What our customers say about it!
Testimonial and in-flight video test of LAD injection in a Sinus
ULM : Sinus N°40
Engine : Rotax 4T 80 cv
Flight hours : 65
Flight hours since injection : —
Improve performance and climb rate.
Assembly in detail on the forum :
Click to go on the forum
Testimonial from a pilot and constructor of the Savannah S
ULM : Savannah S
Engine : Rotax 4T 80 cv
Flight hours : 234
Flight hours since injection : —
Install a kit 2 of Savannah S (without engine) quickly and optimise the machine for weight and performance.
The choice was made on :
• Used 80 hp engine (of known origin)
• Beringer Wheels with Handbrake
• Lightweight LiFePo battery
• LAD injection
• eProps propeller with carbon extender
• EFIS/ESM/Navigation MGL Explorer Lite (South African) instead of clocks (backup airspeed indicator)
• Paint on composites only, the rest in aluminium.
Result: 3.5 months later (a record) all objectives are achieved: 285 Kg empty and Top performance (climb and cruise) !
Regarding injection, in addition to disappearance of the problem of carburettor icing, there is better performance in ALL phases of flight and consumption savings, not to mention the slower idle and the cyclic regularity.
Kit installation posed no problem to my colleague Jacques who told me he "feasted"!
2 small problems were identified quickly, and both resolved by Christian by phone or on the spot:
– Proximity of the transponder antenna, which generated misfires:
solved by positioning the antenna behind the seats, which was originally planned, by the way!
– Difficult cold starting, an assembly error on our part, we had switched the water temperature sensor with that of the coolant solved by Christian in 10 minutes on the spot with his PC.
In short, you will understand, I highly recommend this kit, with 2 pumps, it is better for your peace of mind.
For the price, I would quote the "Tontons Flingueurs":
quality remains, while the price is forgotten!
Testimonial from a Savannah S pilot
ULM : Savannah S
Engine : Rotax 912S 4T 100 cv
Flight hours : 177
Flight hours since injection : ±20h
Dear Ms. Dieux,
Following your phone message, I want to tell you that I have flown about twenty hours since the kit was assembled.
Your kit is mounted on my Savannah S 100 CV.
After visiting your booth in Blois, I promised to inform Christian about my fuel consumption.
I made the return trip to Switzerland in one go, that is to say 445 km in 2hrs 55 min, so at an average speed of 152 km/h.
The trip: 20 minutes to climb to 4000 ft at 4600 RPM, the rest cruising at 4800 RPM.
Having refuelled in Blois, I measured the exact quantity by refilling, namely 40 litres, which gives us about 13.2 litres/hr.
I am very satisfied to have installed your kit.
Testimonial from a pilot of a Super Guepard SG10A
ULM : Super Guépard SG10A
Engine : Rotax ULSFR 4T 100 cv
Filght hours : 930
Flight hours since injection : 543
These are the characteristics related to injection, which everyone knows.
- elimination of the risks related to: carburettor icing, vapour lock, water at the bottom of the tanks.
engine more “rounded” at all speeds, therefore generating less wear and tear.
elimination of the concerns related to the presence of 2 carburettors and their adjustment.
reduction of fuel consumption, hence increased endurance: about 10 to 15%.
In short, many points, including the last one, that contribute to a safety increase, which is the primary concern of all those who fly.
Miscellaneous notes :
The practical ceiling is unchanged for carburettors, which is normal, and not the goal of the operation, for that matter.
Start-ups are better and smoother.
My installation does not include duplicates (battery, pump, etc.).
Be careful about the electrical installation! The fuel pump must constantly deliver its 3 bars, it MUST NOT stop!
My battery is an ALIANT X4 with Li-Fe-PO4, probably a bit oversized, but of reasonable weight (1.6 kg).
Idles lower, hence the shorter landing.
The engine is supplied with cool air regardless of the weather. Available power is therefore never altered, either by carburettor heating or by deliberate closing of fresh air inlets.
The fuel consumption gain lowers the operating cost. For example: 1.5l x 1000 hours = 1500l of fuel.
In conclusion :
I am very satisfied, especially as I think I have increased safety.
However, it is obvious that a "weekend" pilot who flies 20 hours a year (nothing pejorative there) will probably not make this investment!
Installing this injection kit provides the benefits of this technology. It concerns those who, wishing - for various reasons - to remain customers of Rotax, cannot invest in the Rotax 912 injection, or who have machines on which installation of this engine is not possible.
Patrick Chaplain, Castelnaudary (11) LFMW
A LAD kit at Mont Blanc
High altitude flight with a Rotax 912 equipped with a LAD injection kit.
No problem, power as expected with some reserve left.
Testimonial of an ULM pilot equipped with a LAD injection system
ULM : Breezer
Engine : Rotax 912ULS
Filght hours since injection : 134
(Fin 06 -2014)
- reduction of mechanical risks
- elimination of vapour lock
- fuel savings
Although Rotax is known for its reliability, I was seeking to reduce the risks of failures by eliminating, among others:
the risk related to the mechanical pump (real risk to which I was all the more sensitive that 2 of my pilot friends recently faced mechanical pumps breakages, both with engines with less than 200 hours. The first instructor pilot suffered, in 2012, a pump breakdown in the middle of a flight. Fortunately, he was in his safety cone and was able to get back to a runway and land. The second suffered a breakdown in 2013, while taking off. Fortunately, the runway was 1800 m long … and he was also able to land despite the breakdown).
the risks of carburettor icing.
the risks of vapour lock.
increased endurance, to be able to fly further and for longer.
