I wanted to see how “interruptive” my interview style might have been. Here are the statistics counting every single comment or “um” and “wow.” ▫️ Not including a 28-second introduction and a 15-second exit with web info, I spoke for 103 seconds. Brad spoke for 701 seconds, a ratio of 6.8:1. You may want less or no interviewer speaking. Some channels don’t present the interviewer even once; they simply let the interviewee give a talk. You can take your pick. I simply enjoy interacting with these talented people, and after all, “we’re just having a conversation,” which does involve give-and-take. I always appreciate constructive criticism.
Very nice setup on a very proven platform. It does tackle the AVGAS problem outside the US. And nothing beats a turbo flying in high DA areas. Only one big problem: The UL category outside the US is very different. In Europe most countries adapted the German certification standards (UL's are covered by national law and NOT by EASA). MTOW is 600 Kg.. Payload including all fluids (Germany also requires a parachute, weight approx. 20 Kg, too) must be at least 200 Kg + 1 hour gas going max cruise speed. Therefore, the Carbon Cub 's empty weight, including parachute must be at least less than 380 Kg (837.8 pounds). A 850-860 lbs. empty weight airplane will not pass the certification for this category (without even the 20 Kg for the mandatory parachute deducted from the 850 lbs,). The Euro UL category is one of the biggest markets outside the US for light airplanes,
Dan, since you seem to know more than the person you’re interviewing and continue to talk over them you might as well just do the interview by yourself…
What a nice airplane with an interesting engine. Unfortunately, the weight calculation is hilarious... like in many other LSA. The combination 200-pound pilot and a 120-pound passenger is a joke. People are still getting bigger, not smaller. The 120-pound passenger cannot be taller than 5 feet not to be underweight. The only realistic chance to get such a combination is by making sightseeing flights for a bulimia clinic, but not in real life. That is unrealistic. Legally speaking, this nice plane may quickly become a single-seater with a price north of 250K. Who wants that?
Too right. I have researched so many aircraft especially helicopters. The amount of kit aircraft that can only have one person with reasonable amount of endurance is terrible. There is one italian made helicopter that has a pilot limit of 20kg with its fuel, and its not a lot of fuel.
While the 916 is great for STOL aircraft, it’s no benefit to normal or x-country aircraft with only 137 continuous horsepower. The 915 produces 135 continuous.
I disagree. 137 HP is around 85% of the max 160 HP the 916 produces. A Lycoming O-320 might produce 160 HP at sea level, but like any normally aspirated engine it's going to lose power as you climb. Look at the cruise performance charts for any airplane with an O-320 and you'll find that you won't be able to cruise at 85% power unless you're at or below 5000 feet running full throttle. The turbocharged Rotax maintains its power to a higher altitude, so at 8000 feet you'd still be getting close to 137 HP from the 916 while an O-320 might only be producing 120-125 HP at best. If you were to put the 916 on an airframe designed for an O-320 (an RV-9, for example), I'd be very surprised if the Rotax didn't far outperform the Lycoming.
I cannot say I am 100% a fan of Rotax, they are expensive and slow increasing the HP range. In that respect, they have not done the industry any favors. At least they finally got rid of all the carburators in their new engines. My guess is you will not get much change out of $60,000 for this engine.
It may be true for tue US market where 100hp does not get you very far. But in Europe, the carbureted versions dominate the 2-seater market. At least their CV carburetors do not require mixture adjustments. You are right that their EFI versions, and newer 915 and 916 versions, are too expensive for what has been added to the already expensive core.
It's a modestly interesting engine but disgusting price at 50k$. No other conclusion to draw. A 2023 Nissan versa 4 door sedan with aircon and a more advanced engine is 15800$. And Rotax isn't some niche company making a handful of aircraft engines, they make millions. We desperately need a turbofan jet engine product for LSA weight class to ruin all the other engine makers. The obtuseness and stagnation is disgusting.
@@joncox9719Joke's on you. I'm already not in america. They say they target an international customer base with this airplane. So kilograms are rather appropriate here.
That will be some thing to look forward too
Brad Damm represents CubCrafters very very well.
Nice plane just wish they were more affordable for the regular guy
Please, let the guy talk from start to finish.
Dan doesn’t and never will. He is rude and rushes the interview all the time
It was a conversation, guys !!! We ALL just need to appreciate it as such !!!
I wanted to see how “interruptive” my interview style might have been. Here are the statistics counting every single comment or “um” and “wow.” ▫️ Not including a 28-second introduction and a 15-second exit with web info, I spoke for 103 seconds. Brad spoke for 701 seconds, a ratio of 6.8:1. You may want less or no interviewer speaking. Some channels don’t present the interviewer even once; they simply let the interviewee give a talk. You can take your pick. I simply enjoy interacting with these talented people, and after all, “we’re just having a conversation,” which does involve give-and-take. I always appreciate constructive criticism.
