The Rotax 912 was first sold in 1989 in non-certificated form for use in ultralights and motorgliders. The original 912 UL engine has a capacity of and a compression ratio of 9.1:1. The engine differs from conventional aircraft engines in that it has air-cooled cylinders with liquid-cooled heads and uses a 2.43:1 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. 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. The 912 oiling system differs from most dry-sump designs in that lubricating 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. The 912 is more fuel efficient and lighter than similarly sized traditional engines, e.g., Continental O-200, but originally had a shorter time between overhaul. 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 certification in 1994, and by 1999, the TBO had increased to 1,200 hours; 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. In addition to the lower fuel consumption, the 912 is certified to run on automotive fuel, further reducing running costs, especially in areas where leadedavgas is not readily available. The 912 may be operated using leaded fuel, but lead sludge will accummulate in the oil tank and reduction gearbox, and the fuel is incompatible with the recommended synthetic oil because it cannot hold lead in suspension; consequently, using leaded fuel mandates additional maintenance, and unleaded fuel is recommended. A turbocharged variant rated at, the Rotax 914, was introduced in 1996. In 1999, the 912S / ULS were introduced; enlarged to with a compression ratio of 10.8:1, yielding. 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. The versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra. The 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 version with fuel injection and an electronic engine management unit. The version weighs, which is more than the standard 912S. The non-certified 912 iS targets the Light Sport and Experimental 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. On 1 April 2014 the company announced its new 912 iS Sport upgrade with greater power and torque and reduced fuel consumption. A further derivative, the Rotax 915 iS, was announced in July 2015.
Warnings
Unlike most other manufacturers of similar engines, Rotax provides extensive warnings in the owner's manual, about both the certified and non-certified versions of the engine design, warning pilots that the engine is not suitable for use in situations where a safe landing cannot be made, for use in rotorcraft, for night flying, or for aerobatics. It furthermore states that the company gives no assurances that the engine is suitable for use in any aircraft, that the "engine may seize or stall at any time. This could lead to a crash landing and possible severe injury or death" and that "non-compliance can result in serious injuries or death!"
Variants
The engine is available in the following versions: ;912 A# ;912 F# ;912 iS ;912 iSc ;912 iS Sport ;912 S# ;912 UL# ;912 ULS# ;912 ULSFR# 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 speed 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.
