skippydiesel

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.😈

I am old enough to remember the contempt the west had for Japanese products - All the Chinese product, problems/issues , real or perceived, you have winged about today, will be overcome. They have the science, skills and drive to become the World leader - get used to the idea.😈

Yes it does - pain the proverbial to access. Will do, if needed, after checking the above mentioned indicators.😈

I trained in C172 & 150's - Once in cruise flight, it is very easy to trim for continued straight & level - feet & hands off (if you wish). The aircraft will continue on the trimed heading & level for long periods. Fuel burn, Pax movement will have some small input. Changes in wind speed & direction will also have an influence, principally to heading & not usually sudden. The above characteristics allow the VFR pilot, on entering IMC to ignore the strong physiological signals, usually at variance from what was actually happening - that is the aircraft continues on same heading, altitude. To change the altitude the pilot need only increase/reduce power. This will not change the aircraft heading (induce a turn). Will cause it to climb/descend in a wings level attitude. Subject to there being no ice, knowing the cloud base/top and clearance to terrain, the aircraft will emerge from the cloud, allowing the pilot to continue to a safe landing. Note: Reduction in power/entry to cloud ( moisture) may lead to carburettor icing - apply carburettor heat before entering cloud) This is NOT MY METHOD simply what I was taught and experienced while being trained.. "once you're in it you ARE an "IFR pilot" and you'd best start acting like one" This is incredibly dangerous talk. Should the untrained attempt to manoeuvre the aircraft, they likly to be facing their maker in short order. To remain current, IFR pilots must train at frequent (?) intervals. How do you expect a completely untrained VFR pilot to instantly acquire the skills/mindset, vital to safely navigate IMC? As a strictly VFR pilot, I think it's time to leave this conversation. I am concerned by the inference/statements that suggest that it is possible to acquire IFR skills, when faced with what, for most, will be a very tense, verging on/actual panic situaton. 😈

Thought I might follow the above with this comment: If you close your eyes and get someone to push you hard enough, so that you may fall - the urge to "save " yourself is almost impossible to ignore. This is your middle ear (primary balance instrument) galvanising your body to save itself - this is what can/will happen to an untrained pilot entering IMC. If your eyes are open, you can orient your position relative to structure or the horizon - not available in IMC. Not a medico/biologist - My rudimentary understanding of how the middle ear (semicircular canals) operates is - it's a fluid filled structure that has small hairs on its inner surfaces. The hairs are connected to nerves. The fluid moves, the hairs move in sympathy and send information to the involuntary part of the brain telling us that we are upright/falling, the brain responds to correct the situaton. This information is then used to take action to maintain stability. As a fluid filled structure it responds to gravity and G forces. The latter can/does "trick" the fluid into thinking down is in the direction of the force - thus the pilot can be in a spiral descent (even upside down) thinking they are straight & level. Worse the aircraft can be straight & level and the pilots gets "the leans" meaning they have become disoriented and are convinced the aircraft is turning/climbing/ descending (middle ear) and they must take corrective action - this will kill you. Do not touch the controls.😈

I have Dynon EFB. It has both fuel pressure and flow readouts. Fuel pressure also has a "low fuel pressure" auditory warning (tends to focus the brain). No I have not checked voltage - will take note next time. I have just realised , nor have looked at the fuel flow reading - will also check that out.😈

The problems are: VFR pilots are not trained to fly in IMC/ fully utilised flight instruments. Humans tend to respond to very strong physiological signals that may not represent the actual orientation of the aircraft. IFR pilots are trained to ignore the above and also to have an appropriate response to what the flight instruments are telling them. It's not just the pilot - the aircraft must also have the required complement of IFR instruments, maintained to the appropriate standard. Most aviators accept that intensive IFR training/recency is required to safely fly in IMC. IF a VFR pilot, finding themselves in a difficult situaton (entry to IMC) it would be down right stupid/likly suicidal to the attempt to fly as an IFR pilot. Far better to allow the aircraft (ultra stable one like a C172) to depart, using power, from a well trimmed straight & level - no hands, no feet, Do NOT ATTEMPT TO CONTROL THE AIRCRAFT it will make a stable descent/climb, as you have decided, without any further input. NOTE: I am not advocating a VFR pilot fly into IMC far better they take every precaution/action/alternative to avoid such satiations.😈