I love how Light Sport has opened up aviation to the average wage earner.
Sarcasm?
@@semiprofessional8470 i was thinking the same thing!
@@P51 I get it, took me a while!
Cruise speed & Price?
Very nice setup on a very proven platform. It does tackle the AVGAS problem outside the US. And nothing beats a turbo flying in high DA areas. Only one big problem: The UL category outside the US is very different. In Europe most countries adapted the German certification standards (UL's are covered by national law and NOT by EASA). MTOW is 600 Kg.. Payload including all fluids (Germany also requires a parachute, weight approx. 20 Kg, too) must be at least 200 Kg + 1 hour gas going max cruise speed. Therefore, the Carbon Cub 's empty weight, including parachute must be at least less than 380 Kg (837.8 pounds).
A 850-860 lbs. empty weight airplane will not pass the certification for this category (without even the 20 Kg for the mandatory parachute deducted from the 850 lbs,). The Euro UL category is one of the biggest markets outside the US for light airplanes,
this guy is an incredible interviewer
No he is not, he interrupts too much
At the 11:40 mark, was waiting for the Idiot with the chair on his head to scratch the front cowling and prop swinging it back and forth! Ha!
The first Cub that you can't hand prop.
200kg load capacity. With the average male being 90kg, leaving 20kg of petrol. Its a one person aircraft.
Dan, since you seem to know more than the person you’re interviewing and continue to talk over them you might as well just do the interview by yourself…
Thanks for your constructive criticism. I do tend to get enthused over some of these aircraft.
What a nice airplane with an interesting engine. Unfortunately, the weight calculation is hilarious... like in many other LSA. The combination 200-pound pilot and a 120-pound passenger is a joke. People are still getting bigger, not smaller. The 120-pound passenger cannot be taller than 5 feet not to be underweight. The only realistic chance to get such a combination is by making sightseeing flights for a bulimia clinic, but not in real life. That is unrealistic. Legally speaking, this nice plane may quickly become a single-seater with a price north of 250K. Who wants that?
Too right. I have researched so many aircraft especially helicopters. The amount of kit aircraft that can only have one person with reasonable amount of endurance is terrible. There is one italian made helicopter that has a pilot limit of 20kg with its fuel, and its not a lot of fuel.
Dan!!?? Please!! Let the man talk, you interrupt too much 🙄
While the 916 is great for STOL aircraft, it’s no benefit to normal or x-country aircraft with only 137 continuous horsepower. The 915 produces 135 continuous.
yes and float planes
I disagree. 137 HP is around 85% of the max 160 HP the 916 produces. A Lycoming O-320 might produce 160 HP at sea level, but like any normally aspirated engine it's going to lose power as you climb. Look at the cruise performance charts for any airplane with an O-320 and you'll find that you won't be able to cruise at 85% power unless you're at or below 5000 feet running full throttle. The turbocharged Rotax maintains its power to a higher altitude, so at 8000 feet you'd still be getting close to 137 HP from the 916 while an O-320 might only be producing 120-125 HP at best. If you were to put the 916 on an airframe designed for an O-320 (an RV-9, for example), I'd be very surprised if the Rotax didn't far outperform the Lycoming.
@@raffertyflies Yes but the 915 produces 135 continuous, so 2 hp isn’t worth it unless it’s a STOL aircraft or maybe a floatplane.
I cannot say I am 100% a fan of Rotax, they are expensive and slow increasing the HP range. In that respect, they have not done the industry any favors. At least they finally got rid of all the carburators in their new engines. My guess is you will not get much change out of $60,000 for this engine.
I'd agree on that price. It must be near 60k. The 115hp (915) engine in Ireland is 42k euro.
It may be true for tue US market where 100hp does not get you very far. But in Europe, the carbureted versions dominate the 2-seater market. At least their CV carburetors do not require mixture adjustments. You are right that their EFI versions, and newer 915 and 916 versions, are too expensive for what has been added to the already expensive core.
It's a modestly interesting engine but disgusting price at 50k$. No other conclusion to draw.
A 2023 Nissan versa 4 door sedan with aircon and a more advanced engine is 15800$. And Rotax isn't some niche company making a handful of aircraft engines, they make millions. We desperately need a turbofan jet engine product for LSA weight class to ruin all the other engine makers. The obtuseness and stagnation is disgusting.
You're in AMERICA, SON! Cut out the KILOGRAM Crap! Errrrrrrrrr!
You are on planet earth where 97% use kilograms.
@@chippyjohn1 But you're in Merica, Son! Move elsewhere if you want to use that Trickonometry!
@@joncox9719 I'm not stupid enough to live in the US. Everything imperial should be banned and illegal!
@@joncox9719Merica?? 😖😃
@@joncox9719Joke's on you. I'm already not in america. They say they target an international customer base with this airplane. So kilograms are rather appropriate here.