skippydiesel

"5200 rpm is the minimum recommended" - True! Also true, that a higher rpm is likly to be easier on the engine. "The static rpm will depend on the propeller and aircraft speed" - This statement is not correct. Static means not moving (aircraft usually tied down). Static rpm is measured at WOT, has nothing to do with a conventional propeller type/make (unless one of the new fandangled E props) rather the prop blade pitch setting. "I get about 5300 rpm static but only 5200 on climb out." - Without more details, & assuming you are not using an E prop, I would guess your Climb Out attitude is too steep. Lower the nose of the aircraft to allow for more airspeed and higher engine/prop rpm. Your engine will thank you for it.😈

Interesting! Pretty comprehensive list with a couple of oddities; "Change oil filter or air filter". Why not both? "Replenishment of hydraulic fluid." Why not replacement as well? 😈

I apologies if you feel aggrieved - I understood the subject to be about the amount of oil required & the cost - "You'll likely do first change at 25 hours and the purge will use a little oil (I'd don't reuse what is collected during purge. Therefore you will need at least 9 litres first fill, 25 hours change and stock on hand for next 50 hourly." The general thrust of your statement, I agree with - need more than the 3 L approximate capacity. I used about 12L + over the first 50 hrs. Your statement about purging & the amount of oil, is not as I have experienced (now on my second Rotax 912ULS & some 1000+ hrs). As a possible new engine strategy, I offered my approach (Rotax advise at least one less oil change). I stand by my advice and intente.😈

Sorry, I disagree. Rotax have a recommended STATIC (tied down/aircraft not moving) engine speed of 5200 rpm @ WOT. As you have an In -Flight - Adjustable (IFA) prop I would suggest that you set your system (prop pitch and in cockpit selector) to Fine /Take-Off mode, and re do your test. Adjust pitch and or in cockpit selector to achieve something close to 5200 rpm @ WOT/Static. 5200 rpm Static will likly give you a Take-Off & Climb-Out engine speed of around 5800 rpm. This is the Rotax max admissible rpm, for 5 minutes and will give you best performance/safety, in this phase of operation. Ideally, when your feel safe to do so, you can change your prop to Climb mode - at WOT this should be limited, by pitch setting, to 5500 rpm (continuous). Lower rpm can be achieved (minimum 5200) by reducing throttle and or increasing attitude. Over several test runs you will determine best airspeed/climb if not already specified in POH (RAA have a comprehensive test document (pdf) that may assist you) Again when you elect to change your prop to Cruise mode - your rpm will be that which you have set the system for (Max 5500 rpm) - most will go for better economy and have a rpm in the 5000-5500 rpm range (all at WOT). As PIC you will likly not Cruise very much at WOT, choosing a lower more economical engine power setting, however engine speeds should stay within the 5000-5550 rpm range. To optimise your prop settings for your airframe, record INFLIGHT Mode, Engine Speed, Air Speed, Altitude (or density altitude) & fuel flow (if no fuel flow indicator, average fuel consumed) - make adjustments and repeat until satisfied. Aircraft load, density altitude, wind speed/direction, runway surface conditions will all impact on performance.😈

Rotax recommended oil & filter change interval is 100 hrs. I did my first new engine change at 5 hrs + filter change. Second @ 25 hrs oil only. Third @ 50 hrs + filter. From then on oil only at 50 hr intervals - filter @ 100 hr. The"PURGE" has little or nothing to do with oil change intervals per say - its to remove air from the system. Should only need to be done for a new engine (never run) & removal/replacement of oil hoses. The very small amount of oil, that is collected during this process, can be returned to the engine.😈 The standard refill is 3 L, however it would be wise to have at least another litre on hand, incase your system takes more or you spill some. You will need a little extra (probably 100-200ml) for topping up / 50 hrs. Total 4 L (MINIMUM) . $21/L is not a bad price. Last carton I purchased was about $20/L delivered. You will do a lot of research to get a few $ lower. I split the cost/carton with another Rotax user. Be Warned! There was a Vic supplier offering for about $16/L - then jacking the delivery cost so high, ended up being one of the most expensive.😈

It is highly likly that the maximum static rpm (fine pitch) should be 5200 rpm. Your taxi test at WOT / 3800 rpm / course (maximum) pitch , serves no useful, purpose and is likely to be placing excessive stress on the engine/gearbox. At flight cruise speed /course pitch, I would anticipate that your engine would be delivering 5000-5500 rpm.😈

To the east of my (limited) knowledge; Existing rules- Only factory built aircraft (subject to one form of certification or another) can be used for hire/reward. As such. the owner/operator can not legally make any modifications to the aircraft without manufactures/factory authorisation. Some factories are more flexible on this matter than others. Owners wishing to investigate changes to their aircraft, should contact the factory seeking approval to do so.😈

I also stand to be corrected ; As stated earlier - An owner can not do own maintenance ,on an aircraft that is to be used for hire or reward . As I understand it this includes factory (Reg 24, etc) built aircraft. Sorry don't seem to be able to remove the undeling function.😈

You or your W&B person can set whatever datum point you choose. Common locations are spinner tip (unreliable as spinner can be changed) leading edge of wing. 😈

An owner can not do own own maintenance ,on an aircraft that is to be used for hire or reward (that includes instructing) - The only exception being, if you built the aircraft, then you can be instructed in it and do the maintenance.😈

Anyone care to respond to my questions??😈

Typical bureaucratic contradiction - goes to interpretation by inspector. 😈

I use "Crow Foot" adapters: 😈

Hard to judge. He was in cruise, 25/hr @ 11000 ft, I think he said. No indicated/true airspeed given. No climb fuel consumption given. To make a useful comparison, the fuel consumption for a the whole trip needs to be used. If it hold true to conventional wisdom, it wont come into its efficiency own, until it gets up into the high teens mid twenties. Then you have to go down the O2 or pressurisation track $$$$$$$$$$$$$$$$$$$$😈

