocharged variant rated at 115 hp (86 kW), the Rotax 914, was introduced in 1996. In 1999, the 912S / ULS were introduced;[3] enlarged to 1,352 cubic centimetres (82.5 cu in) with a compression ratio of 10.8:1, yielding 100 hp (75 kW). The 912S is certified, as are the A and F, which are used in the Diamond DA20, which is quite popular in Europe. 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.[3] The 100 hp (75 kW) versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra. The 80 hp (60 kW) versions are sufficient to power the new generation of efficient motorgliders, such as the Pipistrel Sinus and the Urban Air Lambada. It is also fitted to some light twins, such as the Tecnam P2006T.

On 8 March 2012 the company displayed its 912 iS variant, a 100 hp (75 kW) version with fuel injection and an electronic engine management unit.[7] The version weighs 63 kg (139 lb), which is 6 kg (13 lb) more than the standard 912S. The non-certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified. Production started in March 2012 and the engine has a 2000-hour recommended time-between-overhaul to start.[8]

On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption.[9] A further derivative, the 135 hp (101 kW) Rotax 915 iS, was announced in July 2015.[10]

Rotax's warnings to flyers edit

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. Pilots are cautioned that the 912 engine is not suitable for:

  • use in situations where a safe landing cannot be made
  • use in rotorcraft
  • night flying (unless equipped with redundant electrical power), or
  • aerobatics.

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. The manual adds that non-compliance with such warnings could lead to serious injury or death.[11]

Variants edit

The engine is available in the following versions; coloured cylinder head caps are used to easily identify the different horsepower ranges:[citation needed]

912 A#
Certified to JAR 22, 80 hp (60 kW), with dual carburetors and electronic ignition. Black cylinder head caps
912 F#
Certified to FAR 33, 80 hp (60 kW), with dual carburetors and electronic ignition. Black cylinder head caps
912 iS
Uncertified, 100 hp (75 kW) with direct fuel injection and an electronic engine management unit.[8] Green cylinder head caps
912 iSc
Certified, 100 hp (75 kW) with direct fuel injection and an electronic engine management unit[8]
912 iS Sport
Uncertified, aluminum airbox, longer intake runners and eco-mode when operated below 97% power setting.[12][13] Green cylinder head caps
912 iSC Sport

Green cylinder head caps

912 S#
Certified to FAR 33, 100 hp (75 kW) with larger bore than 912A/F/UL, with dual carburetors and electronic ignition. Green cylinder head caps
912 UL#
Uncertified, 80 hp (60 kW), similar to the 912A/F. Black cylinder head caps
912 ULS#
Uncertified, 100 hp (75 kW), similar to the 912S. Green cylinder head caps
912 ULSFR#
Uncertified French Authority specification. 100 hp (75 kW)

The # in the designation stands for:

  1. Shaft with flange for fixed pitch propeller, P.C.D. 100 mm
  2. Shaft with flange for fixed pitch propeller, P.C.D. 75 mm, P.C.D. 80 mm and P.C.D. 4 inches
  3. Shaft with flange for constant speed propeller P.C.D. 75 mm, P.C.D. 80 mm, P.C.D. 4 inches and drive for hydraulic governor for constant speed propeller
  4. Shaft with flange for fixed pitch propeller P.C.D. 75 mm, P.C.D. 80 mm, P.C.D. 4 inches also can be fitted with an adaptor, drive and governor for a constant speed propeller.

Applications edit

Specifications (Rotax 912 UL/A/F) edit

General characteristics

  • Type: four-cylinder, four-stroke liquid / air-cooled engine with opposed cylinders, dry sump forced lubrication with separate oil tank, automatic adjustment by hydraulic valve tappet, dual CD carburetors, mechanical diaphragm pump, electronic dual ignition, electric starter, integrated reduction gear 1 : 2.273 or 1 : 2.43
  • Bore: 79.5 mm (3.13 in)
  • Stroke: 61 mm (2.40 in)
  • Displacement: 1,211.2 cm3 (73.91 in3)
  • Length: 561 mm (22.1 in)
  • Width: 576 mm (22.7 in)
  • Dry weight: 60 kg (132.3 lb) with electric starter, carburetors, fuel pump, air filters and oil system

