skippydiesel

I think I did support Jab - nothing to do with being Australian, its just a good solid aircraft. That does not mean that, in my experince, there are aircraft that are better handling, faster & slower & more fuel efficient, all at the same time. I crashed my Zephyr and was unwilling to go through an extended repair period - flying being much more to my liking than building. The new owner has put her back in the air. I tried to purchase a Faeta in Australia. I even bid on an overseas one. Cost and circumstance were against me - much to my regret. I then spent about 2 years pursuing Europa XS aircraft, without luck. I even modified a caravan into an aircraft carrier, in anticipation of the Europa purchase. I wasn't looking at Sonex, when the one I have now came up - price & performance pretty much as I wanted. I had to compromise on the detachable wings, the devils measurement system and the construction material (metal) having a strong preference for composite. My Sonex: Can cruise considerably faster than both the Faeta or Virus SW, for similar fuel econamy. Its stall is also faster (similar to a Jab) so I have lost that incredible short field landing of the ATEC. It noisier inside, than a composite aircraft. For the first time I am routinely using an ANC headset. Handling is terrific, thats if you like supersensitive. Being neutrally stable/designed for aerobatics, its not what I would call a benign platform - departures from straight & level flight develops quickly. Unlike the Zephyr/Faeta, which have glide performance much like a glider, the Sonex with short stubby wings has comparatively poor glide performance - something that has taken me quite a long time to be comfortable with in my approach to landings. With 97L of usable fuel, my Sonex has a similar (3 L less) duration, at the same power setting as both ATEC & Virus SW. Has less payload than the ATEC, similar to the Virus SW & space is at a premium. Its okay though- I packed it to go to Frogs Hollow Fly IN - got everything stowed for two nights camping, within W&B - VR failed so I could get there. Has a 4in (100mm) tail wheel - it doesn't like soft surfaces and I lack the confidence, at this time, to use full power to lift the tail, when things get a bit bogged down. In short, I am happy with my Sonex Legacy/Rotax 912ULS/Airmaster CS. No aircraft is perfect, its what you are content with.😈

Jabs are great and a big bang for the cost compared with most others. If you want something that has a similar stall to a Foxbat (32 Knots) , can fly a lot faster than a Jab (100-120 Knots) check out ATEC Faeta 27-135 KN & Pipistrel Virus SW, about the same performance. I have never flown a Virus SW however the Faeta and its older slower sibling, the Zephyr are very very nice to fly - far nicer (in my opinion) than either the Jab range or Foxbat. The Rotax powered Faeta & Virus SW will econamy cruise at about 120 knots for a fuel burn of around 13-14L/hr ULP. Both Faeta & Virus have about 300 kg empty weight - Faeta 600 kg TO Virus SW 472.5 kg and can carry 100L ULP. The principal of ATEC recently died, so I don't know if new aircraft are available - if not check out the preloved market (Europe nearly always has a few for sale - don't forget to add the cost of shipping/import). Note : EU Faeta may have smaller fuel capacity & lower TO weight. Pipistrel was bought out by Textron (American) and suddenly (without apparent engine/aerodynamic changes ) the Virus SW went from a 27 Knot stall - High speed cruise of 135 knots (NASA CAFE Competition figures) to Stall not given - High speed cruise of 160 Knots???? If you drill down a bit the Cruise comes back to a slightly more be believable 147 Knots (still a tad on the high side). The Faeta was always much cheapener to purchase than the Virus SW. 😈

I think we have all been through the mix & match (charger/cables) but when you get a good set, its like finding a nugget😈

As an ex endurance rider (CV19 knocked it on the head for me), I can attest to the effectiveness of wearing panty hose, an absolute must if you want to be competitive (who cares what you look like, if the garb does the job over 80Km - got a few laughs from the ladies though) 😈

Hi IBob, I guess most of use have tried a range of 12 V car chargers, for our iPad/Phone/etc and found some don't do the job from "get go", others don't last BUT after much trial & tribulation, come up with a good charger or two - not necessarily the most expensive ones either. I don't know any way to improve on this hot & miss selection process - seems to go with the products. Such is life!😈

When I Googled "USB panel mount marine chargers" I found a great range from about $11 -$180 😈

Depends on how many $$$ you want to outlay. My aircraft came with no less than two USB sockets; Guardian Avionics, Dual USB -A 2.7 amps/5 VFC Output - mega bucks. $About $240.0 US I also use: Single 12V “cigarette lighter” female port. 5 amp fuse. That could have a cheap JayCar USB charger plugged in - I use if for my hand geld Garmin GPS. Dont forget to include a suitable fuse.😈

It was pretty inconclusive back then, with about equal for & against (assuming against includes those who felt no significant benefit/effect). A few commentators seemed to think that the European small aircraft manufactures supported/included this feature in their aircraft (I was one). I would ask - If this feature works for the EU why not AU & US (etc)? That the 11 years since that debate may have found some more evidence for & against? Could the main wing aerofoil have an influence on reflex being a significant benefit ? 😈

Does reflexing the flaps, by a few degrees (1-6) have a; significant improvement to cruise speed ? detrimental effect on stall speed WITH flap ? 😈

First off, my boy is a HE 😄 That explains everything 😜😈

Might be okay for a slow moving earth mover/tractor temporary fix BUT can you imagine the out of balance vibration landing/ take off at 40 knots?😈

