This could be interesting.
http://www.aopa.org/News-and-Video/All-News/2014/July/30/American-Champion-Aircraft-to-produce-a-diesel-bush-airplane?WT.mc_id=140801epilot&WT.mc_sect=osh

Glad to see ACA continuing to tinker and improve the Scout. I always thought this was an under-appreciated aircraft. You have your Aviat Huskys with Harrison Ford leaning out smiling, glamorous Carbon Cubs with carbon fiber everything taking off on a dime, and of course the Super Cubs which are just in a category of their own.

I have never even been in a Scout, but have admired them whenever I see one on the line. I hope the weight of the diesel engine is reasonable. STOL is part of what gives the Denali Scout its charm.

More: http://www.ainonline.com/aviation-news/eaa-airventure/2014-07-31/american-champion-offer-diesel-scout

Diesel engine adds 35 lbs, automatically saved in carrying less fuel for the same trip.

A winner in my view, especially if you set foot outside the USA that still has a preponderance of 10 gal 100LL per hour GA. Everywhere else is either car gas or parked. Rated power to 10k DA is a bonus too.

Am I the only one that caught the part about adding Fifty Thousand Dollars to the price of the plane?

SkyTruck wrote:Am I the only one that caught the part about adding Fifty Thousand Dollars to the price of the plane?

Nope. Until they get a bit more realistic on the price, I don't see very many people running out to get one. I'm surprised to see companies with these engines not putting them out there for the experimental crowd for reasonable prices.

Timberwolf wrote:

SkyTruck wrote:Am I the only one that caught the part about adding Fifty Thousand Dollars to the price of the plane?

Nope. Until they get a bit more realistic on the price, I don't see very many people running out to get one. I'm surprised to see companies with these engines not putting them out there for the experimental crowd for reasonable prices.

Outside the US LL can be hard to find. Inside the US jetA is about a buck a gallon cheaper and carries more energy. Some stats claim that you'll use about half the fuel. Between the two, your 2000 cost on the diesel could be less than running the cheaper engine on the more expensive 100ll. Who knows when the diesels will have a 2000 TBO though, right now the economics probably still favor gas if money is your only metric.

I was at OSH and talked to American Champion about this program. My bet is it is 2-3 years away. Looks like a fantastic upgrade. Even at 50k more, it will be cheaper than a Husky. So there will be some buyers. I am one of them. I bought a Denali Scout about 3 months ago and absolutely love the plane. Did the back country flying course in McCall a few weeks ago and was running circles around my friends new Husky. All the instructors said they absolutely loved my scout and couldn't believe the performance with the fuel injected 210 HP engine. Of course, mine probably does more like 225-230 HP with the flow matched heads. The plane is an absolute riot. Even with 29" bushwheels, it will do 137-140 mph in cruise at 8-9,000 ft. Approach speed is the same as my friends Husky, but 5-10 mph higher than a cub.

"running circles around Husky's"

Interesting…. Tell us more.

What is your power setting and fuel burn at that 137-140 mph?

What is your ACTUAL empty weight and legal gross weight?

G44

I can climb faster and go a lot faster. A husky can probably land a little shorter though. I'm thinking they can land in 150-200 ft and I can land in 250 ft. Takes me an extra 100 ft to get off the ground as well. Of course, I'm never landing on anything shorter than 500-700 ft anyway, so no problem. Those speeds are at 12-13 gph. At 9.5-10 gph, I can do 130-131 mph. Legal gross weight is 2150 lbs. Mine weighs 1438 lbs. IIRC. I know the useful load is over 700 lbs. Mine is a little heavy because it has bushwheels and it has an IFR panel (I would have done it different if I spec'd it out). My previous Scout had the same gross and weighed under 1400 lbs. This one still out performs my old one though due to the bigger fuel injected engine.

I took off 1-2 minutes behind a friend at upper loon in ID and within 8-10 minutes, I was 1500 ft higher than he was and passing him. Both of us where going full bore and had 2 people and half fuel in our airplanes.

SkyTruck wrote:Am I the only one that caught the part about adding Fifty Thousand Dollars to the price of the plane?

Think about how much* useful load it would free up by getting rid of that.

Tough to talk about airplanes running circles around each other because of the variability of pilot skill. Buy whatever you think looks the coolest and makes you happy. It's all for fun anyway. Trying to determine which is the best is a fool's errand because some better stick will always come along and smoke you in an airplane you thought was less capable.

I'm glad to see manufacturers trying new and different powerplant options. $50,000 would probably pay my fuel bill flying behind a cheap old gasoline engine until the day I croak, but the more ubiquitous good ideas become, the better for the whole sector.