Components

  • Valvetrain: OHV, hydraulic lifters, pushrods, rocker arms
  • Fuel type: Unleaded: 87 octane AKI (Canada/USA) / 90 octane RON (European) or higher. Leaded fuel and AVGAS 100 LL can be used but are not recommended.
  • Oil system: Dry sump with trochoid pump, camshaft driven
  • Cooling system: Liquid-cooled cylinder heads, air-cooled cylinders

Performance

  • Power output: 59.6 kW (79.9 hp) at 5,800 rpm

Power density: 48.71 kW/L

Specific power: 0.98 kW/kg

See also edit

Comparable engines

Related lists

References edit

  1. ^ "Rotax Rolls Out 50,000 912-Series Engine". 6 June 2014. Retrieved 7 June 2014.
  2. ^ Federal Aviation Administration (11 October 2016). "Type Certificate Data Sheet No. E00051EN" (PDF). (PDF) from the original on 13 November 2016. Retrieved 16 August 2020.
  3. ^ a b c d e f g Busch, Mike (1 June 2017). "Opinion: Savvy Maintenance - Outside the Box: The Rotax 912 is Delightfully Different". AOPA Pilot. Aircraft Owners and Pilots Association. Retrieved 10 April 2020.
  4. ^ Prizio, Dave: "Firewall Forward: Rotax service Training," July 19, 2013, Kitplanes, retrieved July 5, 2023
  5. ^ a b c Rotax (September 2012). "Operators Manual for Rotax engine type 912 series" (PDF). Retrieved 21 June 2015.
  6. ^ Rotax (December 2009). "Extension of Time Between Overhauls (TBO) for Rotax Engine Type 912 and 914 (Series)" (PDF). Retrieved 11 February 2010.
  7. ^ "Rotax Introduces 921iS". Sport Aviation: 14. May 2012.
  8. ^ a b c Bertorelli, Paul (8 March 2012). "BRP/Rotax Rolls Out New Engine". AVweb. Retrieved 14 March 2012.
  9. ^ "Rotax lowers fuel burn, boosts performance with 912 iS Sport". aopa.org. April 2014. Retrieved 22 July 2015.
  10. ^ "Rotax-Owner.com - ROTAX 915 IS: BRP UNVEILS A NEW TURBOCHARGED ROTAX AIRCRAFT ENGINE". rotax-owner.com. Retrieved 22 July 2015.
  11. ^ BRP-Rotax (1 September 2012). (PDF). Archived from the original (PDF) on 30 June 2014. Retrieved 5 August 2014.
  12. ^ Sport Aviation: 14. May 2014. {{cite journal}}: Missing or empty |title= (help)
  13. ^ "Rotax 912 iS: Better than predicted". generalaviationnews.com. 27 June 2013. Retrieved 10 August 2016.

External links edit

 
Wikimedia Commons has media related to Rotax 912.
  • The aircraft engines section of the official Rotax company website
  • FAA Type Certificate Data Sheet E00051EN
  • 912 UL 80 hp Engine Datasheet
  • 912 ULS 100 hp Engine Datasheet
  • 914 UL 115 hp Turbocharged Engine Datasheet
  • Motive.Aero Rotax Distributor