Veeeery interesting & unusual "face" on your girl. So many air inlets (8?) - she should be well/possibly over cooled. You may have some difficulty in reaching the Rotax recomend oil temperatures of 50C before high engine speeds (over 2500 rpm) - reach 100+C (I suggest minimum of 20 minutes) at least once in the days flying and 95C in cruise should be your in cruise target pr +/- 5hC. They are less specific with coolant however I believe getting as close to the oil temperature as you can. I looked at the performance - unusually high stall for an aircraft of this type - I would have guessed sub 30 knots however it seems to be higher than my Sonex Looks to b a fun aircraft to fly😈

What sort of aircraft did you say all this is going in? I shudder to think what convoluted, hard to bleed, plumbing is required - how about some photos??? Was KISS part of the design philosophy? If it works as you expect then all good. I thought you mentioned a high wing STOL - not something that tight cowling, is usually associated with. High performance WW2 aircarft with huge engines, in very tight cowlings, often had remote heat exchangers (under fuse, in/under wings, etc) - is your baby in this company?😈

"My top oil cooler is mounted with these on the top of the engine. The bottom oil cooler and the radiator are just mounted directly to the bottom cowl." WOW!!! How many heat exchangers are you running??? Sounds like 2 Oil Coolers & a Coolant Radiator (not counting the cylinder fins)???😈

Hi Murrayg, May I suggest that you join & put this enquiry in the Rotax Owners Forum. Its run from the USA but its membership is World wide, thus giving your search a much wider audience/chance. 😈 https://www.rotax-owner.com/en/rotax-forum

My system is for a Rotax 912ULS; If you would like, I can send photos of my interpretation of the Rotax boost pump, with non return by-pass circuit - all a mixture of automotive & aircraft fittings.😈

Sorry 440032, I am about to "throw a spanner" in your advice. When I was doing my Sonex fuel reticulation (30L wing tanks & central 40L header) all connected by aluminium pipe & AN fittings, I found that to get what I wanted to do the job I had to purchase from both Aircraft AND Automotive AN suppliers, There was never a problem with compatibility , because I made sure I got the correct bits. My suppliers were: https://www.asapspares.com.au/ https://www.aaestore.com.au/ https://aeroflowperformance.com/catalogue-2024 Between the three suppliers listed I almost always got the part(s) I wanted, when wanted. Aeroflow have an an amazing range, usually but not always, cheaper than the aircraft parts supply people. Take the time to familiarise yourself with how the catalogue woks, some "stuff" is in categories that you may not at first recognise. If you don't already have the pipe cutting, bending & flaring tools, be sure to shop around - the cheap ones will, with a bit of practise & care, do the job, leave the expensive stuff to the dedicated multi kit builder and professionals. Making consistent well formed flairs, bends without flattening/kinks, is a skill, take time to practise until you get it right - I found using a little spray lithium grease helped in most situations and be sure to deburr before flaring.😈

Did a little research(better than faulty memory) - Think I probably had a Barbour jacket & over trousers. Good in UK summer, okay in light, short duration rain - bloody awful in heavy rain, winter cold, sleet, etc😈

Oh well, cant get satisfaction every time, "said the actress to the bishop"😈

Very clever - the kit comes with a a 25 MM ID hose adapter - not so many joins after all. "........don't understand about having different radiators for aircraft with different performances....." Its not a question of me not understanding that coolant radiators must be specified for diffrent engine sizes/applications, etc, its wondering why your kit supplier sees fit to not use the Rotax OM Radiator, that has been developed for the engine and what seems to be satisfactory in a host of aircraft from low/slow to high speed, pushers and tractors. Nothing sinister or argumentative , just curious 😈

It will be very clever, if you have managed to go from Rotax to Setrab, without some form of reducer. My guess, a minimum of two extra joins, over that for a hose Rotax to Rotax.😈

All good BurnieM. A very long time ago, I spent 5 years in the UK. My transport, for much of this time, was a Triumph 650. I had leather boots & gloves, the latest (at the time ) in all weather motorcycle gear - Berber/Burberry/Barba(?) heavy waxed over jacket & trouser. Open face helmet, traditional googles and leather face mask. Despite all sorts of strategies - newspaper under jacket (s), 2 pairs of trousers, wool & cotton socks, oversized rubber kitchen gloves over leather bike gloves, plastic bags over feet - I FROZE!!. The UK was/is a cold wet place - There were times I had difficulty opening my hands, after an extended winter ride. No amount of Dubbin seemed to keep by feet & hands dry, even the rubber over gloves/bags only had limited benefit. There is no doubt that I am a "lizard", much prefer heat to cold, so forgive my rejection of your, well considered, cold weather strategy - no offence intended😈

I have never suggested you (Zenith et al) are wrong, only that the approach is somewhat unconventional. I like unconventional, especially when it works. Despite this I am not a fan of "reinventing the wheel" for no apparent gain. I still wonder at the choice, given the diffrent viscosities of oil & coolant (water) and I assume the Setrab heat exchanger has been optimised for oil (it looks like an oil cooler). In addition, the Rotax 9 coolant system will have 25 mm OD hose connections , so at some point reducers will have to be fitted to get down to the Setrab inlet/outlet dimensions - added weight, more joins ????😈

From another Forum: An Australian pilot : " I used battery powered Ororo branded socks for a while but found them uncomfortably narrow on the foot and tight around the calves. Over the last few years I’ve used stick on toe warmers available at most pharmacies. I find them to be effective" https://www.chemistwarehouse.com.au/buy/83839/hot-hands-toasti-toe-warmers-5-pairs At $7.00, I think I should give them a try😈

Speculation: For Rotax 9 powered aircraft, high / low / rotating, the Rotax radiator is the norm - Your dual purpose oil/coolant, the exception. Nothing wrong with that of course😈