Light Sport Aircraft survey

Your right about that Patrick but the original post claimed that there was
some reason a faster LSA couldn't be used for training of a new sport pilot.
That just isn't the case.


"W P Dixon" wrote in message
...
Gig 601,
Check out FAR 61.327 , you will find it there. Of course if you are
trining in a plane already faster, it's really no big deal. I think maybe
it was put in there to keep ultralighters from just hopping in a Luscombe


Patrick
student SPL
aircraft structural mech


"Gig 601XL Builder" wr.giacona@coxDOTnet wrote in message
news:GRone.21384$DC2.15030@okepread01...


Mark what are you talking about? Where exactly is that in the regs?

"Dylan Smith" wrote

In
particular, temperature control is FAR better because it's mainly
thermostatically liquid cooled, so there are fewer concerns over the
engine cooling too fast in a descent or overheating in a climb.

Are you 100% positive about the thermostat being in a 914? I know it is
water cooled, but I could have sworn that someone recently said (in a
different thread) that there was no thermostat.

I'm glad you feel warm and fuzzy flying a Rotax. The 912 and 914 could be
great, but with all of the other (IMHO) pieces of work Rotax has produced, I
have no faith in anything with that name of it. Sorry, but not my butt!
--
Jim in NC

Morgans wrote:
"rpellicciotti" wrote in message


Jim,
I appreciate your comments. Obviously, we think the airplane is a
winner or we would have bought a different one. Would you mind
expanding on your comment a bit?


See my post, and the other posts from other people. They all raise (or
most, anyway) some good points.

Actually, those points that have been raised are not so good, because
they don't jive well with what we're seeing out in the field with these
motors.

The Jabiru in particular is actually working out _very_ well locally,
which is a kind of nice surprise. We have a few of these flying in our
area and the results are actually very good. A friend of mine is using
one on his 2-place kolb and it may actually outlive the airframe itself
I think the motor is now at 400 hours or something in that region and
it continues to give the owner very low maintenance service.

I personally don't like the 3300 typical rpm and thus the teensy prop,
but I can't argue with the performance of that plane, even in climb.

The 912, well, its record is even longer and it's also known as a very
reliable and long-lasting motor (there's even a certificated version,
the 912S I think it is).

As far as the 6 thousand, I could live with that. The useful load is a
problem, but that is tolerable, too.

The continental and lycomings are good motors, but needlessly expensive
and heavy choices for light a/c with the 912 and now the Jabiru as
reliable options. That's why we're starting to see these motors used on
an increasing basis........

LS
N646F