Jodel Owners?
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Jodel Owners?
Hi all
I'm looking at buying an equity share in a 1962 Jodel DR1050.
I've had a brief look online, but there's nothing specific regarding engine/airframe life and a list of common faults to watch out for.
Max engine life of a Continental 0-200?
The aircraft I am looking at has around 1,700 engine hours.
How often do the cylinders need to be replaced?
Max airframe life?
The Jodel I am looking at has around 5,000 flying hours.
Any other nags/faults or general advice from ex and current Jodel owners?
I look forward to hearing from you all.
Thank you and best regards
I'm looking at buying an equity share in a 1962 Jodel DR1050.
I've had a brief look online, but there's nothing specific regarding engine/airframe life and a list of common faults to watch out for.
Max engine life of a Continental 0-200?
The aircraft I am looking at has around 1,700 engine hours.
How often do the cylinders need to be replaced?
Max airframe life?
The Jodel I am looking at has around 5,000 flying hours.
Any other nags/faults or general advice from ex and current Jodel owners?
I look forward to hearing from you all.
Thank you and best regards
Last edited by tomahawk98; 19th Feb 2019 at 00:11.
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I presume it has an LAA Permit to fly so engine is 'on condition' rather than fixed TBO. Don't think there is a max airframe life.
Find yourself an LAA inspector who will do your inspections once you have the aeroplane. Take him/her for a pre-purchase inspection.
Find yourself an LAA inspector who will do your inspections once you have the aeroplane. Take him/her for a pre-purchase inspection.
It’s like George Washington‘s/Trigger‘s broom - it will keep going for as long as you replace the handle/brush. Make sure it’s hangared though. Outdoors accelerates replacement cycles markedly.
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I have a DR 200.
You will not be disappointed with the aeroplane.
The syndicate is probably more important- doe it have an engine fund (we do), are they "your sort of people" ( but remember you don't have to fly with them).
Have a look here if you haven't already
https://www.jodelclub.co.uk/
You will not be disappointed with the aeroplane.
The syndicate is probably more important- doe it have an engine fund (we do), are they "your sort of people" ( but remember you don't have to fly with them).
Have a look here if you haven't already
https://www.jodelclub.co.uk/
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It does indeed have an LAA permit, valid until later on this year. It's also hangared.
I'm not sure about the engine fund, something to ask about certainly.
I know a few people in the group and I have no concerns there.
It's either this or a non-equity AA-5... to be honest, I'd much rather be flying something different, so fingers crossed for some Jodel flying in the near future.
Thanks for the link 22/04, I'll have a look!
I'm not sure about the engine fund, something to ask about certainly.
I know a few people in the group and I have no concerns there.
It's either this or a non-equity AA-5... to be honest, I'd much rather be flying something different, so fingers crossed for some Jodel flying in the near future.
Thanks for the link 22/04, I'll have a look!
Last edited by tomahawk98; 19th Feb 2019 at 00:12.
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Me again.
I have flown the AA_5 too - it really depends on what you want to do. The AA-5's only vices are that it is a little twitchy in elevator and the nosewheel will not take mistreatment.
The Jodel is a tail dragger but a fairly benign one. Nevertheless there will be days when you won't be able to fly it - but you could the AA-5 - the real limitation is taxiing in anything more than about 12-15 knots of cross wind, when you need to keep to the taxiway.
The Jodel is lovable though- I didn't get at all emotional about the AA-5.
I have flown the AA_5 too - it really depends on what you want to do. The AA-5's only vices are that it is a little twitchy in elevator and the nosewheel will not take mistreatment.
The Jodel is a tail dragger but a fairly benign one. Nevertheless there will be days when you won't be able to fly it - but you could the AA-5 - the real limitation is taxiing in anything more than about 12-15 knots of cross wind, when you need to keep to the taxiway.
The Jodel is lovable though- I didn't get at all emotional about the AA-5.
Jodel 1050
The best machine that performs on an 0-200.
Yes you will have to 'fly it' and be careful of crosswinds (especially on tarmac) however it is a great touring machine on the power.
