ByDanJohnson.com

The first Rotax 912 in 1989. See FAQs for the newest model: 912 iS. all photos courtesy Rotax BRP

The first aircraft to fly with a Rotax engine. To mark the 25th anniversary of the Rotax 9-series engines, BRP is organizing the second Rotax Fly-In June 5 to 7, 2014 at the airport in Wels, Austria.

Francois Tremblay, director, Rotax aircraft engines.

Rotax introduced its new 912 iS in 2013. See our video interview about the first 912 iS to operate in the USA.

The big company bills the now-iconic Rotax 9-series engines as “The Engine that Changed Light Aviation.” Today, few would dispute the claim that the 912 altered light aviation with its low weight and modern design, although Continental Motors, Lycoming, and others have long supplied powerplants for the light aircraft of earlier periods. On Valentine’s Day 2014, Rotax BRP celebrates the 25th Anniversary of its Rotax 912 engine. The four cylinder engine series that now dominates the light aircraft landscape got started in 1989 and was introduced to Americans a couple years later. The company started production of aircraft engines in 1973. Their first certified aircraft engine was delivered in 1975.

In answering the question about the potential for a new aircraft engine, Rotax BRP said it perceived, “… market demand … for a modern, reliable engine that would meet the expected performance. In 1985, the company started the development of a two-cylinder flat engine especially for the aircraft business. Though the performance of 65 horsepower was substantially higher than current aircraft engines [that were producing] 40 horsepower, BRP expected more. With the development of a four-cylinder flat engine, BRP wanted to reach the next level: the 80 horsepower engine category.” BRP’s Rotax 912 development was a project dedicated to the aircraft market. “For the very first time, all conditions needed on an aircraft engine were considered,” the company noted, particularly power-to-weight ratio.

Compared to many powerplants of the late 1980s, the 9-series incorporated liquid cooling and a gear box that slowed the higher-revving engine to usable propeller speeds. The fresh design produced a physically small but powerful engine that brought quieter operation. “A lot of our engineers were pilots and they could share their personal experience and theory. Above all that, they understood the essential requirements of an aircraft engine,” said Francois Tremblay, director, Rotax aircraft engines. Because “about 20 of our employees on the aircraft team are pilots … we are very close to our market and know about the demands in the field,” he added.

The first flight tests with the Rotax 912 engines were conducted on an airfield in Wels near the company’s large production plant in Gunskirchen, Austria, using a Falke glider from the German Scheibe company. Later, the engine was installed into a Dimona model from the Hoffmann company (now called Diamond Aircraft). The company recalled, “For the altitude flight test in 1993, the Rotax 912 engine was modified and equipped with a turbocharger. The airplane — an HK36 Super Dimona model — powered by the Rotax 912 engine with turbocharger reached an altitude of 33,000 feet (11,000 m). As a result of this flight test, the Rotax 914 engine prototype (a Rotax 912 engine with turbocharger) was built. The concept was successful. The company started the development of the Rotax 914 engine and production began a short time later.” In 2013 Rotax BRP introduced its latest variation, the 912 iS fuel-injected engine. About the new model, the company reported, “Real-life flight results are showing an improved fuel economy of up to an average of 30% (vs. the Rotax 912 ULS engine) compared to the 21% improvement mentioned at its launch.” The Rotax 912 iS engine automatically improves its fuel efficiency by switching to a lean ECO mode once the throttle is pulled back to a throttle setting below 97% after the aircraft’s start and climb phases. This results in lower operating costs and an improved carbon footprint due to lower carbon dioxide emission levels.

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Eric and Irena Raymond hail from Ramona (California, USA). See our video interview with Eric.

Years ago when we were just getting started in our flying careers, one fellow I paid attention to was Eric Raymond. Eric was a very talented hang glider pilot who strove to fly in the highest performing aircraft … at that time the Manta Fledgling, a “fixed wing” hang glider with a category leading glide angle in those days. (Today’s “flex wing” hang gliders significantly surpass the Fledge’.) Eric was also a daring aerobatic hang glider pilot long before most folks knew you could fly a hang glider in that manner. In other words he’s been a leading edge pilot for a long time. In recent years he’s been flying an all electric, solar-boosted glider across Europe. Yet he remained restless, seeking the very most he could do with electric power, which as most readers know, is still in the rapid development, not-quite-ready-for-market stage. Thanks to Flight Design USA boss Tom Peghiny for alerting me to Raymond’s latest progress. Tom was a contest-winning hang glider pilot some years back; he remains active today and closely follows developments like Sunseeker.