April 12, 2024
rotax, horizontally, opposed, four, cylinder, naturally, aspirated, four, stroke, aircraft, engine, with, reduction, gearbox, features, liquid, cooled, cylinder, heads, cooled, cylinders, originally, equipped, with, carburetors, later, versions, fuel, injected. The Rotax 912 is a horizontally opposed four cylinder naturally aspirated four stroke aircraft engine with a reduction gearbox It features liquid cooled cylinder heads and air cooled cylinders Originally equipped with carburetors later versions are fuel injected Dominating the market for small aircraft and kitplanes Rotax produced its 50 000th 912 series engine in 2014 1 Originally available only for light sport aircraft ultralight aircraft autogyros and drones the 912 series engine was approved for certified aircraft in 1995 2 Rotax 912Rotax 912ULS 100 hp 75 kW installation in a 3Xtrim 3X55 TrenerType Piston aircraft engineNational origin AustriaManufacturer Rotax Aircraft EnginesFirst run 1984Major applications Light sport aircraftUltralight aircraftProduced 1989 presentVariants Rotax 914Rotax 915 iSRotax 912ULS 100 hp 75 kW installation in a Blue Yonder Merlin EZPusher engine installation of two Rotax 912ULSs in a Lockwood AircamRotax 912ULS with tuned exhaust in a Dyn Aero MCR01 with 3 blade hydraulic CSU propeller Contents 1 Design and development 1 1 Rotax s warnings to flyers 2 Variants 3 Applications 4 Specifications Rotax 912 UL A F 4 1 General characteristics 4 2 Components 4 3 Performance 5 See also 6 References 7 External linksDesign and development editThe Rotax 912 was first sold in 1989 in non certificated form for use in ultralights and motorgliders 3 The original 80 hp 60 kW 912 UL engine has a capacity of 1 211 cc 73 9 cu in and a compression ratio of 9 1 1 and is designed to work with regular automotive gasoline with up to 10 ethanol The later certified 100 hp 75 kW 912 ULS variant has a compression ratio of 11 1 and requires 91 octane premium auto gas 100LL leaded avgas can be used sparingly 4 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 5 and uses a 2 43 1 PSRU reduction gearbox to reduce the engine s relatively high 5 800 rpm shaft speed to a more conventional 2 400 rpm for the propeller The gearbox has proven to be generally trouble free 3 On the 912A F and UL the standard reduction ratio is 2 27 1 with 2 43 1 optional Lubrication is dry sump and fuelling is via dual CV carburetors or fully redundant electronic fuel injection The electronic fuel injected Rotax 912iS is a recent development 5 The 912 s lubrication system differs from most dry sump designs in that oil is forced into the storage tank by crankcase pressure rather than by a separate scavenge pump 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 3 The 912 is more fuel efficient and lighter than comparable older engines e g Continental O 200 but originally had a shorter time between overhaul TBO 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 short TBO and lack of certification for use in factory built type certificated aircraft initially restricted its worldwide market potential However the engine received US Federal Aviation Administration FAA certification in 1995 and by 1999 the TBO had increased to 1 200 hours 3 on 14 December 2009 the TBO was raised from 1 200 hours to 1 500 hours or 1 500 hours to 2 000 hours depending on serial number 6 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 5 The 912 may be operated using leaded fuel but this is not recommended as lead sludge tends to accumulate in the oil tank and reduction gearbox Also avgas is incompatible with the recommended synthetic oil which cannot hold lead in suspension consequently the use of leaded fuel mandates additional maintenance 3 A turbocharged variant rated at 115 hp 86 kW the Rotax 914 was introduced in 1996 In 1999 the 912S ULS were introduced 3 enlarged to 1 352 