I assume the group has a 'check pilot' who will show you the ropes and it is certainly happier on grass. (keep an eye on the tail wheel springs/connections) if they are correctly adjusted it makes the operation much easier. I consider this to be an essential pre flight requisite on any Jodel (indeed any TD with that set up). Ah another thought; keep an eye on the COG as it will 'swap ends' even quicker if too aft.
Yes you will have to 'fly it' and be careful of crosswinds (especially on tarmac) however it is a great touring machine on the power.
I assume the group has a 'check pilot' who will show you the ropes and it is certainly happier on grass. (keep an eye on the tail wheel springs/connections) if they are correctly adjusted it makes the operation much easier. I consider this to be an essential pre flight requisite on any Jodel (indeed any TD with that set up). Ah another thought; keep an eye on the COG as it will 'swap ends' even quicker if too aft.
I've been in a DR1050 Group since January 1990. Our engine is over 2300 hours, hoping for 3000. It's been u/s for 16 months, getting the wing repaired and recovered. Not an accident - glue failure detected on check. We've had the wing back since before Christmas, but are slow re-assembling.
Airframe is 100% repairable, so unlimited life. But hangarage is essential.
Check Group financial status. You're buying a share in an aircraft plus the Group kitty. Check if it's Night and IFR capable. It might be.
If you're lucky, many of the Group may not fly much, letting you get more than a fair share.
Airframe is 100% repairable, so unlimited life. But hangarage is essential.
Check Group financial status. You're buying a share in an aircraft plus the Group kitty. Check if it's Night and IFR capable. It might be.
If you're lucky, many of the Group may not fly much, letting you get more than a fair share.
The Jodel 1050 is very nice handling aeroplane with a decent compromise between field performance and touring capability.
Mine has taken me to Berlin half a dozen times (and, yes, we did stop...).
Things to look for:
- check around the stern-post/tailwheel attachment, this area of the fuselage can suffer if moisture has been allowed to get in.
- brakes, if of the original drum type, can be a source of problems
- fabric and timber, as per any aircraft with this type of construction. Get some access panels off and poke your nose in, does it smell musty or less than 'sweet'? This might indicate rot or deterioration.
There is no airframe 'life' limit, just what condition its in.
O-200 formal TBO is 2000hrs but, as said by Flyin Dutch, can be run 'on condition' on a Permit to Fly. Check compressions and oil pressure. Ours has done about 2600 hrs (1000 hrs since top /haul) and the normal running pressure is 43psi, about 25psi at hot idle.
The rest of it involves using your common sense looking at the condition of things like seats/trim, instrument panel, cockpit glazing, cowlings, tyres, propeller/spinner.
Good luck with whatever you end up with.
Mine has taken me to Berlin half a dozen times (and, yes, we did stop...).
Things to look for:
- check around the stern-post/tailwheel attachment, this area of the fuselage can suffer if moisture has been allowed to get in.
- brakes, if of the original drum type, can be a source of problems
- fabric and timber, as per any aircraft with this type of construction. Get some access panels off and poke your nose in, does it smell musty or less than 'sweet'? This might indicate rot or deterioration.
There is no airframe 'life' limit, just what condition its in.
O-200 formal TBO is 2000hrs but, as said by Flyin Dutch, can be run 'on condition' on a Permit to Fly. Check compressions and oil pressure. Ours has done about 2600 hrs (1000 hrs since top /haul) and the normal running pressure is 43psi, about 25psi at hot idle.
The rest of it involves using your common sense looking at the condition of things like seats/trim, instrument panel, cockpit glazing, cowlings, tyres, propeller/spinner.
Good luck with whatever you end up with.
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You've had some good advice here.
Remember that you're buying a share in the assets and liabilities of the syndicate, not just a share of the aeroplane.
Damp rot can be an issue as described; also wing trailing edges and lower firewall.
Often a recover is the only way to fix it. With modern fabrics they usually last 20+ years and only re-covered to address issues in the underlying woodwork.
