EAA Experimenter 31
135
ENGINE TORQUE (MOGAS, no hydraulic governor)
130
125
912 iS
912 ULS
120
o
rque
[Nm]
912 iS Sport
115
T
o
110
fuel efficiency by switching to a lean ECO mode once the
throttle is pulled back to a setting below 97 percent. All this
can be monitored on the proprietary (or third-party) engine
instrument in a cockpit.
The biggest advantage of the 912 iS Sport versus 912
ULS is its lower fuel consumption. Real-life flight tests
showed a fuel economy improvement of up to 36 percent as
compared to the carbureted Rotax 912 ULS engine.
The new 912 iS Sport, according to Christian Mundigler,
manager of Rotax Aircraft Engine Sales, is not going to
supplant the 912 iS, but it is an easy guess that OEMs and
other buyers will opt for the 912 iS Sport and the 912 iS
will likely disappear.
According to Mundigler, all 912 iS en-
gine owners who wish to upgrade to the
912 iS Sport will receive a retrofit kit for
free until October 31, 2014, and only will
be charged for labor costs. From Novem-
ber 2014 on, the retrofit kit will be an op-
tion, but the price is not yet determined.
Rotax has retrofit kits on hold for all the
912 iS engines already sold (more than
500 units). The price of the 912 iS Sport
will be held at the same price as the 912
iS until October 31, 2014. The certifica-
tion and the TBO for the new 912 iS Sport
are the same as for the 912 iS.
Marino Boric, EAA 1069644, is an aeronautical
engineer and holds a private pilot license in Ger-
many with commercial and instrument ratings
(CPL/IFR). He also fl ew as a military pilot.
50ft
912iSSporttakeoffrun
40ft
45ft
30ft
35ft
f
t]
20ft
25ft
Altitude[
f
10ft
15ft
0ft
5ft
Distance[meter]
912iS 912iSSport
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