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28-486: The AT-3 R-100 is a single-engined low-wing cantilever monoplane of all-metal construction and a fixed tricycle landing gear. It is powered by a nose-mounted Bombardier- Rotax 912 with either a two-bladed wooden or three-bladed composite propeller. In April 2013, the manufacturer of the AT-3 VLA and AT-4 LSA aircraft, Aero AT Sp. z o.o. was acquired by Jiangsu LanTian Aerospace Industrial Park of China. While production for

56-412: A reduction gearbox . It features liquid-cooled cylinder heads and air-cooled cylinders. Originally equipped with carburetors , later versions are fuel injected . Dominating the market for small aircraft and kitplanes , Rotax produced its 50,000th 912-series engine in 2014. Originally available only for light sport aircraft , ultralight aircraft , autogyros and drones , the 912-series engine

84-488: A compression ratio of 11:1, and requires 91-octane ("premium") auto gas (100LL leaded avgas can be used, sparingly). The engine differs from previous generation aircraft engines (such as the Lycoming O-235 ) in that it has air-cooled cylinders with liquid-cooled heads and uses a 2.43:1 PSRU reduction gearbox to reduce the engine's relatively high 5,800 rpm shaft speed to a more conventional 2,400 rpm for

112-491: A crash landing. The manual adds that non-compliance with such warnings could lead to serious injury or death. The engine is available in the following versions; coloured cylinder head caps are used to easily identify the different horsepower ranges: Green cylinder head caps The # in the designation stands for: Power density: 48.71 kW/L Specific power: 0.98 kW/kg Comparable engines Related lists Continental O-200 The Continental C90 and O-200 are

140-651: A family of air-cooled, horizontally opposed, four-cylinder , direct-drive aircraft engines of 201 in (3.29 L) displacement, producing between 90 and 100 horsepower (67 and 75 kW). Built by Continental Motors these engines are used in many light aircraft designs of the United States, including the early Piper PA-18 Super Cub , the Champion 7EC , the Alon Aircoupe , and the Cessna 150 . Though

168-406: A manufacturer of small aero-engines, Rotax publishes extensive warnings in the owner's manual about both the certified and non-certified versions of the engine design. Pilots are cautioned that the 912 engine is not suitable for: The manual states that Rotax gives no assurances that the engine is suitable for use in any aircraft, and that the engine may seize or stall at any time, which could lead to

196-536: A smaller number of private owners. Variants with glass cockpits and certified for Night VFR have also been delivered in recent years. Data from Jane's all the World's Aircraft 2004-05 General characteristics Performance Avionics Bendix/King KY 97A tx/rx Aircraft of comparable role, configuration, and era Rotax 912 The Rotax 912 is a horizontally-opposed four-cylinder , naturally-aspirated , four-stroke aircraft engine with

224-449: Is 1,800 hours of operation or 12 years in service, whichever is reached first. The standard certification for the C90 and O-200 specifies Avgas 80/87 as the minimum fuel grade. Both are eligible for operation on automobile gasoline on the basis of Supplemental Type Certificates . While the C90 is approved for takeoff power of 95 horsepower (71 kW) for five minutes, the designation

252-545: Is derived from its continuous power rating of 90 hp (67 kW). As noted above, certain models of the C90 replace the usual carburetor with a fuel injection system. In addition, there are models which provide for the installation of a controllable-pitch propeller and one, the C90-12FP, designed for a pusher configuration installation. While having slightly less horsepower than the O-200, many floatplane operators prefer

280-435: 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

308-516: Is more fuel efficient and lighter than comparable older engines, e.g. , Continental O-200 , but originally had a shorter time between overhaul (TBO). 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,

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336-407: Is not readily available. The 912 may be operated using leaded fuel, but this is not recommended as lead sludge tends to accumulate in the oil tank and reduction gearbox. Also, avgas is incompatible with the recommended synthetic oil which cannot hold lead in suspension; consequently, the use of leaded fuel mandates additional maintenance. A turbocharged variant rated at 115 hp (86 kW),

364-612: 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 100 hp (75 kW) version with fuel injection and an electronic engine management unit. The version weighs 63 kg (139 lb), which is 6 kg (13 lb) more than the standard 912S. The non-certified 912 iS targets

392-606: The Rotax 914 , was introduced in 1996. In 1999, the 912S / ULS were introduced; enlarged to 1,352 cubic centimetres (82.5 cu in) with a compression ratio of 10.8:1, yielding 100 hp (75 kW). 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

420-413: 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's lubrication system differs from most dry-sump designs in that oil

448-587: The -B model is designed for a pusher installation, the -C model provides for the installation of a controllable-pitch propeller, and the -D model is a lower-weight version designed for light-sport aircraft. An engine designated the IOL-200, an O-200 variant modified with fuel injection and liquid cooling , powered the 1986 nonstop, non-refueled global circumnavigation flight of the Rutan Voyager . The 110-horsepower (82 kW) IOL-200, also referred to as

476-677: The C90 are upgraded variants of earlier A65 powered designs, such as the Piper J-3 Cub and PA-11 Cub Special, Aeronca 7AC , and Luscombe 8 A. The engine was developed from the earlier O-190 by increasing the stroke 1 ⁄ 4 inch. This engine family is considered to be dependable, according to both industry publications and the FAA. In a cooperative venture, Rolls-Royce produced these same designs in England, under separate certification, with model designations beginning RR, e.g.