The brakes on 100 and 200 series Jodels are tricky to set up with their unusual arrangement for differential braking at the end of rudder travel combined with a single hand brake operating on both wheels. Check that's working as intended.
Most o-200s have had their original sprag clutch starters replaced with modern lightweight types. The old type are notorious for requiring maintenance and repair and occasionally breaking with debris in inaccessible places.
All that aside; it's a very capable aircraft on an O-200. Easy control on the ground, good forward view, but don't think of it as a 4-seater unless your back seaters are very light and young.
Remember that you're buying a share in the assets and liabilities of the syndicate, not just a share of the aeroplane.
Damp rot can be an issue as described; also wing trailing edges and lower firewall.
Often a recover is the only way to fix it. With modern fabrics they usually last 20+ years and only re-covered to address issues in the underlying woodwork.
The brakes on 100 and 200 series Jodels are tricky to set up with their unusual arrangement for differential braking at the end of rudder travel combined with a single hand brake operating on both wheels. Check that's working as intended.
Most o-200s have had their original sprag clutch starters replaced with modern lightweight types. The old type are notorious for requiring maintenance and repair and occasionally breaking with debris in inaccessible places.
All that aside; it's a very capable aircraft on an O-200. Easy control on the ground, good forward view, but don't think of it as a 4-seater unless your back seaters are very light and young.
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Have a look here if you haven't already
https://www.jodelclub.co.uk/
https://www.jodelclub.co.uk/
We’ve Got Team Spirit
Since 2000, Jodel Club UK has been finding and featuring some of the best players in San Francisco . From coaching them on the ins-and-outs of the sport to honing their athletic skills, we’re proud to teach not only the love of the game, but to also impart the ideals of good sportsmanship, teamwork and loyalty.
Since 2000, Jodel Club UK has been finding and featuring some of the best players in San Francisco . From coaching them on the ins-and-outs of the sport to honing their athletic skills, we’re proud to teach not only the love of the game, but to also impart the ideals of good sportsmanship, teamwork and loyalty.
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If you do decide to get it inspected, use a different inspector from the one which the group use for the permit renewal. A second opinion is always a better option. I wouldn’t be too concerned with engine/airframe time although I’d look through both log books to see what servicing has taken place and what the compressions were on the last renewal. I know which I’d prefer (it has bent wings!) having flown both types, but why not ask the respective groups for a trip (most likely at your cost!) and see which you prefer. If you’re not tailwheel differences trained, I can thoroughly recommend someone Midlands based if you need it.
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I am involved in rebuilding a DR1050. If you are midlands based and would like a good look at the structure, our wing is not covered yet and the fuselage is dismantled. We hope to have her back in the air around September next year.
Try [email protected]. That address had been taken over by someone. Usual when the charge to retain a site isn't payed. Unusual to be as harmless as that one.
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Thanks all for the tips and things to watch out for, I'm getting more and more set on the Jodel!
There's an FI in the group, as well as a CBI, so all covered for the tail wheel conversion.
Rod1 - Thank you for the offer, but I need something to fly this year (for hour building over 2.5 years).
Cheers
There's an FI in the group, as well as a CBI, so all covered for the tail wheel conversion.
Rod1 - Thank you for the offer, but I need something to fly this year (for hour building over 2.5 years).
Cheers
Last edited by tomahawk98; 19th Feb 2019 at 00:12.
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Having owned a D117 and a share in a DR100, I concur with everyone's comments above. :-)
But, and it's a big but (J-Lo sized) watch the weight and balance. A friend swapped his 117A for a loverley 1050 for the roominess as much as anything else.
I'm sure you won't be buying this as a four seater and the AA5s have their limits too, so I thought it worth mentioning as I can't see the subject being raised previously.
Good luck!
But, and it's a big but (J-Lo sized) watch the weight and balance. A friend swapped his 117A for a loverley 1050 for the roominess as much as anything else.
I'm sure you won't be buying this as a four seater and the AA5s have their limits too, so I thought it worth mentioning as I can't see the subject being raised previously.
Good luck!
