findan2002

Thank you both to Spooks and Bexrbetter! Spooks points out the D-motor user comments so far are rather meager and scarce, but thanks a lot for the links! This scarcity of positive as well as negative user feedbacks led me to write to D-motor yesterday to make them help me finding some independent comments from users. Bexrbetter, I really hope you have a good point here! Most pilots are probably not as keen to comment on an engine that behaves as expected than if things go wrong...

Hello out there! Being quite new to Rec.Fly. I noticed , with all respect, there is not an awful lot happening here at the D-Motor blog. That could be explained by the supposedly very limited number of D-motor owners. However, this is to me and to many I have discussed it with a very interesting alternative to the traditional Rotax and Jabiru. There must be some (a lot) more owners reviews and discussions about the D-Motor, but where should I look for it? Any good ideas? Cheers findan

Hi Tom! I have to admit: No EGT! No matter what, any engine should be sufficiently cooled, even climbing with max load on a summerday. Do any of the Jabiru aircraft (still) experience cooling problems with a Jabiru engine, that you know of? If so, is that why you fly with a Rotax? findan

Hi! My technician at the airclub consulted some English Jabiru specialists telling him to change the jetneedles of the Bing carburettor for a fatter cooler mixture. This was after the 1. pistonburn 4 years ago. It probably helped to some degree, but not sufficiently. The Jabiru engine is excellent for a Jabiru aircraft, I am sure

Hello Skee! Being a newcomer to Recr. Fl. I have not yet had the possibility to explore every corner of it, nor to be acquainted to all the tips and tricks. But this is indeed interesting reading to me, as I made an emergency landing on a rough grassfield in Southern Poland this Wednesday with my factory build Savannah. Burned a hole in a piston of the right hand rear cylinder (for the 2. time in 4 years by the way). Every expert knowing much more about engine cooling than I do have always stressed the primary importance of getting the air OUT of the engine bay, this matters much more than the size of the air intakes. In the best case you could perhaps at a later stage reduce the size of those big air intakes if you manage to optimize the size and/or position and/or angle of the oblique downward-rearward pointing cowlflap at the lower-rear end of the cowl. We can't take it for granted that the default ICP-positioning of that cowlflap is quite optimal, I think my story indicates that. OK, it was a Jabiru, but still! Optimizing the air-suction by Venturi-effect was the lesson I should have learned before burning a piston for the 2. time! So, I am also looking for a liquid-cooled engine, and the D-motor seems perfect. Wonder how many UL-pilots in Europe have any experience with it?? Kind regards and good luck

Hello there! A very recent incidence motivated me to join Recreational Flying: I am a Danish UL-pilot flying ICP Savannah with big "all-terrain" tyres. Good for me and my copilot, the other day during climb in hot weather with max. load I burned a piston (for the 2. time in 4 years) despite a cruiseclimb airspeed of 60-65 kts, and landed safely on a semi-rough unprepared farm grassfield nearby. No damage to the aircraft or to us. So now I am finished with direct air"cooled" engines. D-motor is compact and seems rather interesting for it's relative low RPM and direct drive, it does not have those 2 carburettors that don't agree and cause headaches to my fellow UL colleages each time they need adjustments. My questions are: Are there any Savannahs somewhere currently flying with the Belgian D-motor, and if so, could anyone tell me if it works well and how it performs? Is the engine mount similar or in the best case identical to those of, say Rotax or Jabiru? If not, it should be designed to fit both the Savannah and the engine, perhaps the Belgian factory could help in this respect? Or what would you suggest? Kind regards