The gearbox service interval is the same for both 912 and 912S. So it's not
necessarily a function of the high-compression of the "S". In any case, the
"S" box is stronger.
Duncan McF.
----- Original Message -----
From: "Richard Sementilli" <rsementi@gmail.com>
Subject: Re: Europa-List: What engine for my Europa?
>
> Thank you for your email.
> 1. Yes, I've heard about the bumpy starts and stops with the 912S
> motor. I also heard that the new ones are equipped with a stronger
> starter motor that powers through the high compression starts, have
> you heard this? I aslo read another email here on the Europa list that
> claims wonderful performance even at altitude with the 912S...I'm so
> confused!!!
> 2. I intend to fly it mostly on the east coast but I do intend to take
> it to Lake Tahoe too so I was hoping to get through the mountains with
> the 912S. I would buy the 914 turbo but I am afraid of the reliability
> and complexity of the engine.
> 3. I have never heard about the mixture issue, is that common?
> 4. Never heard about the gear box wear due to the bumby idle either.
> Is their any solution to this while still using the 912S?
>
>
> >
> > Hi Richard,
> >
> > You didn't say where you do your flying. If you intend flying at
> > altitude like we do around the Sierra Nevadas, you might consider the
> > 914 the best bet.
> > We have a mono-wheel XS with 912S and Airmaster prop. I would seriously
> > consider installing the 914 or Jabiru over the 912S, given our
> > experiences (we have over 400 hours on the plane/engine).
> > Issues I have with the 912S are:
> >
> > 1) It shakes the whole plane when starting and stopping, causing great
> > stress on any number of componants. Our exhaust system is in constant
> > need of repair because of this. An ignition wire probably broke because
> > of this. Standing outside the uncowled engine and watching the extreme
> > travel of the shaken componants can be a real eye opener. It is not
> > unusual to see +2G/0G on the panel mounted accelerometer following a
> > start or stop. I would guess the 912S is worse than the 914 because of
> > its higher compression. I would expect the Jabiru to be much smoother.
> >
> > 2) The 912S is a little anemic at high density altitudes. At 7,000+
> > feet the plane has difficulty accelerating past 55 knots on take off
> > until the gear/flaps are lifted a little. Climb rate at these altitudes
> > can also be lower than I would like.
> >
> > 3) The mixture becomes rich at altitude, negating the fuel economy
> > advantages of flying at altitude. The 914 is altitude compensating, and
> > I assume the Jabiru has a mixture control (?).
> >
> > 4) Although the Rotax is claimed to have a TBO of 1000 hours or greater
> > it is recommended that the gearbox be removed and sent in for check out
> > every 300-400 hours. There have also been suggestions that idling the
> > 912S down to 1400 rpm can cause damage to the gearbox due to rough
> > idling. We idle our engine at about 1700-1800 rpm, which make the
> > landings a little hotter with the additional idle thrust.
> >
> > just my two cents worth,
> > regards,
> > Terry Seaver
> > A135 / N135TD
> >
> > Richard Sementilli wrote:
> >
<rsementi@gmail.com>
> > >
> > >I am down to 3 choices for an engine for my Europa.
> > >1. Rotax 912S
> > >2. Rotax 914
> > >3. Jabiru 3300
> > >
> > >I would like to get objective opinions and actual experiences from
> > >anyone about the pro's and cons of each engine.
> > >My first choice is the 914 because of the all around performance but
> > >more than the huge price, I am worried about the complexity of the
> > >engine as it relates to maintenance and overall reliability. I have
> > >spoken to a few mechanics for Rotax but none of them have any
> > >experience with the 914 turbo. They all say to keep it simple and go
> > >with the 912 or the 3300. I agree but I'm willing to stretch that goal
> > >if feel that I could handle the burden of its complexity.
> > >My most probable choice would be the 912S because it seems I can get
> > >great performance (the same or better than the Jabiru 3300) with
> > >relative ease of operation and mainenance, lighter weight, and
> > >comparable price to the Jabiru. I've even found a mechanic that is
> > >near (2 hours away) to my location. However, to the best of my
> > >research, it is still a more complicated engine and drive unit than
> > >the simple low reving Jabiru. It needs pump gas almost always, which
> > >may not be easy to come by during cross country flights.
> > >The Jabiru is the least expensive, most simple design, seems easier to
> > >maintain, and is direct drive. However, it's less proven, heavier and
> > >I can't find any repair facilities in the NY tristate area.
> > >Am I missing any other engine possibilities that could be even a better
choice?
> >
> >
> > >
> > >
> > >
> > >
> >
> >
> >
>
>
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