"Peter Dohm" wrote in
:


I noticed in another post that the Continental O-200 is back in
new manufacture again.




I was the OP, and now see that I can't seem find any specs. They
have a phone number posted for additional information on each
engine/series and
I
do plan to follow up.

Peter

I thank you for passing on the info.
best news since christmas.
Stealth Pilot

I gave them a call today at the number shown on their web site by
clicking through to http://tcmlink.com/engines/index.cfm?lsa=yes
and learned that:

1) The "old" O-200 is still in production and still available
new.

2) The new engine is expected to be called IO-200, and
Planned to be available some time next year
Planned to be certified for LSA under FAR Part 33
Has a target weight under 200 pounds
Has a terget TBO of 2000 hours
Other improvements should include crossflow heads,
revised oil sump, and electronic ignition.

At present, they really don't have much posted on their web site in
the way of specifications, but a phone call will reach a live
person and they plan to display at shows as the development
proceeds.

All in all, I am very impressed, and the time frame is perfoect for
a project that I really can not even start for at least six months
to a year.

There is just nothing else that I can do that I believe can really
compete on both weight and reliability. I can not find where I
thought that I had seen a weight of 170 pounds, but even 200 pounds
is still the lowest weight for 100 horsepower that I know of that I
would trust over terrain containing sharks, alligators, or jagged
rocks.

Peter



Jabiru 3300... 170lbs complete, LSA certified.

--
-- ET :-)

"A common mistake people make when trying to design something
completely foolproof is to underestimate the ingenuity of complete
fools."---- Douglas Adams

Agreed, and it is also inherently very smooth, has a low frontal area,
and rivals most models of the Lycoming O-235 for maximum
power--although that last is subject to a lot of variables due to
propeller disk area and may have a different safety margin. A local
chapter member has one in a Sonex and it fits that airframe like a
hand in a perfectly fitted glove. It also ranks high amoung the
engines that I like personally for some airframes, but there are
caveats. It appears that some LSA aircraft may also be flown night
and IFR, in US airspace, limited by the lesser of the pilot
qualitications and the aircraft operating limitations. If you're
curious, start with a look at
http://www.newplane.com/amd/amd/601_SLSA/LSA_rule.html and
http://www.sportpilot.org/news/051013_ifr.html and also try a Google
search using the argument "FAA Part 33 LSA" but without the quatation
marks.

Peter

I know that "LSA aircraft" reads like something from The Department of
Redundancy Department, but couldn't decide how else to write it.




The Jabiru is NOT restricted to daytime VFR. The EAA article incorrectly
quoted that the Jabiru used their JAR22 certification to comply with the
slsa standards, but they actually did a separate ASTM compliance statement
that included no such restriction. EAA later printed a retraction in the
eaa email newsletter and the Sport Pilot magazine, but it appears that they
chose not to archive it, at least I cant now find it. Someone seriously
interested can call Pete at Jabiru USA in TN for confirmation.




--
-- ET :-)

"A common mistake people make when trying to design something
completely foolproof is to underestimate the ingenuity of complete
fools."---- Douglas Adams