The aircraft was therefore equipped with the “basic” LAD kit.
On the advice of Dufraisse Aviation LFGH which installed it, were added:
a second pump, mounted in parallel with the first (in case of failure of one pump, the emergency pump is there to take over).
a second battery, the size of a pack of cigarettes (the second battery is there in case the alternator AND the main battery break down and it gives a few minutes to land).
The computer was installed, behind the firewall, in an area protected from heat, vibrations and waves.
All the risks of breakdown have not been eliminated.
To do so, it would have been necessary to go further by duplicating everything, install a second alternator, a second computer… install a second engine (?) … But I think I have improved reliability (I hope I am not mistaken)
Assessment, after one year of use:
the risks of breakdown that I wanted to eliminate have been eliminated (goal1 achieved)
consumption is reduced (goal 2 achieved)
the risk of breakdown related to the presence of water condensation at the bottom of the tank has been significantly reduced, because the fuel flows at high speed in the circuit (a benefit, which was not part of the initial risk)
some range has been won (icing on the cake, always good to take)
the engine runs like a turbine, without vibration. The vibrations inherent in the carburettor settings have disappeared. I think that will have a positive effect on the engine’s reliability.
Satisfaction, I recommend
Antoine Barba, May 2014
Incredible reduction of consumption!
ULM : Rans Coyote S6S
Engine : Rotax 912S (100 chevaux)
Flight hours : 1450
Flight hours since injection : 577
Motivation : reduction of consumption and vibrations
Before installing injection, when navigating at 4500 RPM at 150 km/h, consumption was 15 litres/hour.
After installing injection, when navigating at 4300 RPM at 150 km/hconsumption was 13 litres/hour.
Installation of injection allowed the propeller pitch to be increased.
To maintain 150 km/h the speed is now 4300 RPM.
No more carb icing!
ULM : Faeta
Engine : Rotax 912S (100 chevaux)
Flight hours : 1100
Flight hours since injection : 466
A LAD kit on a Skyranger Based at Bangangté Cameroon
ULM : Skyranger
Engine : Rotax 912S
Flight hours since injection : 92
For the record, the main motivation to install the LAD Kit was that at 4000 feet and ISO +18°C the carburettors did not sufficiently compensate for the altitude density and gave a mixture that was too rich;
Maximum EGT at 680-700 °C and black spark plugs.
On the advice of AVIREX the circlips on the carburettor needles were placed in mark n°2, but this was not enough to get the correct mixture. Position 1 (needle in the most closed or lowest position) was not attempted on AVIREX recommendation.
Accessibility to the back of the 912S engine on the Skyranger is very limited, even when removing the exhaust.
The engine frame with its large U-shaped bracket, plus the large structural tubes, prevent access from above.
Removing the plastic cover of the ignition rotor is possible after a few contortions.
Unscrewing the nut (24 mm wrench) fortunately was not difficult; the nut had a trace of cream colour Loctite 577; even the location of the toothed wheel (injection target) is relatively easy.
I used a small camera mounted on the firewall to check the proper positioning of the target.
Remained to adjust and block the sensor “blindly” which is a whole other story…
I had too many doubts about the accuracy of my installation and I preferred to drop the engine. By suspending the engine with pulleys to a counterweight (just equal the weight of the engine + radiators + oil bowl assembly) the work of unbundling the engine is a game of patience but worth it. In fact, my sensor assembly had play of 1.75mm. This made it easier for me to clean behind the engine and the firewall. I took the opportunity to inspect the area at the back of the engine, especially the water pump hose. The dampeners were changed.
So, the installation of the target and sensor are perfect.
The pre-filter and the two pumps are installed under the cockpit floor on the left side; the fuel filter is installed and secured in front of the firewall on the large U-shaped profile.
The rest of the installation did not pose problems except for two details. The small angled tip (intake pressure connection) on the top of the right-side intake pipe is too high by 10 to 15 mm and interferes with placement of the top cowling. Problem solved by cutting the cowling and putting a plastic boss in the right place. The other difficulty was the lack of height for the connector for the left side throttle body sensor. The solution of placing the butterfly valve with sensor right side (with sensor underneath) would have complicated the too-low passage of the accelerator cables. We therefore bent the connector cable by attaching it (bent 180°) with a plastic collar.
The tests :
The engine runs very well.
Regarding balancing the butterfly valves; I had tinkered, for carburettor parallelism, with a system with a transparent 10 mm diameter pipe (2 metres long) and an 8 mm ball running between two 6 mm diameter venturi (spaced by one metre) which ensures that the pressure in both intakes is the same… or nearly so.
Assessment of adjustments:
Idle recorded and stable: Magneto 1: 1020 RPM; magneto 2: 1060 RPM on 1+2: 1180 RPM remarkable idle, smooth and nice purring!
The butterfly valves balancing should therefore be quite good.
Maximum power slightly improved: +80RPM full throttle at 5460 RPM with DUC propeller setting unchanged.
EGT 750°C or +50 at 70°C
The maximum EGT rose at least of + 80 or 100°C at 740°C (a HS EGT after disassembling and reassembling)
There is therefore a significant bonus on power.
Customer very satisfied with the LAD Kit