504-563: The C90 was superseded by the O-200, and many of the designs utilizing the O-200 had gone out of production by 1980, with the 2004 publication of the United States Federal Aviation Administration light-sport aircraft regulations came a resurgence in demand for the O-200. The C90 was introduced in 1947 as a follow-on to the A65 , which had been in production since 1939. Many of the designs powered by

532-810: The Cessna 150 license-built in France by Reims Aviation ). All versions of the C90 and O-200 are four-stroke reciprocating engines and are all similar in size, displacement and weight. These engines are typically fitted with an updraft carburetor , though the C90-8FJ, -12FJ, and -14FJ are equipped with fuel injection systems. They utilize a redundant ignition system requiring no external power, driving two magnetos , each of which fires one spark plug per cylinder . Each cylinder has one intake valve and one exhaust valve, pushrod-activated. Continental's recommended time between overhaul (TBO) for these engines

560-759: The European and US markets is to remain in Mielec, Poland, a new assembly facility is being developed in China for the local Chinese Market. In early 2014 plans included production of more than 100 aircraft for Chinese customers by the end of 2015. The first Aero AT-3s were supplied to the Aeroclub of Warsaw in Poland in the early 2000s. The first sales outside Poland were to the UK in 2004 (a total of 16 AT-3s have since been sold to

588-1081: The Rolls-Royce RR C90-12FH is the equivalent of the Continental C90-12FH; the Rolls-Royce versions are "directly interchangeable with the equivalent models manufactured by Continental." The Rolls-Royce O-200-A powers the Beagle Pup Series 1, the Rollason Condor , the Bölkow Bo 208 C Junior , the Avions Robin DR 220 , the Morane-Saulnier MS-880 , plus the Victa Airtourer 100 and the Reims F150 (a version of

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616-626: The UK). The aircraft has also proved popular in France with a similar number of sales. Further examples operate in the Netherlands, Belgium, Germany, Switzerland, Sweden, Spain and Hungary. As of early 2014, approx 70 Aero AT-3 aircraft have been delivered to customers in Europe, North Africa and Asia. Over 20 LSA variants (AT-4) have been supplied to the North American market. The aircraft are primarily used by flight training organisations with

644-542: 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 100 hp (75 kW) versions are used in many light sport aircraft, such as the Zenith STOL CH 701 and the Tecnam P2002 Sierra . The 80 hp (60 kW) versions are sufficient to power the new generation of efficient motorgliders, such as

672-605: The Voyager 200, was the rear engine and—unlike the forward engine, another modified engine, a Continental O-240 —ran throughout the entire nine-day flight save for a four-minute shutdown due to a fuel problem. Formula One racer Sharp Nemesis , designed and flown by Jon Sharp, was powered by a 'stock' O-200. Between 1991 and 1999, the aircraft won 45 of the 48 events in which it was entered, as well as winning three Louis Blèriot medals , four Pulitzer Trophies, and setting 16 speed records in its class. In one of those records, Nemesis

700-468: The engine received US Federal Aviation Administration (FAA) certification in 1995, 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 (mogas), further reducing running costs, especially in areas where leaded avgas

728-534: The light sport and homebuilt aircraft 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 135 hp (101 kW) Rotax 915 iS , was announced in July 2015. Unusually for

756-466: The performance of the C90 over the O-200, due to its higher torque at lower rpm. This is primarily due to the C90's camshaft design. The C90 is also known by its military designation of O-205. The O-200 is an updated and upgraded version of the engine, achieving increased power of 100 hp (75 kW) as a result of higher maximum rpm. The standard and most common model of the engine is the O-200-A;

784-449: Was approved for certified aircraft in 1995. The Rotax 912 was first sold in 1989 in non- certificated form for use in ultralights and motorgliders . The original 80 hp (60 kW) 912 UL engine has a capacity of 1,211 cc (73.9 cu in) and a compression ratio of 9.1:1, and is designed to work with regular automotive gasoline, with up to 10% ethanol. The later certified 100 hp (75 kW) 912 ULS variant has

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