Sport Pilot Talk

Nomore767 wrote:I have 550 hours now on a Rotax 912ULS and have found that it’s an incredible engine.
It starts first time for me, warm or cold, gets an oil change every 50 hours using E-10 premium auto gas, and fuel burn is 4.8 to 5 gph based on actual burn. Oil useage is negligible.

On another site a guy recounted flying his 912ULS powered RV-12 up to 16400’.

The Sport version of the ULS , the iS, gives me the option to upgrade but so far I’m really happy with the ULS and it’s been perfect for me as a retiree who just wants to fly for fun under light sport rules.

I would recommend the RV-12 to the OP except that acro isn’t approved, although all the other items are checked. There are numerous great Rotax powered LSAs to choose from.
I would add that access to a mechanic qualified on Rotax service and repair has been great for me personally and should be a consideration for a prospective buyer, whereas Lycoming/Continental service/repair is much more widespread.

Scooper wrote:While the Rotax engines have proven themselves quite reliable and have a significant weight advantage over Lycoming O-235s and Continental O-200s, I flew my O-200-A powered C150 for over 1000 hours with nary a hiccup. It always started on the first or second blade and used a quart of oil about every 50 hours. I've flown my Zodiac with a later 2008 manufactured O-200-A for 150 hours, and so far the experience has been the same. My empty weight is 846 pounds so for full fuel cross countries it's basically a single place airplane, but I noticed some Rotax powered LSAs with similar empty weights.

Sundancer wrote:FNG here; would value your opinions on several aircraft, or nominations for any I haven't considered. I'm a PP/SEL instrument rated, under Basic Med now because it's just more convenient. Also a member in a club with a 'travel' equipped 172 (AP, G530, Powerflow, EIS, etc.). So, I don't need IFR capability.

I'd like an all metal, low wing nose dragger, w/canopy and stick, with one or two seats (no more than two!) that handles "well", meaning a lot better than the pig-sickle like Cessna 172-182 types. Not necessarily balancing on the head of a pin handling, but crisp. If it helps in the description, my favorite handling airplane I've flown was a SF-260. Which I would buy, except I can't afford the $300K plus price.

My mission is fun, and my major requirements are astounding visibility, an engine that elicits trust, and basic acro. My teeth will start chattering once the price range exceeds the mid-$40K range. I've researched these:

RV-4 Tail dragger, I know, but incredibly good press.
Thorpedo - I think the LSA uses a Jabiru, the production airplanes an O-200
Pazmany PL-2 - good press, real airplane engine, acro capable.
LongEZ - rocket ship, real traveler. Also slippery going down-hill.
Thatcher CX-4 - not acro, but cute as a button. Dunno about the VW powerplant, though.
Sonex - butt ugly, but fills the bill, except VW, Jabiru, or sonmething called 'UL Power Aero' engines.

Am I missing a good alternative? Are the VW/Jabiru engines legit? I am NOT a gear-head, and NOT interested in being my own powerplant engineer.

Scooper wrote:I've been a Varga Kachina fan for decades; it's like an affordable fixed gear Beech T-34. When Brian and Carol converted my Zodiac to experimental I got a close look at one of theirs.