day on a fleet of 912 powered planes. I for one, really like both
engines although both do have the same problems using 100LL since
neither was built to use such. My O300 is smooth, very reliable, and in
a pinch can be worked on by anyone. I had my sump gasket fall out of my
oil pan on on my O300 last year while flying out to the midwest to pick
up a new LSA for the fleet. We discovered the oil leak at a fuel stop
and the local guy was able to work on it while we took the LSA home. If
it had been a 912 the local guy probably wouldn't have been quite as
comfortable working on it, however since 912 has no sump gasket to fall
out, it wouldn't have happened in the first place.
I should also note that while most mechanics feel comfortable working on
an O300 and are legal to do so that I have found very few actually
competent to do so. O200 and O300 powered planes faded from the fleet
so long ago that most mechanics just haven't worked on may on them and
don't know their idiosyncrasies. Even after the aforementioned repair,
I had to have the plane torn apart as soon as got home to have it
repaired properly. Until my boss Tim hired one of the incredibly
experienced A&P/IAs out of the shop I have used to start our own shop
(THANK YOU TIM!) there was only shop in the state that had enough
experience for me to trust with my O300.
While I do love my O300 but I have often thought I would consider
swapping it out if Rotax were to come up with a comparable horse power
engine. The reason being is operating costs. Near sea level my O300
burns close to 10 GPH even with leaning. In the winter, my O300 insists
on having 15W50 if I have any hope of getting it started which is
running $8/qt these days. (It also is much more fussy about needing
preheat than a 912.) In addition to saving for a normal engine reserve
(TBO is 1800) when I stuck a valve at the 1000 mark I found out that it
is widely "known" amongst mechanics experienced with these engine in
order to reach TBO one is looking at a top overhaul at 1000 hours.
Slick mags like mine also go at the 1000 mark so two sets are generally
needed for the life of the engine. Just added a Jasco alternator a few
years ago so I'm learning about that still but a review of the mx logs
also shows several overahauls of the previous generator. A 912 by
comparison has more ongoing preventative mx like balancing the carbs but
not all of these expected big bills of the O200/O300.
Bottom line is that IMHO both are really good engines with pluses and
drawbacks. For an LSA I'm a firm Rotax girl because of the weight issue
but for the quality of the engine itself, I find both engines to be winners.
Just a few rambling thoughts from someone on both sides of the debate.
Tailwinds!
Helen
James Galvin wrote:
> Well Jay I take a look at these engines and I can't understand why anyone would want one and not just because they are so inefficient. They can't even start properly. You get into a Jabiru or Rotax powered plane, turn the key, and bang the engine starts instantly. You get into a Lycoming or Continental powered plane, turn the key, and the engine chugs over and over then coughs. You shut the key off. You try again. Chug chug cough and wow it actually started this time. Good God man they are pieces of junk.
>
> Aside from the last statement which is debatable all the rest are facts.
>
>
>
>
>> A 16-year record (and not all of that is stellar) is not the same as a
>> 60-year record. Is it enough? That's a decision every pilot needs to make
>> for himself.
>>
>
>
>
>
> ------------------------------------
>
> Yahoo! Groups Links
>
>
>
>
>
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