Eric’s website — Solar Flight — reported, “Flight testing of Sunseeker Duo is underway.” He indicated the goal is, “to achieve maximum performance without using fossil fuels.” As Eric describes it, Sunseeker Duo is “not only the fastest solar-powered airplane ever built; it is the first solar powered airplane to offer a seat for passengers.” Duo incorporates the best features of Eric’s earlier Sunseeker I and II aircraft while adding numerous refinements. That Sunseeker Duo bears a resemblance to the exotic Stemme S10 motorglider is a credit to Raymond’s project (in fact, Solar Flight lists Stemme as one of their “partners”). Stemme features a most unusual retracting propeller on a tractor engine; the prop blades pull inward and the forward fuselage closes up to completely hide the existence of an engine.

More than a lovely, two-seat aircaft, Sunseeker Duo employs improved electric-aircraft technologies. “The solar cells used by the Duo are 50% more efficient than those used by Sunseeker II,” Eric stated. “While Sunseeker II is able to cruise in level flight on direct solar power, the Duo will have enough power to maintain a steady climb on direct solar power.” A tricycle landing gear arrangement familiar to all pilots ensures that the Duo will operate normally at any airport in the world. In addition the shapely long wings fold to give the airplane a hanger footprint no larger than a Cessna 172, the developer said. The airplane can also be quickly disassembled and packed into a custom trailer.

Sunseeker Duo is advanced enough to achieve Solar Flight’s dream of a “practical, high performance, two-place solar powered airplane.” Sunseeker Duo weighs 616 pounds empty, has a wingspan of 71.5 feet, has a 20 kW (29.5 hp) electric motor powerplant, and is supplied by solar cells achieving 22.8% efficiency. With the US and Western Europe already well explored by Sunseeker I and II, Solar Flight said it is “looking towards the dramatic landscapes of Eastern Europe and Western Asia for possible expeditions with the new airplane.” The Yankee inventor active in European skies these days added, “Whether it is a day of local flying above the clouds, or a transcontinental adventure freed from the constraints of fossil fuels, the Sunseekers are ready.”

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On the Fourth Bahamas Fly Out in January 2014, a group of four Light-Sport Aircraft and one Cessna 172 made the short hop to Bimini Island of the Bahamas from Fort Lauderdale, Florida. It may only be 50 nautical miles but at a cruising altitude of 3,000-5,500 feet you definitely fly out of sight of land … yes, thousands of miles of ocean and no land to be seen from the cockpit. Do I have your attention yet? Even the ever-dependable Rotax 912 that powered all four LSA seems to run rough shortly after land disappears behind you. A pilot briefing from a Bahamas flying expert gave all pilots the preparation to deal with a problem en route but an actual emergency would be a major dilemma for those on board.

Fortunately no such challenges arose. Experts were also on hand to help pilots file the international flight plans that have become much more complicated since 9/11. Ironically, only the FAA Type Certified Cessna 172 Skyhawk experienced problems. A magneto went out of service and the communications radio went quiet, delaying the arrival of three members of the 2014 Bahamas fly out. The problem was quickly remedied with a new part flown in from California overnight and the last of the group arrived a day later. All four LSA — two Flight Design CTLS, one Evektor Harmony LSA, and one Just Aircraft Highlander — arrived without incident or delay.

