cactusman
Well Known Member
Anyone think Vans might offer a 912is option sometime in the future for the E-LSA cert?
http://www.eaa.org/news/2012/2012-03-08_rotax.asp
http://www.eaa.org/news/2012/2012-03-08_rotax.asp
Yeah, we saw it too - Rotax has released a new fuel-injected version of their 912 engine.
We?d been aware of this project for some time, and the concept is exciting; but there are several reasons that, in its present form, the engine is not suitable for the RV-12.
Weight: The Rotax press release says the f.i. version weighs 6 kilograms more than the carbureted version. For the metrically-challenged, that?s 13.2 lbs - a significant increase and difficult to absorb, given the RV-12?s forward-cabin configuration and legally limited gross weight.
Size: The photos accompanying the Rotax press release make it quite clear that the engine will not fit in the RV-12 cowl. Re-designing the cowl and making new molds would be an expensive and time-consuming project, increasing the cost of the kits.
Cost: We haven?t seen final numbers, but the new engine is likely to be priced significantly more than the one we use.
We will consider the pros and cons of the new engine, but for now and the realistic future, we have no plans to offer it, either as a replacement for the existing engine or as an option.
Anyone think Vans might offer a 912is option sometime in the future for the E-LSA cert?
http://www.eaa.org/news/2012/2012-03-08_rotax.asp
Anyone think Vans might offer a 912is option sometime in the future for the E-LSA cert?
http://www.eaa.org/news/2012/2012-03-08_rotax.asp
My hope is that Rotax will quit selling the non-injected engine, thereby forcing Van's hand. I know people would howl, but what's an extra $4k out of $70k?
Jerre
My crystal ball says that will happen in about
5 years so don't hold your breath.
If you can afford it and have the time and want to do your 12 EAB, then go for it. No doubt that someone will and no doubt, it will be successful. Are you that one?
- I wonder if an early builder who is approaching an overhaul decision in a few years could convince ROTAX to do an exchange for an IS to be a pathfinder on this issue and still maintain E-LSA status or not?
http://www.vansaircraft.com/pdf/order_forms/RV-12/RV-12-powerplant.pdfI certify that I have received a complete RV-12 E-LSA kit from Van?s Aircraft, Inc. No components have been deleted, returned or altered. The aircraft will be assembled in accordance with Van?s building instructions.
I believe the question was about an aircraft that has been flying and is due for overhaul. That's why I answered as I did.
Of course to certificate as E-LSA originally, the aircraft must be built in accordance with the plans.
Presumably you can run LOP and get longer engine life and better fuel economy?
What are the advantages of the fuel injected 912 over the standard engine. Is it worth an extra $4000.00 and the cowling redesign.? I'm already experiencing 5.5 gal / hr. fuel burn and 120 - 122 kts TAS at typical cruising altitudes. I'm interested but curious about the net advantage for the effort and cost.
Jersey
The 912iS has a FADEC engine control system. I am pretty sure all the pilot can do is adjust the throttle position, the FADEC system (full authority digital engine control) makes all other control decisions after that.
sure, but presumably the FADEC has at least best-economy (LOP) and best-power modes.
regardless of how the control is done, my point is that fuel injection adds more flexibility in mixture setting than a carburetor.
sure, but presumably the FADEC has at least best-economy (LOP) and best-power modes.
regardless of how the control is done, my point is that fuel injection adds more flexibility in mixture setting than a carburetor.
My crystal ball says that will happen in about
5 years so don't hold your breath.