cubic centimetres 82 5 cu in with a compression ratio of 10 8 1 yielding 100 hp 75 kW The 912S is certified as are the A and F which are used in the Diamond DA20 which is quite popular in Europe 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 3 The 100 hp 75 kW versions are used in many light sport aircraft such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra The 80 hp 60 kW versions are sufficient to power the new generation of efficient motorgliders such as the Pipistrel Sinus and the Urban Air Lambada It is also fitted to some light twins such as the Tecnam P2006T On 8 March 2012 the company displayed its 912 iS variant a 100 hp 75 kW version with fuel injection and an electronic engine management unit 7 The version weighs 63 kg 139 lb which is 6 kg 13 lb more than the standard 912S The non certified 912 iS targets the light sport and homebuilt aircraft market and 912 iSc will be certified Production started in March 2012 and the engine has a 2000 hour recommended time between overhaul to start 8 On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption 9 A further derivative the 135 hp 101 kW Rotax 915 iS was announced in July 2015 10 Rotax s warnings to flyers edit 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 Pilots are cautioned that the 912 engine is not suitable for use in situations where a safe landing cannot be made use in rotorcraft night flying unless equipped with redundant electrical power or aerobatics 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 The manual adds that non compliance with such warnings could lead to serious injury or death 11 Variants editThe engine is available in the following versions coloured cylinder head caps are used to easily identify the different horsepower ranges citation needed 912 A Certified to JAR 22 80 hp 60 kW with dual carburetors and electronic ignition Black cylinder head caps 912 F Certified to FAR 33 80 hp 60 kW with dual carburetors and electronic ignition Black cylinder head caps 912 iS Uncertified 100 hp 75 kW with direct fuel injection and an electronic engine management unit 8 Green cylinder head caps 912 iSc Certified 100 hp 75 kW with direct fuel injection and an electronic engine management unit 8 912 iS Sport Uncertified aluminum airbox longer intake runners and eco mode when operated below 97 power setting 12 13 Green cylinder head caps 912 iSC SportGreen cylinder head caps 912 S Certified to FAR 33 100 hp 75 kW with larger bore than 912A F UL with dual carburetors and electronic ignition Green cylinder head caps 912 UL Uncertified 80 hp 60 kW similar to the 912A F Black cylinder head caps 912 ULS Uncertified 100 hp 75 kW similar to the 912S Green cylinder head caps 912 ULSFR Uncertified French Authority specification 100 hp 75 kW The in the designation stands for Shaft with flange for fixed pitch propeller P C D 100 mm Shaft with flange for fixed pitch propeller P C D 75 mm P C D 80 mm and P C D 4 inches Shaft with flange for constant speed propeller P C D 75 mm P C D 80 mm P C D 4 inches and drive for hydraulic governor for constant speed propeller Shaft with flange for fixed pitch propeller P C D 75 mm P C D 80 mm P C D 4 inches also can be fitted with an adaptor drive and governor for a constant speed propeller Applications edit3I Sky Arrow 3Xtrim 3X55 Trener A2 CZ Ellipse Spirit Acrolite Advanced Aeromarine Buccaneer II Aero Adventure Aventura II amp XLR AeroAndina MXP 150 Kimbaya AeroAndina MXP 158 Embera Aero amp Tech Nexth Aero AT 3 Aero Bravo Bravo 700 Aero Bravo Sky Ranger Aerocomp VM 1 Esqual Aero Designs Pulsar Aeroflying Sensation Aero Kros MP 02 Czajka Aeromobil 3 0 Aeroprakt A 20 Aeroprakt A 22 Aeroprakt A 28 Victor Aeroprakt A 36 Vulcan Aeros 2 Aeros Cross Country Aerosette MH 46 Eclipse Aerostar R40S Festival Aeros UL 2000 Flamingo Aeropilot Legend 540 Aerospool WT9 Dynamic Aero Synergie J300 Joker Aero