As this was my third trip (twice in a Flight Design CTLS and once in a Breezer), I didn’t hear the rough-Rotax sound that first time pilots always think they detect. Still, we wore life jackets (photo) for the whole 36-minute trip as donning these life jackets after you are in the water can be much harder. Plus, CTLS in the United States are sold with an airframe parachute as standard equipment providing a very comforting backup. Our fuel-injected Rotax 912 iS engine ran flawlessly over and back … twice. I made two trips the first day, ferrying back across that 50 nautical miles to retrieve Aaron Will who could not go in the Cessna due to useful load limits. It was my shortest-ever visit to another country, a total of 15 minutes to clear customs, pay the $50 arrival fee, drop my wife, and depart again. These waters are an active shipping lane so over and back, you see ample boat traffic should the unthinkable become reality. Plus, the gulf stream current brings warm water from the Caribbean north between Florida and Bimini so if you did go into the drink, at least icy cold water will not be your problem. Despite the odds stacked in your favor, losing sight of land the first time is an eerie experience.

In 2014, Sport Pilot/Light-Sport Aircraft will celebrate a Tenth Anniversary. In 2010 on the occasion of the first Bahamas Fly Out, Sport Pilot certificate holders were able to use this entry level pilot license in the Bahamas. The island nation became the first country outside the USA to accept Sport Pilots. Most of the 40 pilots that have made these Bahamas expeditions have held higher level pilot certificates, but it’s nonetheless wonderful that Bahamian authorities accept the simpler license. Truly, the Bahamas government decision is understandable. This is a country consisting of more than 700 islands, of which 30 are inhabited. The two main tourist destinations are Grand Bahamas and Nassau, which are often visited by airliners and cruise ships that propel the main industry of tourism. However, the 28 “out islands” are visited most often by small 8-15 seat airliners and private aircraft. It is the privately-owned, owner-flown airplanes that bring most tourists to the smaller islands, even more than boats which also frequent these waters known for their excellent fishing and water sports like scuba and snorkle diving. Since airplanes transport more visitors to the out islands, it is no surprise that every populated island has an airport.

Fuel is another matter, though. Cargo transport to small islands is limited so most have no aviation gas and auto fuel could be of questionable purity. Thus, the commonly long range of Light-Sport Aircraft make these trips that much easier and safer. Flying to the Bahamas is a thrilling over-ocean experience and a joy on arrival with warm weather, pleasant Bahamian people, good food and good sport. Someday you should try it and see for yourself the bluest water you can imagine. Thanks to Aviators Hot Line and AHL’s Light Aviation for again organizing the ocean flight.

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Jabiru’s six cylinder 120-horsepower engine.

Jabiru U.S. installed their six cylinder engine in a Rans S-19. See a review of this aircraft and engine.

In the LSA space, we presently have five engine suppliers that either have ASTM approval or FAA certification approval that grants them the chance to power Light-Sport Aircraft. The five brands are: Rotax, Continental, Jabiru, Lycoming, and HKS. For customers who like doing their own maintenance or for mechanics who want to have all the knowledge they need, company-presented seminars are invaluable. Since they have decades of history and a have been used on Type Certified airplanes, Continental and Lycoming enjoy broad awareness of mechanics around the world. Rotax has also pursued regular training for mechanics to work on their engines. Jabiru has also done these and their U.S. distributor just announced their latest in the Sunshine State of Florida.

Peter Krotje of Jabiru USA Sport Aircraft, LLC, sent notice of a two day seminar to take place over February 7th and 8th, 2014 at Voyager Aviation Services on Merritt Island (street address for GPS-equipped drivers: 475 Manor Drive; zipcode 32952). This east coast airport is about an hour south of Daytona Beach and north of the Space Center in Titusville or Cocoa Beach, Florida. To schedule a position at the event, contact Pete at Jabiru by calling 931-680-2800. More contact info can be found on the Jabiru Referral Page.

On Friday, February 7th, the seminar will cover: Introduction; Parts Identification; How Systems & Parts Work; Installation Considerations; Routine Maintenance Tasks; and Bing Carburetor Tuning & Maintenance. Continuing on Saturday February 8th, the seminar will delve into: Electrical System; Instrumentation; Manuals & Bulletins; and, Class Engine Assembly. If you have a Jabiru powerplant, either on a Jabiru aircraft or one of the many kit-built aircraft that use the four cylinder 81-horsepower or six cylinder 120-horsepower engines, you may wish to contact Pete Krotje as soon as possible. No capacity was stated in the announcement but these seminars often fill up, so act soon and become better informed.

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