Bartman1959

My NSI/Subaru weighted 235 lbs when I removed it for the new owner. That's flying weight with all fluids. The 912 actually comes in at about 215 flying weight and that's the 912ULS. Everybody kinda underestimates the flying weight or don't add the extras that are required. As far as performance, depends on what phase you are talking about. Take-off roll, climb ability, top speed, etc. Reliability relies more on proper maint and operation than the engine.  I don't care what the book says, you hoist a 0-200 Cont off a C-150 and it will bump about 260 lbs. A long way from the 198 lbs per the book. Horsepower is another misquoted figure that's thrown around a lot. An 0-200 for example is only pushing about 85-90 hp since they dropped the timing from 28 deg back to 24 deg to save cracking the heads.  Most horsepower ratings are for a new engine, at max power with a min pitch prop or club prop. We have had the wool pulled over our eyes about horsepower ratings for many, many years.  Horsepower numbers is what sells engines.

My NSI manual listed my old Subaru E81 at 225 lbs (total FWF weight).  I never weighed it myself but am pretty sure they wouldnt have overestimated it.

http://www.aeromomentum.com 

I would also like to see one of these fly I bet it would beat the soob 

You found my next project..... Darn!  Actually the doors are missing as well.  Kind of interesting is the wings have flaperon hangers like a Kitfox 4.  On a close up of the wing, you can see where the fabric was patched at each rib tail.  No telling if that's a good thing or bad.  N# is expired.  Wonder what the FAA's position on ownership is when bought from a sheriff's sale.   I tried to talk to registrations in OK. and got hung up on after waiting for a half hour.  Wonder if anyone on here is actually interested in this plane.....JImChuk  

FAA registry shows N417Z as deregistered, with a 'Sale Reported'.  Original Airworthiness was in 1988, deregistration happened in 2013.  The last registered owner was in California, so how it got to Iowa is probably a story.  I wonder if someone bought it as a project, moved it to Iowa, and then never did anything with it?

 

Mark

 

I'd be very cautious of a used 912 unless I knew the engine and owner and he was honest. A lot of 912's have had prop strikes, which means a teardown. and the service advisories may have not been done. Especially the early ones. The NSI/Subaru engines are good engines, just a little on the heavy side for light aircraft.  I, myself, go for the lighter side, from experience a lighter airframe means less power needed, less fuel, better performance and handling. I learned in the age of a map, compass and watch to get from A to B. I understand some need more due to airspace reg's and restricted areas.  I plan on a two stroke engine for my model 2 in the 55 to 85 HP range. And if you spend a little time learning the in's and out's of a 2 stroke, you won't have any problems and a lot more money in your pocket. 95% of all 2 strokes don't fail, they are murdered by their owners!

Thanks for the info....That's funny.... that one was for sale on trade a plane not long ago, probably half a year or so.  It was in the Illinois area and said it had 10hrs on it then. There were no floats shown though.  I was keeping an eye on it back then.

After looking at that nice looking Bird makes me want to go work on mine!  Haven't been able to work on it for 2 months.  Hopefully back on it again tomorrow.   Cheers Randy 

What is the power difference between the dual Bing carbs and a two barrel Holley?  I'm sure there has to be a weight difference getting rid of the heavy manifold.

???? This is on a 2-stroke Rotax 582. 

Gotta be a Subaru.  Never heard of a Holly on anything else...

 

In my opinion you can’t have to much power. Don’t know the cost but added power will save you in certain circumstances.