Synergie Jodel D20 Airbet Girabet Airborne Edge Airborne XT Air Command Tandem Air Copter A3C Air Creation Clipper Air Creation Skypper Air Creation Tanarg Airflow Twinbee AirLony Skylane Airmak J4 AirMax SeaMax Airo 1 Airtrike Eagle 5 Albaviation D24 MagicOne Alisport Yuma Alpi Pioneer 200 Alpi Pioneer 300 Alpi Pioneer 300 Kite Alpi Pioneer 400 AMD Zodiac AAC Seastar Sealoon Anglin J6 Karatoo Antares MA 34 Antonov T 2M Maverick Apollo Delta Jet Apollo Fox Apollo Jet Star Apollo Monsoon Apollo Racer GT Aquila A 210 ARV Griffin ARV Super2 aftermarket installation ATEC 122 Zephyr 2000 ATEC 212 Solo ATEC 321 Faeta Australian Aircraft Kits Hornet STOL Australian Lightwing GR 912 Australian Lightwing SP 2000 Speed AutoGyro MT 03 AutoGyro MTOsport AutoGyro Calidus AutoGyro Cavalon Avama Stylus Aveko VL 3 Sprint Aviadesign A 16 Sport Falcon Aviakit Vega Aviasouz Cruise Aviastroitel AC 5MP Aviate Raptor AVIC Lucky Bird Avid Flyer Aviomania Genesis Duo G2SA Aviomania Genesis Solo G1SA AV Leichtflugzeuge Vagabund BAaer Guri Bauer BAD 12 Gyrotrainer BDC Aero Puma Best Off Nynja Best Off Sky Ranger Bilsam Sky Cruiser ASAP Chinook Plus 2 B amp F Fk9 B amp F Fk12 B amp F Fk14 Polaris Bayraktar Tactical UAS Blackshape Prime Blue Yonder Merlin Blue Yonder Harvard Blue Yonder King Cobra Blue Yonder EZ Flyer Blue Yonder Twin Engine EZ Flyer BOT 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Ibis GS 710 Magic Icarus F99 Rambo Icon A5 ICP Amigo ICP Savannah ICP Vimana Ikarus C42 Ikarus C52 InterPlane Skyboy Ion Aircraft Ion Jihlavan Skyleader Jingmen A2C Ultra Seaplane Junkers Profly Ultima Just Escapade Just Highlander Just Superstol Kappa 77 KP 2U SOVA Keitek Streamer Kohl Mythos Kolb Kolbra Kolb Mark III Xtra Kolb Slingshot Kubicek M 2 Scout Lamco Eurocub Laron Wizard LH 10 Ellipse Liberty XL2 Light Wing AC4 Lilienthal Bekas LISA Akoya Lockwood Aircam Lockwood Super Drifter Magni M 14 Scout Mainair Blade Marawing 1 L Malamut Medway Av8R Medway EclipseR Medway SLA100 Executive Microleve Corsario Millennium Master Moyes Dragonfly MSL Aero H80 M Squared Breese Murphy Renegade New Avio C205 Nexaer LS1 Niki Kallithea Norman Aviation J6 Karatoo Norman Aviation Nordic II Norman Aviation Nordic VI Norman Aviation Nordic 8 Mini Explorer North American Rotorwerks Pitbull II North Wing Sport X2 Nova Coden OneAircraft One OSKBES MAI 208 Pagotto Brako Pagotto Brakogyro P amp M Explorer P amp M PulsR P amp M GT450 Paradise P 1 LSA PC Flight Pretty Flight Pegasus EDA 100 Flamingo Pegasus Quantum Pegasus Quik Pelegrin Tarragon Phantom II Phoenix Air Phoenix Piper Sport Pipistrel Alpha Trainer Pipistrel Sinus Pipistrel Virus Pro Mecc Freccia Anemo Pro Mecc Sparviero Progressive Aerodyne SeaRey Quicksilver GT500 RagWing RW19 Stork RagWing RW22 Tiger Moth RagWing RW26 Special II Rainbow Aerotrike Rainbow Cheetah Ramphos Trident Rans S 6 Coyote II Rans S 7 Courier Rans S 10 Sakota Rans S 11 Pursuit Rans S 12 Airaile Rans S 16 Shekari Rans S 19 Venterra Rans S 20 Raven Remos GX RMT Bateleur Roland Me 109 Replica Roland S STOL Roland Z 602 Roko Aero NG4 Rokospol Via Rossi Shuttle Quik Rotorfly R 30 Rutan SkiGull SAB C 100 Vulcan Shark Aero Shark Scheibe Falke SkyCruiser Autogyro SkyCruiser Skyline SL 122 Pchelka Skyeton K 10 Swift Skyleader GP One SkyReach BushCat Skyrider Stingray Summit 2 Sunward Aurora Sunward ST912 Sunward STB912 S Wing Swing Skyleader 200 Sea and Sky Cygnet Slepcev Storch SlipStream Genesis Softeks V 24 Lastochka Solo Wings Aquilla Sport Copter Vortex Stellar Astra Storm 280 Storm 300 Storm 320E Storm RG Fury Swiss Excellence Risen Synairgie Jet Ranger Taiwan Dancer TD 3 Tecnam Astore Tecnam P 92 Tecnam P96 Golf Tecnam P2002 Tecnam P2004 Tecnam P2006T Tecnam P2008 Tecnam Snap Terrafugia Transition Texas Aircraft Colt Titan T 51 Mustang Titan Tornado Titanium Explorer TL Ultralight TL 3000 Sirius TL Ultralight Stream TMM Avia T 