Antonio wrote:
even if they forgot to add a propeller control and a proper stick/yoke.
And misplaced the third wheel 
Now that I think of it, perhaps the solution to the issue of the OP for those not so keen on “traditional aviation complexities” (like having to adjust prop and throttle in a coordinated and sequenced way) is a Cirrus-like interlink between throttle and propeller.
Would that be difficult to implement with the electric prop control typically used on these Rotax-powered types?
We’re getting a little off track in this thread but:
Would that be difficult to implement with the electric prop control typically used on these Rotax-powered types?
From the Rotax forum, for engines with FADEC, so the ‘-i’ models:
The single lever control is not done by the ECU but rather an external box that reads engine data via CAN. The box is made by RS Flight systems. The box electrically controls a hydraulic governor. The pitch is determined by a formula designed by RS that looks at throttle position and other engine data and calculates a commanded RPM and sets pitch to match.
Alternatively there’s the Airmaster which reads RPM from the slip ring and changes pitch to try and match what the user preselects as the max RPM desired. Slightly less “single lever” but more control, even full manual control if desired. There’s no governor and the prop is controlled electronically through a slip ring
In neither system is the Rotax involved in the prop control.
In days of old, I used to fly an Arrow where “rev up, throttle back” was the way to go; when I bought my current aircraft equipped with a 912iS motor, I was taught the following procedures:
Take off – Full throttle, 5700RPM, after max 3 minutes down to 5500rpm. Then when established in climb reduce this to 5300rpm, when you level off, reduce this to 5000 rpm and when you reach cruising speed, ONLY THEN do you move the throttle back from WOT until the Eco light comes on – which is contra to what I learnt previously.
Noting that the SB refers to carbureted versions, can I assume that the electronics will ensure I don’t get into some area of issue?
Noting that the SB refers to carbureted versions, can I assume that the electronics will ensure I don’t get into some area of issue?
I’m not sure it does. Is there no information in the engine User Manual or AFM?
I suppose that ‘one lever control’ which various OEM’s are how introducing on their Rotax 916 (915?) equipped models definitively does protect against operating in the wrong way.
aart wrote:
I’m not sure it does. Is there no information in the engine User Manual or AFM?I suppose that ‘one lever control’ which various OEM’s are how introducing on their Rotax 916 (915?) equipped models definitively does protect against operating in the wrong way
If you look at the SB 912-079, it specifically states it applies only to 912S / ULS – these are the certified / uncertified carburettor versions of the 912, not the iS.
Neither the engine User Manual of the AFM makes any reference to limitations concerning MAP / RPM constellations.
If you look at the SB 912-079, it specifically states it applies only to 912S / ULS – these are the certified / uncertified carburettor versions of the 912, not the iS.
I know. When I said “I’m not sure it does” I meant to answer your question “can I assume….”. Sorry if that was unclear.
I guess it’s a good idea to ask Rotax if you are ‘protected’ with your 912iS.
aart wrote:
a little off track
Not at all, it for sure goes to the heart of the problem in the OP and resolves it one and for all!
Thanks for the good info to us Rotax-laymen…
This thread is relevant.
