Rapture

This. We appreciate the observation about the proximity of the exhaust to the oil filter. Appropriate measures to reduce or negate the proximity of the exhaust to the filter are being adopted. Future posts will show these initiatives.

The next instalment in the CA510 110hp installation into a J160 is a bit overdue but here it is. The engine will require a 3” prop extension to fit nicely into the cowling. We are waiting for the extension to arrive from overseas. Once it does, the engine location will be confirmed and the mount will be final welded. In the meantime, the exhaust system has been welded up and looks very nice. The photo below shows the exhaust system mounted to the Rotax we have been using for mocking things up to keep the new Zonsen engine pristine until the final installation is ready. Hopefully the prop extension will arrive soon (it has been shipped so we are waiting for it to arrive) so that we can finalise the engine mount. Bolly is doing a special prop for us which we are excited to trial with this airframe/engine combination. The fuselage work is essentially completed but awaiting painting. The wings have been painted and are ready to go back on the fuselage. Once the engine and accessories are mounted, we will have throttle cabling and instrument wiring to do and then we are pretty well done with the installation.

This one is 19 registered so is ok. For S-LSA Jab 160Cs, we will develop a MARAP package to be submitted on an individual basis for approval to allow these aircraft to be fitted with the Zonsen engine and continue to be used in commercial operations. We will do the engineering analysis for a standard FWF conversion that we will offer the package for. This is all dependent on folks actually wanting this conversion. We will determine that demand once we have an aircraft that we can demonstrate. If no one wants it, then we won’t go to the hassle or expense of developing the full MARAP package.

Yes, the oil cooler is enhanced also and we will work out the required airflow.

Sorry Brendan, this post slipped through the cracks. The focus has been on obtaining and planning for the installation of the FWF engine accessories, as well as installing the fuel pumps adjacent to the fuel tank. We have a new radiator that is slightly larger than the stock one for a 912, since our Zonsen CA510 has 9 more hp and our aircraft is based where it gets super hot in summer. Also, the CA510 is fully liquid cooled, no air cooling of cylinders required so again, we opted for a slightly larger radiator. We have also installed carby heat and that system is partially shown in the attached photo. Last weekend, the engine mount has been mocked up with a view to being welded shortly. All in all, progress has been steady but not much visual progress to photograph. Hopefully, there will be a bunch more progress with associated photos over the next few weeks.

I’ve always used USPS for small items. You can get it with tracking.

We are trying hard to keep the modifications to the J160 airframe minimal so that future conversions are both minimum cost and complexity. The above photo shows that the stock cowling still fits fine. With our 110hp CA510 being fully liquid cooled, we might even be able to plug some of the holes in the stock cowling to reduce some drag.

It’s a very old, junker 912 but is dimensionally correct for the Zonsen installation so is good for the mock up.

While we will shortly be delivering our brand new 110hp Zonsen CA510 engine to the aircraft, an old Rotax is being used to finalise the engine mount geometry, as well as to facilitate the installation of the final engine accessories such as radiator, oil tank and cooler etc. When the new Zonsen engine arrives at the airframes location, we will be able to drop it straight in to replace the Rotax. The attached photo shows the Rotax and the associated firewall to engine ring frame mount. A jig will be fabricated from this first (non-airworthy) engine mount from which the airworthy mount will be made. The prop hub has been determined to be in the identical position to the Jabiru hub and we hope to be able to use the original cowling with minimal modifications. Now to plan the installation of the engine accessories.

I flew one of these aircraft for about 20 minutes as part of a demonstration day when Seabird was looking for funding. The potential investors asked me to fly it and report to them about its performance. I recall that it was very sensitive in pitch but if flown with two fingers with very gentle inputs, it behaved as advertised. I can still vividly recall telling the very experienced cropduster pilot who flew it after me about the pitch sensitivity, to then watch him jump in, start it up apply full power and after takeoff experienced major pios. There was one power setting where the König 3 cylinder set up a very prominent buzz through the airframe which worried me a bit at the time. That said, it was a fun to fly aircraft and I’m pleased Seabird managed to move ahead.

And getting back onto topic, progress has been made on the J160 Zonsen conversion. The restoration of the J160 moves ahead with the new glass having now been installed. The airframe itself is now pretty well done with a new factory interior to be installed. Here she is with the new glass installed.

The 110hp CA510 has no Rotax equivalent. It is fully water cooled, and does not require any air cooling of the heads etc. This explains the different architecture of this model.

For those that didn't make it to AusFly, here is a photo of our 110hp CA510 minutes after we opened the crate which had only arrived in Adelaide a few days before the event and we were that busy that we didn't open the crate until we had arrived at Wentworth. Luckily, it was all there and in excellent condition. The fine specimen of a man watching over it is Milton, owner of the yellow Lightning Bug who by the way is selling that Bug to help fund getting the next Bug flying with a Zonsen engine in it. The boxes that came with the engine contained the accessories that we ordered with it such as mounting rubbers, etc.

It is not certified but it is ASTM compliant and comes with the statement from Zonsen if requested. Under the MARAP framework, we will complete the installation and seek approval under the MARAP framework to maintain it as a S-LSA, allowing continued use in commercial operations, i.e for flying school duties. If other Jab owners want to do the same thing, approvals are on a one-off basis so each installation must go through the same approval process.

Having now spoken with several J160/J230 owners who have retrofitted Rotax engines to their airframes, and also having spoken with several of the individuals/teams that actually undertook the conversions, It is very interesting to note their experiences and also their aircraft’s demonstrated performance with the Rotax installed. I am not going to repeat them here as the information would be second hand, but it is motivating for us to fit and demonstrate some Zonsen engines in Jabiru airframes. To that end, we now have a J160 airframe being prepared to have the 110hp Zonsen CA510 that we took to AusFly installed. Once that combination is flying, we will be able to provide first hand performance figures for the combination. We also intend to take that aircraft on a demonstration tour to allow flying schools and Jab owners to experience the conversion for themselves. This will also build hours on the engine in real life operation that together in conjunction with other Zonsen dealers around the world, we can start building reliable data about the reliability of the engines. It’s a start…. Anyway, here’s a photo of the recipient J160 that is currently undergoing a full restoration with the necessary firewall forward and instrument panel conversion to be undertaken. Standby for further updates.