10 Avia Tor Tomark Skyper Tomark Viper Triavio Italo Trike Icaros Adventure S Trixy Eye Trixy G 4 2 R Trixy Liberty Trixy Princess ULBI Wild Thing Ultra Leicht Flugtechnik Speedy Mouse Ultravia Pelican Urban Air Samba US Light Aircraft Hornet Van s Aircraft RV 12 Vervoost FV 3 Delphin ViS Sprint ViS ViS 3 Weller UW 9 Sprint Whisper Aircraft Whisper World Aircraft Spirit World Aircraft Vision WLT Sparrow Zenith STOL CH 701 Zenith STOL CH 750 Zlin Savage CubSpecifications Rotax 912 UL A F editGeneral characteristics Type four cylinder four stroke liquid air cooled engine with opposed cylinders dry sump forced lubrication with separate oil tank automatic adjustment by hydraulic valve tappet dual CD carburetors mechanical diaphragm pump electronic dual ignition electric starter integrated reduction gear 1 2 273 or 1 2 43 Bore 79 5 mm 3 13 in Stroke 61 mm 2 40 in Displacement 1 211 2 cm3 73 91 in3 Length 561 mm 22 1 in Width 576 mm 22 7 in Dry weight 60 kg 132 3 lb with electric starter carburetors fuel pump air filters and oil systemComponents Valvetrain OHV hydraulic lifters pushrods rocker arms Fuel type Unleaded 87 octane AKI Canada USA 90 octane RON European or higher Leaded fuel and AVGAS 100 LL can be used but are not recommended Oil system Dry sump with trochoid pump camshaft driven Cooling system Liquid cooled cylinder heads air cooled cylindersPerformance Power output 59 6 kW 79 9 hp at 5 800 rpmPower density 48 71 kW L Compression ratio 9 1 Fuel consumption 15 0 liters h at 5 000 rpm 75 power Specific fuel consumption 285 g kW h at 5 500 rpm maximum continuous power Specific power 0 98 kW kgSee also editComparable engines Arrow 1000 D Motor LF26 Hirth 3701 Hirth F 30 HKS 700E Jabiru 2200 KFM 112M Pegasus PAL 95 Revmaster R 2300 Sauer S 2200 UL Sauer S 2100 ULT Sauer S 2400 UL ULPower UL260iRelated lists List of aircraft enginesReferences edit Rotax Rolls Out 50 000 912 Series Engine 6 June 2014 Retrieved 7 June 2014 Federal Aviation Administration 11 October 2016 Type Certificate Data Sheet No E00051EN PDF Archived PDF from the original on 13 November 2016 Retrieved 16 August 2020 a b c d e f g Busch Mike 1 June 2017 Opinion Savvy Maintenance Outside the Box The Rotax 912 is Delightfully Different AOPA Pilot Aircraft Owners and Pilots Association Retrieved 10 April 2020 Prizio Dave Firewall Forward Rotax service Training July 19 2013 Kitplanes retrieved July 5 2023 a b c Rotax September 2012 Operators Manual for Rotax engine type 912 series PDF Retrieved 21 June 2015 Rotax December 2009 Extension of Time Between Overhauls TBO for Rotax Engine Type 912 and 914 Series PDF Retrieved 11 February 2010 Rotax Introduces 921iS Sport Aviation 14 May 2012 a b c Bertorelli Paul 8 March 2012 BRP Rotax Rolls Out New Engine AVweb Retrieved 14 March 2012 Rotax lowers fuel burn boosts performance with 912 iS Sport aopa org April 2014 Retrieved 22 July 2015 Rotax Owner com ROTAX 915 IS BRP UNVEILS A NEW TURBOCHARGED ROTAX AIRCRAFT ENGINE rotax owner com Retrieved 22 July 2015 BRP Rotax 1 September 2012 Operators Manual Rotax Type 912 Series PDF Archived from the original PDF on 30 June 2014 Retrieved 5 August 2014 Sport Aviation 14 May 2014 a href Template Cite journal html title Template Cite journal cite journal a Missing or empty title help Rotax 912 iS Better than predicted generalaviationnews com 27 June 2013 Retrieved 10 August 2016 External links edit nbsp Wikimedia Commons has media related to Rotax 912 The aircraft engines section of the official Rotax company website FAA Type Certificate Data Sheet E00051EN 912 UL 80 hp Engine Datasheet 912 ULS 100 hp Engine Datasheet 914 UL 115 hp Turbocharged Engine Datasheet Motive Aero Rotax Distributor Retrieved from https en wikipedia org w index php title Rotax 912 amp oldid 1217995752, wikipedia, wiki, book, books, library,

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