912 vs O-200

I started a similar discussion on FB and received a great deal of contradictory information. I am very familiar with the O-200, having hundreds of hours behind it in my C150M I owned for many years. Aside from weight, the O-200 seems a much simpler approach.  Rotax has limited overhaul facilities to 3 in the US according to California Power Systems.  Likewise, overhaul parts are monopolized.  No such case the the O-200.  Parts appear readily available, and any A&P can overhaul the engine (including me, as a CH701 builder)  There are many O-200's in various conditions on the market, and enough parts on Ebay to essentially build one from scratch.  Thus I am leaning toward the O-200 and would like input from those that have gone the same route, and how the extra weight was dealt with.   

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Permalink Reply by christopher fryatt on January 23, 2018 at 10:14am
Permalink Reply by Jim Cates on January 23, 2018 at 10:59am
Permalink Reply by Jim Cates on January 23, 2018 at 11:01am

The actual installed weight difference of a "lite" O-200 vs 912 seems to be around 59 lbs.  

Permalink Reply by John M Greiner on January 25, 2018 at 8:47am

http://www.aviationbull.com/light-sport-aircraft-engine-comparison

Above is a link that brings it all together pretty good, about all that is missing is auto-conversions like Corvair and Viking.

Permalink Reply by christopher fryatt on January 25, 2018 at 9:49am

interesting data but wrong about O-200D and listed O-200A data as well, cant speak for the rest

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