skippydiesel

Faith is a wonderful thing. Those that have it, are often blind to any other reality and so happy in their world. 😈

I note that my questions/observations have neither been answered or challenged. It seem a little unbalanced that I can be taken to task over a spelling mistake but when I ask some searching questions/observations regarding statements made, I am somehow "having a go at a few people lately"😈

Thanks for the spelling lesson. I have made my apology.

I have no idea what you are referring to - please elaborate. How is this" having a go"????

I have no idea what you are referring to - please elaborate.

Think?????????

Speculation: Compared with the 912ULS The main benefit s of the 912iS would seem be lower fuel consumption, reduced chance of inlet icing and FADEC like engine controls. Its claimed 100 hp is the same however I have read reports that it is able to deliver the power such that TO/Climb Out is improved. The big downside is much higher upfront cost. It has been suggested and sounds logical, that the iS can only be justified (cost effect) by high time flight operations ie training/renting as the savings in fuel will only be returned by such operations. For my flying, an iS could not possibly be justified, however I would simply go for a trusty 912ULS, as I have now.

Sorry about the spelling fopa. What has your question "ever owned an aeroplane" got to do with the cost of owning one? So how come you didn't address any of my observations?

Hi Justine, Me again - sorry! I may have missed it in your lyrical support of Jab engines - did you fail to mention/cost that Rotax Recommend 100hr oil / filter change intervals. From imperfect, aging memory, this means that Jabs will have 4 oil/filter changes to one Rotax. Cost$$$ In the same airframe, a Rotax of similar performance to a Jab (ie 80/80 or 100/120) will deliver markedly better fuel economy. Cost$$$ Resale of used Rotax 9's (TBO sales from schools etc) looks pretty healthy. Cost $$$ Just checked the approximate price of a Rotax 912UL (the equivalent of your Jab 2200) $30K - this is probably base price, so lets say $35K, a tad cheaper than the $40K you estimated. Rotax 9's are expected to go to TBO (hrs) & well beyond, with little if any major life extending intervention. It can be a bit of a shock when the occasional one fails to deliver on this expectation but really all mechanical devices are subject to failure, it's just a matter of when and how much it may cost, in dollars, loss of amenity & crew health. (none of the later costed by you) Dont know if Jab 4's have been around long enough to compare but the fact that you have costed sundry life extending intervention, would suggest that they still have some way to go from a reliability (crew health) perspective, loss of amenity (when aircraft in the shop for length repairs). Speculation; Your costed list below for the 80 hp Jab ".......from $..." could easily blow out to a replacement engine every 1000 hrs😈 "Current jabiru pricing is 2200 Engine Gen 4 ** Top End Overhaul from $5,200 ** Full Overhaul from $6,300 ** Bulk Strip from $6,300 **Does not include replacement of substantial items ie. crank, cam , conrods, cylinders and heads. Engines must still be running.. so in actual fact the Gen4 is cheaper to overhaul every 1000 hours by about $15,000. "

Is it an option to have an instrument maker repair it?

Many many years ago I had a TIF in a rag & tube, high wing, side by side seating, nose pod with windscreen, and a 2/ engine screaming out on the end of a pole in front (Thruster?) So up I went with the demo pilot, I did notice it was a tad diffrent sensation , to C 172 I was training in at the time. Anyhow we got up to about circuit height (I think) and the demo pilot asks me if I would like to try an engine out? Yes says I. Your aircraft said he. Moments later the engine was reduced to idle - nice!. Nose down says he. I am says I. Nose down says he ...... .............. in short he took back control and pointed the nose down VERTICALLY, or so it seemed. The picture before me was the upwind end of the runway and little else. Seemed to take a long while (I guess thats funk in action) and then with not further change from nil power, we rounded out, plonked the aircraft down and it rolled may be 3 meters, before he applied power to taxi back to the waiting crowd. I sooo appreciated my 172 after that. What I did learn was: Light/high drag aircraft, when power is reduced/lost, basically stop in the air (low inertia) the lessons from 172 are raise nose to gain height & wash off speed, until best glide reached, then lower the nose, to maintain best glide - I am sure its the same theory for both however the execution is quite diffrent. Best glide, in a low inertia/high drag aircraft, may appear much steeper, than in a GA aircraft - glide distance/landing options is likely to be severely reduced

Speculation: If the wheel axle, is ahead of the steering (it appears to be so) the steering may be overly twitchy, pay be prone to oversteer. A trailing axle (behind the steering) tends to be easier to control and self centering (castering)

You would have to store them very carefully, so as not to encourage pest infestation and subsequent holes.