Eurofox
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Eurofox
I'm potentially looking in to buying a share in a Eurofox aircraft (tricyle undercarriage, not the microlight version). Just wondered if anyone had any experience in roughly how much one of these costs to fly, just in terms of fuel and maintenance (I understand insurance and other bits vary)
Thank you
Thank you
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I'm potentially looking in to buying a share in a Eurofox aircraft (tricyle undercarriage, not the microlight version). Just wondered if anyone had any experience in roughly how much one of these costs to fly, just in terms of fuel and maintenance (I understand insurance and other bits vary)
Thank you
Thank you
Try your local club and see what they say.. there are engine option factors too.
It is nice to fly without a glider on the back.
Have fun!
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As far as I know most are operated as glider tugs and as such will probably have higher service/fuel costs than for more conventional use.
Try your local club and see what they say.. there are engine option factors too.
It is nice to fly without a glider on the back.
Have fun!
Try your local club and see what they say.. there are engine option factors too.
It is nice to fly without a glider on the back.
Have fun!
Thank you
I fly an Apollo Fox, a very similar machine. Running costs are limited:
* fuel @ 15l/hr @ your local rate, a bit more for the 100HP engine
* oil change once per year or once every 50 hours, more frequent if you run on Avgas. Costs 3 litres of (good quality) oil plus an oil filter plus a copper gasket.
Unless you fly quite a lot the fixed costs (insurance, hangarage) will be the greater part of cost.
* fuel @ 15l/hr @ your local rate, a bit more for the 100HP engine
* oil change once per year or once every 50 hours, more frequent if you run on Avgas. Costs 3 litres of (good quality) oil plus an oil filter plus a copper gasket.
Unless you fly quite a lot the fixed costs (insurance, hangarage) will be the greater part of cost.
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So, realisitcally, AvGas at £2 per litre (roughly) so £30 ph for fuel, maybe £40 if it's 100HP? Oil change probably 5 times a year (based on usage and an estimated 200-300 hours pa)? Cost of that probably, what, £50 max? Divide that over the 200 hours and that's £1.25 per hour (negligible). Even if we call it £5 an hour to be pessimistic, we've got £45ph. Hangarage at around £1200 per anum (i think, the guys who own it own the hangar too) and then insurance, circa £500 per year possibly, plus an annual (which admittedly, I have no idea of cost. So even on this, we're looking at not a great deal more than £60 per hour flying, wet? That seems great, or have I forgotten many things?
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Yes they are much cheaper to tow with than lycoming engined, heavier aircraft, but operating as a tug isnt the most efficient use from a fuel point of view so costs may be slightly skewed, also usage tends to be fairly high depending on the club size so 50 hrs can roll round quickly.
enjoy!
enjoy!
If you can manage to run on MoGas it will be even less expensive; but it might be a hassle to get to the airfield in the quantities required, and/or to get it into the (high wing!) fuel tanks.
A point of concern is Methanol in Mogas: where I live the E95 can now have up to 10%. The engine can stand it but not all fuel systems can.
A point of concern is Methanol in Mogas: where I live the E95 can now have up to 10%. The engine can stand it but not all fuel systems can.
If, as seems likely, you'll be operating a Rotax four stroke, the manufacturers preferred choice of fuel for their engines is Mogas. Avgas can also be used without any mixing problems.
I operated two aircraft very similar to a Eurofox. The operating costs amortized and including fuel, servicing, insurance, parking but not hangarage equated to approximately £45 to £50 per hour on 50 hours flown.
I operated two aircraft very similar to a Eurofox. The operating costs amortized and including fuel, servicing, insurance, parking but not hangarage equated to approximately £45 to £50 per hour on 50 hours flown.
My aircraft is powered by a 912S 100hp and I've done more than 1100 happy Rotax hours over 20 years. At fast cruise using about 75% power the fuel consumption is 18 l/hr. I've also been involved with servicing, maintenance and flying with these superb engines powering friends' aircraft.
These engines were designed specifically for mogas and 10% or more of ethanol is no problem, as seen in countries like Brazil where ethanol percentages are high. The big concerns about ethanol, in terms of adverse effects, are where it comes into contact with tanks and hoses which aren't designed to cope with it. Most automotive hoses are! Metal fuel pipes and metal tanks get corroded by it.
