BTW EAA magazine had an article on the new revised Continental
 O-200 for LSA and the compression ratio is now up to 8.5:1 so for that
 and other metallurgical reasons it requires 100LL. The the crank webs
 had to be beefed up and other detail structural changes made but weight
was
 saved in the accessories, oil pan design and by drilling out the crank.
 It is still around 220 pounds with starter and mags. This is the main
 one rotor target.

 Paul Lamar



 Where did you get 220lbs?  The data I've seen says it's 199lbs with
 starter, alternator and mags, but no exhaust.

 The TCDS says the -D is 14lbs lighter than the -A - 176lbs vs 190lbs.




http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/7b2314bdafb505b3862574e50073065f/$FILE/E-252.pdf

 Based on the accessories listed, I'd say those weights are without
 starter and alternator, but with mags and carb.  Getting starter and
 alternator for 24lbs seems like a reasonable goal.  The earlier
 O-200's seemed to hit 225 with starter and alternator, based on
 discussions from the EZ group and the old Canard Pusher newsletters.
 Rutan didn't want to see starters and alternators on the Varieze as
 they pushed the vibrating mass above 200lbs.  After the O-200 became
 more rare and people were putting O-235's on the Varieze, Rutan said
 215lbs was the absolute max for the Varieze.  Of course, a few people
 put O-290's and O-320's on the Varieze - Bill James and Martin Skiby
 come to mind.
 .
 I'd bet $10 that Continental designed the O200-D with unleaded avgas
 in mind - 94UL or whatever it's going to end up being.  They are
 testing the IO-550 powered Cirrus with 94UL and aren't reporting any
 problems.

 Anyway, lighter is better for the single rotor.  Little airplanes are
 more sensitive to the onesie-twosie lb weight increase.


 Matt-

 I am just going on the article on page 94 EAA Jan mag.
 "The A and the B models could weigh as much as 225 pounds."

 Where did you read 199 pounds. It is really hard to get
 25 pounds out. The carb weighs a few pounds too.

 It says in the article 100LL leaded gas is needed and no
 mention of 95UL.

 It is really hard to nail all this down unless somebody
 weighs one.

 Paul Lamar.


The O200A and O200B are the same old engines - 225lbs is typical with
all accessories.  The O200A was the Cessna 150 engine.  The O200B was
the pusher version which had a different thrust bearing setup.  I have
one in my Varieze.

The O200D is the new LSA engine which weighs 24lbs less.  14lbs of the
difference is listed in the TCDS, which doesn't spec a starter and
alternator.

The A and B models had Bendix mags and the D model has Slicks (TCDS)
which are lighter.

The rest of the weight loss is in omitting various bosses on the case
(vacuum and fuel pump) and the hardware required to drive them,
lighter prop drive flange, lighter cylinders (short barrel fins), and
as you mentioned, a lightened crank.

The TCDS listed the carb in the 190lb(A&B)/176lb(D) dry weight.

So, 10lbs of the reduced installed weight comes from using a modern
alternator and starter instead of the old Prestolite and Delco gear
from before.  At least that's how I'd make the accounting add up.

The 199lb spec installed weight for the engine O200D has been
mentioned in various articles about the Skycatcher.


Matt-

Paul,

Time to change the topic line.

Mark S.

Done :)

Paul Lamar