Hope you only had very low pressure in the tyres.300 kg +/-) wont get the trailer springs to soften the ride.😈

SkyView 2 . I have been annoyed at the strange ticking noise that emanates from the SK2 - apparently others have also found this problem. I had my SK2 "stuck" on the perspex/canopy, on the passenger side, just aft of the instrument panel. Turning my head will pick up or loose the tick. Need to move head to maintain visual scan, so tick comes & goes. Putting my open hand up against the SK2 will blank the tick. A sheet if aluminium foil has some damping effect - but difficult to keep in a position that does not interfere with SK2 performance. Tried a ferrite spike suppressor, left by the Telecom man, years ago - seems to work ??? May need to try diffrent locations on headset lead. Relocated SK2 to my side of the cockpit. Much closer to me/headset but further from headset jack. Best so far, hardly any tick at all. For SK2 tick sufferers, try placing it in diffrent positions (always with a "view" of the sky) - with luck the tick may vanish😈

Just back from 1.2 hrs - bit lumpy a 3,000ft , below . Veeeery nice at 5500 ft above cloud. Went for the simple/cheap fix first - removed electrical plug from sensor, enlarged existing slot in rubber seal, rodded (meaning vigorously poked a bit of safety wire) the existing 1.5 mm hole in casing (previously drilled by me) Fuel pressure remained as expected, through climb/descent, various other manoeuvres including several stalls. Happy (for the moment)😈

Painting is a skill. A "once in a blue moon" amature will never reach the standards of a professional painter. DO NOT DESPAIR - an amature can achivea reult that they can be proud of, at a fraction of the price a professional would demand Obsessive surface preparation and careful masking will pay off in the finished product. . Take the time to thoroughly research; the paint you want to use - for an aircraft, try to go with a high pigment density to minimise the amount of paint to get a good coverage. Consider extra elasticizer (if not an aircraft paint) to accomodate for surface movement. what you need in the way of suitable equipments (compressor/regulators ,safety stuff), including materials eg abrasives/ thinners/prepaint surface cleaners environment - spray booth/ room, temperature & humidity read & understand the paint specification sheet. Mixing ratios (& order) is very important. I like to do my ratios by weight (digital scales) others by volume (graduated cylinders) do not skimp on mixing containers, etc the "gun" need not be a top of the line - many amateurs have achieve excellent results with a carefully chosen chepo. Practise to not only get your technique right, also to fine tune the gun settings. Always do a small/short practise run just before committing, to check gun settings. Take the time to set up your preparation area - have everything you will need accessible. Do not skimp on materials. They are expensive however an avoidable "cock up" is more expensive.😈

Hi BurnieM, I remind you that when Rotax 912 engines first came out their TBO was 1,00hrs/ 10 years (might have been less). Derided by the supporters of the established aero engine manufacturers (LyCon) the engine struggled to find buyers. Over time, thousands of engines, its now 2000 hrs/15 years and its reputation is (for those not emotionally invested) the class leader. My point is - When a product first comes into the market, it has next to zero history so "reliability, endurance" can only be extrapolated from factory testing. Factory testing can be subject to marketing influence. We all know this, so are understandably wary. Quality is for the most part an intangible assessment, made by the purchaser. Most new, to the market, products carve out their sales neish by having a strategy eg cheaper, filling a supply gap, etc. It seems to me that Zonsen are doing this in their pricing (could be cheaper) and their 110 hp offering. They will know that as a Chinese manufacturer their product will be viewed, by the West, with some scepticism. They will also know that the aircraft industry is, by necessity conservative, in their adoption of "new" technology. Their acceptance will take time, every aircraft forced landing/crash with suspected engine failure, a setback. Persistence & superior aftermarket service will be the keys to their success /failure.😈

Yes! Unfortunatly cloud cover complet, base probably 2000ft, airfield 900ft - can make noises on the ground but that is not where the problem lies.😈

sfGnome - You appear to live not far from me. You might be interested in a mobile spray booth - I have a Viscount Supreme caravan, internally gutted and rebuilt/refurbished as a small aircraft/car/ multiple motorbike/etc conveyance. Has been used as a spray booth already. Rear end has been replaced by a single full width access door. ID is about 7.5 (L) x 2.3 (W) x 2(H) - if intersted will send photos & dimensions.😈

Nothing on line you can download?? Make your own using combined/relevant data from US & EU, online pdf, manuals 😈

As I said before- I remember well how Japanese good were viewed - your words/views were likly uttered then. What you say for "today" make be correct but what of "tomorrow"?? FYI - I fly an American derived aircraft - its supplier has a poor customer focus (in my opinion) that likly comes from a parochial Word view - something unlikly to develop in the Chinese (at least for several generations) and something we can not afford, while we continue with our mining/farming mindset & failure to adequately invest in R&D 😈

BurnieM I think there is one thing we can all agree on - the shear intrapreneurial drive of our Asian friends. Maaate! they will make whatever adjustments are required to get a foot in this door. Hiccups along the way - they will fix them. Unlike what was the USSR/Russia, which was/is essentially a criminal state, selling shonky goods the West, the Chinese (along with most Asians) are culturally invested in the future/long term. If they believe that we will be a good customer for their grandchildren - they will adjust & invest accordingly.😈

Dynon Technical Advisor has suggested complete removal of electrical connection plug seal, to facilitate access to ambient air pressure. I will give it a go but doubt its efficacy, as already have made "slits" in seal for this purpose AND think the little "pin" hole in the sensor casing is likly to be doing the job.😈