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I think electronics would be easy to switch since most EFIS setups ( including Dynon's own ) can interact with multiple engines out of the box - you just need matching probes etc ...FastEddieB wrote:Call me old fashioned, but when I heard them extolling the level of “integration”, it made it sound quite complex to me.zodiac flyer wrote: Call me old fashioned, but I like the "keep it simple stupid" KISS.
Driving today, I had a thought: someone could buy a Ranger, take it Experimental LSA, sell the Continental for good money and buy one’s ROTAX of choice and hang it on the front. Voilá! Problem solved! Were it truly a KISS aircraft, it would be relative straightforward. But then I remembered the level of “integration” in the instruments and electronics and airframe, and suddenly it sounds like a Herculean task.
But still a fun thought exercise!
Speaking as the Geezer in Charge...MrMorden wrote: but many "geezers" (video's term, not mine!) Have no tolerance for anything that doesn't say Continental or Lycoming on the rocker covers.
Minimize cost? An O200D is $7k more than a Rotax 912ULS and weighs 75lb more. Hard to see what it brings to the table beyond the “geezer factor”...Hambone wrote:I reckon the Continental choice is a combination of "Made in the good ol' U S of A", air-cooled simplicity, economy of scale, and an attempt to keep the final cost down by minimizing options.
If Vashon can deliver at the advertised cost, I think they're still on to a winner.
Not to mention the price of spark plugs!MrMorden wrote:
Minimize cost? An O200D is $7k more than a Rotax 912ULS and weighs 75lb more.
I agree, at 882 pounds it's by far the heaviest LSA I'VE seen. As he stated it's only 8 pounds shy of the max limit for LSA.Warmi wrote:It is too heavy for sure.
Even for your typical pattern work is not good enough if both , your CFI and the student, are at around 200 lbs.
Then the BEW becomes around 807 (+/- a few pounds if Andy's calculations are correct)I was thinking more the “deal” Vashon may get buying a low-demand US engine in volume.MrMorden wrote:Minimize cost? An O200D is $7k more than a Rotax 912ULS and weighs 75lb more. Hard to see what it brings to the table beyond the “geezer factor”...Hambone wrote:I reckon the Continental choice is a combination of "Made in the good ol' U S of A", air-cooled simplicity, economy of scale, and an attempt to keep the final cost down by minimizing options.
If Vashon can deliver at the advertised cost, I think they're still on to a winner.
The volume will not be high if they can’t sell them because they are too heavy...Hambone wrote:I was thinking more the “deal” Vashon may get buying a low-demand US engine in volume.MrMorden wrote:Minimize cost? An O200D is $7k more than a Rotax 912ULS and weighs 75lb more. Hard to see what it brings to the table beyond the “geezer factor”...Hambone wrote:I reckon the Continental choice is a combination of "Made in the good ol' U S of A", air-cooled simplicity, economy of scale, and an attempt to keep the final cost down by minimizing options.
If Vashon can deliver at the advertised cost, I think they're still on to a winner.
At $220,000+, I'd say not many.jetcat3 wrote:Just curious, how many of y’all have flown in a Tecnam P2008?
You can delete the words "LSA" and it's still true. In a world of $350k Skyhawks, half million dollar Cherokees, three quarters of a million dollar Cirruses, and million dollar Bonanzas, it's a wonder any of these companies are still in business.Warmi wrote:the LSA market is so small that they can make decent living selling a few planes every year to a few very wealthy individuals who don’t really care about the price in the first place and want everything top of the line.