Of course ethanol does increase the risk of carburettor ice, but most Rotax 912 installations are in aircraft with engine cowls around the engine and consequently the carburettors are at the rear of the engine compartment in warm air. These days many/most Rotax 912 carburettors also have permanent hot water flow on the intake manifold side to keep ice out of the equation.
UL91 fuel in the UK is an excellent fuel for the Rotax 912 series, particularly as it has no lead. But generally it is almost as expensive as avgas. Avgas is not recommended for long-term use in these engines, although it can be freely mixed in any ratio with mogas and/or UL91. The problems with avgas are the need to change oil and filter twice as often, reports of thick lead deposits building in cylinder heads and on valves, plus the necessity to halve the intervals between propeller gearbox removals for servicing.
These engines were designed specifically for mogas and 10% or more of ethanol is no problem, as seen in countries like Brazil where ethanol percentages are high. The big concerns about ethanol, in terms of adverse effects, are where it comes into contact with tanks and hoses which aren't designed to cope with it. Most automotive hoses are! Metal fuel pipes and metal tanks get corroded by it.
Of course ethanol does increase the risk of carburettor ice, but most Rotax 912 installations are in aircraft with engine cowls around the engine and consequently the carburettors are at the rear of the engine compartment in warm air. These days many/most Rotax 912 carburettors also have permanent hot water flow on the intake manifold side to keep ice out of the equation.
UL91 fuel in the UK is an excellent fuel for the Rotax 912 series, particularly as it has no lead. But generally it is almost as expensive as avgas. Avgas is not recommended for long-term use in these engines, although it can be freely mixed in any ratio with mogas and/or UL91. The problems with avgas are the need to change oil and filter twice as often, reports of thick lead deposits building in cylinder heads and on valves, plus the necessity to halve the intervals between propeller gearbox removals for servicing.
Last edited by Colibri49; 9th Sep 2017 at 09:31.
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Operating a privately owned Eurofox as club tug?
What are the practicalities?
I am an experienced glider pilot looking to acquire a Eurofox or similar for private flight about the country and to operate as a tug for club flying but I'm very uncertain about the implications in terms of private/cost sharing and insurance. Does anyone here have experience and can you point me to any official guidance or regs covering a privately owned tug being used in this way?
I am an experienced glider pilot looking to acquire a Eurofox or similar for private flight about the country and to operate as a tug for club flying but I'm very uncertain about the implications in terms of private/cost sharing and insurance. Does anyone here have experience and can you point me to any official guidance or regs covering a privately owned tug being used in this way?
Operating a privately owned Eurofox as club tug?What are the practicalities?
I am an experienced glider pilot looking to acquire a Eurofox or similar for private flight about the country and to operate as a tug for club flying but I'm very uncertain about the implications in terms of private/cost sharing and insurance. Does anyone here have experience and can you point me to any official guidance or regs covering a privately owned tug being used in this way?
I am an experienced glider pilot looking to acquire a Eurofox or similar for private flight about the country and to operate as a tug for club flying but I'm very uncertain about the implications in terms of private/cost sharing and insurance. Does anyone here have experience and can you point me to any official guidance or regs covering a privately owned tug being used in this way?
It is the main forum for glider pilots and tug pilots. You could also ask the BGA's Chief Tug Pilot via the contact page on the BGA's web site.
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I have a (non-microlight) Eurofox with 912iS engine. I tend to cruise at 95kts burning about 12litres/hour Mogas and do about 100 hours/year. You can find all the performance figures on the Eurofox website, and believe them! Rotax maintenance is straightforward and (parts-wise) primarily oil change every 100 hours (about 3litres plus filter) and plugs every 200 hours so pretty frugal. You can do this yourself or get a local Rotax IRMT to do which will cost about £200/£250. It operates under an LAA Permit to Fly which is £200/year plus something for your inspector. Other costs such as insurance and hangarage will be highly bespoke but easy for you to check out. I would also applaud Eurofox's customer service. By all means pm me with any specific questions.
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I wish I could find a share in a Eurofox close to me, it's a lovely little aeroplane and this sounds like a perfect setup tobster911 Enjoy it.