*Dependent on bill denomination

SkyTruck wrote:Am I the only one that caught the part about adding Fifty Thousand Dollars to the price of the plane?

I caught it as well, but like Joe says, I'm sure it will still be priced lower then other bush planes. American Champions seem to be priced veey good for what you get compared to other planes.

@ Joejenie,

How do you like the room and the general "upgraded" feel of the cockpit?

I have read the reviews and folks seem to like the new Scout's room ( vs a carbon Cub at 24" shoulder width) and the more luxurious build ( vs the Husky) .

I need a 4 place, but if I weer to ever buy a two place tandem, the ACA Scout would be on my short list.

Denali the Carbon Cub SS at the pilot seat is 30" wide, and the Denali Scout 30"

The Scout is by far the biggest inside the cockpit. The Carbon Cub is better than the Husky and regular Cub, but still really hard to get into due to the door system. The Scout is a breeze to get into. All around, the best value for a new bush plane IMO. Of course, I would say that because I bought one! It's hard to think of a reason why you would buy one of the other ones over the Scout if you were buying a new one, but the market does see it differently I think. I still think they sell more Huskys than Scouts, but I could be wrong.

Kind of fun owning a Scout where I grew up and live (in the summertime) in the valley where the Huskys are built.

joejenie wrote:I can climb faster and go a lot faster. A husky can probably land a little shorter though. I'm thinking they can land in 150-200 ft and I can land in 250 ft. Takes me an extra 100 ft to get off the ground as well. Of course, I'm never landing on anything shorter than 500-700 ft anyway, so no problem. Those speeds are at 12-13 gph. At 9.5-10 gph, I can do 130-131 mph. Legal gross weight is 2150 lbs. Mine weighs 1438 lbs. IIRC. I know the useful load is over 700 lbs. Mine is a little heavy because it has bushwheels and it has an IFR panel (I would have done it different if I spec'd it out). My previous Scout had the same gross and weighed under 1400 lbs. This one still out performs my old one though due to the bigger fuel injected engine.

I took off 1-2 minutes behind a friend at upper loon in ID and within 8-10 minutes, I was 1500 ft higher than he was and passing him. Both of us where going full bore and had 2 people and half fuel in our airplanes.

Is your friend's Husky a 180 or 200 HP model? What prop does it have on it?

What approach speed do you fly with 2 onboard and half tanks?

Thanks,
Joe

Having owned a Super Cub, Citabria, and flown my dad's Scout quite a bit and also having owned 2 Husky's and currently have one I find this "Scout is better than a Husky" stuff interesting. I think the Scout is a great airplane but so is the Husky. I find the Husky a VERY capable airplane, that is why I have purchased two of them over the years. I was stupid to sell the first one, that is why I bought the second replacement one.

If you are considering one of the airplanes in this class, I suggest you fly all of them, research what certification standards were used, visit the factories, talk to people who have experience in more than just one of them. After doing this, you will find the airplane that will fit your mission or desires. They are all very nice airplanes.

G44

My friends husky is a C model 200 hp with a 3 blade prop (can't remember if it is a MT or a Hartzell). My approach speed is 60mph loaded and 55 mph with myself and half fuel. Full flaps. Stall speed is around 42-44 mph indicated.

Like the above poster stated, the Husky is a great plane and flies well. But don't rule out a Scout. It's a very capable flying machine. The Husky owners remind me of Harley Davidson owners. There is no other option even though there are some out there that are probably better for certain people. If you are over 6'0" tall, you really should look at a Scout before you try to cram yourself into a Husky.

Joejenie said

"The Husky owners remind me of Harley Davidson owners. There is no other option even though there are some out there that are probably better for certain people".




That does not describe me or anyone that I know that owns a Husky.

This is what I said above:

"If you are considering one of the airplanes in this class, I suggest you fly all of them, research what certification standards were used, visit the factories, talk to people who have experience in more than just one of them. After doing this, you will find the airplane that will fit your mission or desires. They are all very nice airplanes".


Also, with the heel cup mod, which is very easy to install, there are a lot of tall pilots flying Husky's.

I would put George or Charlie M or MTV in a Husky up against ANYONE flying a Scout including the "motocross" dude!

All great airplanes, do your homework.

G44

"But don't rule out a Scout. It's a very capable flying machine."

I agree 100 percent!

Don't rule out a Cub what ever the flavor is either…

G44

G44,

It would be really interesting to hear the details of your plane, for comparison:

Model / engine / prop
Gross / empty weight
Approach speed empty and gross
Landing / TO distances empty and gross
Cruise speed (TAS) at favourite power settings, mentioning fuel flow