EAA Sport Aviation

while the 350 version shows 130. The 2600-cc engines turn props up to 70 inches in diameter in their typical operating range of 2500 to 3000 rpm; the 3.5-liter engines can run a 74-inch prop, since their greater torque peaks at a lower 2200 rpm.

The preferred fuel for the UL line is premium (91- plus octane) mogas, without ethanol, though blends up to E15 are acceptable to the engine (if the pilot can tolerate the lower power output the engine will produce, and if the other fuel system components are likewise alcohol-proof ). 100LL is acceptable for extended use, but, as with the Rotax, using the leaded fuel requires more frequent oil changes. Fuel is delivered by an electric fuel pump and regulator that the factory says minimizes vapor lock, and (multi-point) fuel injection compensates for density altitude while eliminating the need for carb heat.

Some may ask why the UL engines are not power-
ing special light-sport aircraft. It’s because the ASTM
standards and requirements for acceptance of

The UL350i is currently ULPower’s best selling engine.

advanced electronics, like the ULPower’s ignition and fuel injection, have not yet been created. For now, experimental builders are the only folks having the option to use this engine, though several LSA original equipment manufacturers are reportedly ready to incorporate UL engines, once ASTM acceptance is complete.

ULPower’s engineer Ray Griffith develops the firewall-forward packages (FWF): engine mount, component and accessory locations and mounts, cowl and cooling, access—the works. That way, says importer Gus Warren of Fly WithGus.net, the builder is assured of an installation that will fit, work, and be

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