skippydiesel

The "owner" builds the hanger and leases the land - check out what Wedderburn have done very successfully.

Moneybox - Rotax have specifications for Boost Pump maximum fuel pressure. Your aircraft manufacturer may have a recommended pump to do the job. I would stick with the recommendation unless you have good cause to do something else. Your existing pump is likly to have Maker, Model. Part Number somewhere on it (If it a Facet it is normally embossed , not always, on the mounting bracket Should you be unable to determine the existing pump you should start by reading the following" Always with reference to your engine ( 912 ULS 100 hp?) Installation Manual, Chapter 73-00-00 , Engine Fuel & Control, Pages 7-8, Boost pump Max pressure 4.5 psi Operators Manual, Chapter 5, Performance & Fuel Consumption, Pages 8, 5.2) Fuel Consumption, Specific consumption at max. continuous performance, 27L/hr It not quit as simple as just purchasing a pump that will deliver 4.5 psi. Your aircraft likely has a return fuel line with restrictor jet somewhere in the line. ie the pump must accommodate this flow. The maximum fuel your engine will burn is 27L/hr, the pump must accommodate this flow. The Boost pump should deliver at least 2 psi - 4.5 psi in work, accommodating both carburettor & return line flow, if it is to act as an emergency fuel supply system, say in early Climb Out (Max power). Most aircraft in the recreational class will use a Facet Cube pump https://facet-purolator.com/specifications/

Rotax offer some specifications , other times recommended manufacturer/product. For the latter it is usually possible to obtain the specifications from the manufacturer, for the recommended product eg Continental supply oil hose for Rotax 912 engines - you can only purchase the specific oil hose from Rotax BUT Continental kindly publises the performance specifications for the given hose, which can then be used to find an equal or better performing hose from an alternative reputable supplier eg Gates.

As I say - Take the long view, could probably have any number of hangers (not just one rich dud) on that block, financially & physically participating in the airfield and its activities. The short term financial windfall will be long gone and there will still only be one more aircraft/participant.

Problem with most products, for human use, is they are soapes with only a little detergent. Detergent is rough on human skin. If my memory serves, pure detergent does not foam (or very little). The froth / foam you get when using automotive shampoos is more for the pleasure/satisfaction of the human applicant, than a practical cleaning agent. Heavy duty truck washes etc, foam very little. Windshield wash, foams hardly at all (don't use dishwashing liquid in windscreen wash)

The problem with anything labeled for Aircraft/Aviation, it often attracts a price well above a similar product not so specified. Seems to me that you could talk to cleaning product suppliers/manufacturers, to find something unlikly to react with aluminium and its various alloys. Try Chemtec, they make a wide range of cleaning products https://www.chemtech.net.au/ I often use very very dilute Castrol windscreen wash (for particularly grubby/stained areas a few spots on a damp rag adds cleaning power). I think is probably close to a pure (non soap) detergent.- No idea if it attacks aluminium. Great stuff but I think now unavailable (still got about 10L - will last many years) Lots of alternative products, don't know if they will measure up to the Castrol though.

Problem is - does it meet/exceed Rotax specifications? Important to me, may be not to you. "Not the sharpest tool in the shed" so am dependent on Rotax specifications, resulting in, the right product for the given job, even if I don't buy from Rotax.

Thank you for your kind words sir. As to the recipe containing fairly common cheap products - I guess there is a degree of refining, meeting of standards, consistency and of course packaging & marketing the "sunscreen" which all adds up. Then there will be the 100% ++ markup, to keep the kids in private school, the facilitate the annual overseas holiday and the new luxury car every 3 years or so.😈

Ha Ha - told you so!😈

https://mgchemicals.com/downloads/tds/tds-860.pdf

Must have punched some doggy buttons - yes $3.64/gm

That's great Arroin - If you can make it to/better than Rotax specifications. As I pointed out, some posts back, there are lots of heat sink paste options in the marketplace. As a non technical person, I am "wedded" to Rotax specifications. This does not mean I always purchase from RoTAX but do use "stuff" that meets/exceeds the Rotax standards.

Very nice Garfly. Will follow up, I think on an SE2 consider an

Wacker from EU - Just now - EUR 132.80 = AU 218.51= $10.96/ml Compared with; In Au - MG Chemicals for $65.15 = about $ 0.44/gm True the Wacker P12 remains Rotax recommended product, however the MG has been recommended by a highly respected Rotax technician on the Rotax Owners Forum with the statement MG Chemicals Heat Transfer Compound Silicon as an appropriate substitute, that he has used to good effect for 23 years. I am merely presenting, what I believe is a rational/cost effective alternative. There are maintainers, out there, who are obsessed with following every detail of Rotax recommended service/items, to the point where their aircraft is grounded due to their inability to make a logical alternative decision eg to use an available product, at reasonable cost, that meets/exceeds Rotax standards, when the recommended product may be difficult to access and prohibitively expensive. Ultimately, I support the right of the owner/maintainer, to use whatever they wish to look after their Rotax.

I was taught to FIRST do the lap belt up nice a snug, low on the hips, making sure there was nothing, other than a layer of clothing, between belt & skin (no keys, pocket knife, wallet etc)- then do the shoulder straps snug. My shoulder straps have a quick release tab, so that I can loosed one/both in flight to reach across the cockpit (retighten after job done). Check again for tightness before landing.

Probably make more money/better use as an airfield asset, by having hangers as per Napper Field/Wedderburn

Am I missing something? Dont know how the top bit transferred. Yes, you missing the currency conversion on the product itself and the exorbitent delivery cost also in EU - a trap for the 😈

Anyone have a "screenshot" of SE2 reporting on OzRunways? ie Whats it look like?

Front Leg could be Jake ( Infamous Australian Export)

Will the Skyeco 2 "talk" to OzRunways?

I just checked the price of 1 pk Wacker P12 Thermal Paste , delivered Australia, NSW - Eu 101.60 becomes $166.05 Au Did you read my post for a recommended alternative, available in Australia from Mektronic $65.15 (delivered AU) https://mektronics.com.au/products/mg-chemicals-heat-transfer-compound-silicone-150

The pilot was seriously injured Given what can be seen of the cockpit, this likly means that the pilot : Failed to wear seat belts correctly Failure of set belt and or seat Something incorrectly secured ,has hit him

Yeah! - I felt pretty stupid. Will do better next time😈 More like 30-40 knots

I am guessing the engine bed./frame is going to be your biggest challenge. There will be W&B calculations Thrust and prop clearance considerations The Sonex Builders Forum /Rotax section, may give you some ideas/direction https://sonexbuilders.net/viewforum.php?f=60&sid=d184869d81d414ee862f2e6379cd3f38 Back to the engine bed - I suggest a Rotax or Rotax style Ring Mount is hard to beat:

"....dunno if Skippy flys IFR" Yes, I Follow Roads, in strictly day VFR condition😈