kgwilson

When the Skecho2 was approved for use in NZ they disallowed the use of suction mounts. I've had mine fall off a few times but the bubble canopy is not perfectly flat anywhere so it does not stick well except along the side close to the base where it is fairly flat so it stays there mostly.

It is different for everyone. I turned 76 in February and my BFR expired in November 24. I had a bad case of Shingles that lasted 4 months, then a lot of wet weather, sold my house & bought another & am full on with renovations. I flew my aircraft in January with an instructor and was very rusty. My navigation skills in the air and general flying ability are fine but thinking about organising a BFR and what I need to demonstrate to an instructor has left me pondering whether i'd manage everything. I haven't flown more than a hundred miles from home since 2020 and am unlikely to go long distance any more so maybe I'll just do the BFR without Navs. I am not sure I will be able to remember everything i need to know about XC flight by dead reckoning. First though I need to go for a couple of flights with an instructor to get my skill levels back. One day i know I will have to give up flying. I still have a few years ahead of me but don't know how many. I read somewhere years ago the quote below. "One day you will walk to your hangar knowing that this is your last flight or one day you will walk to your hangar not knowing that this is your last flight. You will not do both". I fully intend it to be the former.

When I built my aircraft (2014) I routed the VDO tacho wires in the same loom as most of the others and had a similar problem as they were getting induction current from the others. The wires should be in a twisted pair and kept away from others as far as I can recall. You could use shielded wires as an alternative. Anyway by separating them the tacho has functioned perfectly since I did that.

The response to Fosythe is nothing more than than pollie waffle that says absolutely nothing and takes 4 paragraphs and about 150 words to say that.

At many regional airports with some RPT, the terminal and GA are separated by some distance. Often the GA area is close to the local Aero Club and access to/from the aerodrome is via their clubhouse access or security gate. While they say you are required to have an ASIC, generally you can land and access the aero club with the RPT terminal some distance away. I have operated to/from a number of aerodromes without an ASIC without any problems and avoid the RPT terminal area. I have not been asked to produce the ASIC card I don't have anyway.

I posted this because you quoted my post and said the reference made has no date on it, that's all.

The document I uploaded is not the one you have quoted. It is this one uploaded last Sunday attached again petrol-life-vehicle-tanks.pdf

I have a Jabiru 3300A engine as specified in an earlier post. I only use Avgas if I can't get Automotive 95 or 98 ULP.

Yes it does. At the bottom of each page it states "Issued January 2010, supercedes Feb 2005."

A paper published in 2010 by BP relating to petrol life in vehicle fuel tanks is just as relevant today as it was back then. PDF file attached petrol-life-vehicle-tanks.pdf

Everyones Aviation journey is unique. I have been obsessed with flying ever since I was a little kid. From paper darts to balsa wood cutout spitfires, kites and eventually model aircraft starting with gliders with aerofoil doped tissue wings & then powered models with 3/4 cc diesel engines & up to 1.5cc at around age 12. A friend of my father was a pilot during WW2 & owned a Tiger Moth & he took me for my first flight. I was 9 or 10. Girls & motorbikes dominated during my teens & I travelled the world in my early 20s & saw early hang gliders in Switzerland & returning to NZ in 75 got in to hang gliding which I flew right in to the 90s. I flew my first powered aircraft in the late 70s, a weight shift controlled Quicksilver, & then began my journey to obtaining a PPL initially in a C150, then C152, C172 & my favorite touring aircraft Piper Archer 2 (PA28-181). I built my current aircraft over nearly 5 years from 2010 & fly this currently though I don't go on long trips these days. When the sun is shining and the air is still I still get the same buzz with an early morning trip down the river and along the coast or just somewhere not too far away. I have always related to the poem by John Gillespie Magee in a letter to his parents in 1941. Oh! I have slipped the surly bonds of Earth And danced the skies on laughter-silvered wings; Sunward I've climbed, and joined the tumbling mirth of sun-split clouds,—and done a hundred things You have not dreamed of—wheeled and soared and swung High in the sunlit silence. Hov'ring there, I've chased the shouting wind along, and flung My eager craft through footless halls of air .... Up, up the long, delirious, burning blue I've topped the wind-swept heights with easy grace Where never lark, or even eagle flew— And, while with silent lifting mind I've trod The high untrespassed sanctity of space, Put out my hand, and touched the face of God.

The brand of battery has no bearing on whether the engine will start or not. It has to spin the engine when cold to more than 300 rpm, that's all. I know of a number of Odessey batteries that have not gone the distance. They are expensive and as a rule of thumb you get what you pay for but they are no better than a number of other brands in my opinion.

Setting the coil gaps is easy. The recommended procedure is to loosen the bolts, pull the coil away from the flywheel & tighten, insert the correct feeler gauge, loosen the bolts & let the coil clamp down on the feeler gauge, tighten the bolts & pull the gauge out. If you can't budge it loosen the bolts a bit & wiggle it out, tighten & recheck the gap. It doesn't matter if the gauge is magnetic or not.

I never had a problem with my Gen 3 3300A till I went out West and in the morning it was minus 4 or 5 degrees with frost all over the aircraft. No amount of cranking had any effect & I flattened the battery. The answer was blindingly simple & FH has already mentioned it. I closed the gap to .020 got a jump start & it fired straight away. As has already been stated the throttle must be fully closed & the choke on fully. It really isn't a choke at all but a secondary separate rich jet system. Jabiru can also supply a cold start kit which provides a much ore powerful spark by replacing one of the coils with a vhv coil. I believe they are very good in extremely cold conditions.

I only buy my petrol from busy reputable outlets. I know the Manager of my local supplier and that the underground tanks are fairly new. I know the quality control is lower than that required for Avgas but I always buy fresh and don't store it and filter through a Mr Funnel. If I don't fly for more than a couple of months I drain the tank and use it in my wifes car & the lawnmower. The aromatic hydrocarbons in 98 unleaded evaporate off quickly especially when there is a large air space in the tank so I like to add some fresh after the aircraft has been sitting for more than 3 weeks. BP recommends adding some fresh after a maximum of 5 weeks. I have heard of people having issues with bad fuel but not anyone I know or in recent years. I had a personal problem with my company car back in the 1980s. The oil level on the dipstick began rising and others were having the same issue. Diesel had been put in the company's petrol supply tank. Mistakes are always possible as everything is managed by humans. As time has moved on so have the controls. I have seen plenty of lead fouled plugs and known issues with valve guides & seats. My engine has only done 400 or so hours but the risks of using Avgas compared to Automotive petrol are minimal with appropriate management and care. And the engine is all the better for it.