Month: August 2022

The weight of G-PTSI with fire extinguisher and spats in place came in at 524.5 kG within a few kilograms of the other UK TSIs. Thanks to Tim for coming in to make the measurements and make the required report.

Safety wiring – magnetic plug on the engine Safety wiring oil and water radiator clips Camloc retaining spring on the cowling Loctite the wing fairing screws Making the door catches run smoothly – fitting the catch covers Rigging adjustments – full range without any interference Fireproof ID plate With my Tosten CS-8 grips I needed to use the offset bushes to pull position the grips slightly back in order to avoid a clash with panel switches at full forward elevator. Steering and rudder cable adjustment Initially unable to tighten the rudder cables due to lack of range on (new longer) eyebolts. Found to be clashing with retaining rivets. I was told all Slings have the same issue. After purchasing a LH 5/16 UNF tap I was able to clean out the threads and get a full adjustment range. G3X programming gauge limits Permit to fly application paperwork Ground check on autopilot Fuel flow check Test fit of spats Attach heat shields on the undercarriage at the brakes Fuel tank calibration Initially, both fuel senders were not moving when adding fuel 🙁 After some engine starts and fuel in place for a few days, I was beginning to get sensible readings. Note that they read in the opposite sense, (RH tank resistance increases with fuel and vice versa on LH tank). Calibrated up to 40 litres per site for the moment, Rear seat catch fitting Didn’t line up, so on factory advice removed some of the backstops. Printing placards and attaching registration plate Make some engine ground runs Run-up tests. Look for leaks. Gain an understanding of the checklist and the G3x operation. Develop a checklist install in G3x and print placards.

I followed the on-screen tests for interference and calibration. Worst-case interference was 7% of the limit when taxi lights turned off. I did the swing test just outside the hanger and it calibrated the first time with no problem.

The upholstery kit was the last one to arrive. I went with standard option 1 in grey. It was the only kit without shortage or backorders! Although the required M4 rivnuts were supplied as M5, no matter easy to source. It’s quite meticulous work and I did it on some of the hottest summer days in the UK. Inside the hangar and inside the plane with spray adhesive upside down. I just took it slowly 90 min at a time. The instructions are a bit thin and sketchy and it’s was a bit of a jigsaw puzzle to work about where each bit goes and how exactly it’s designed to wrap around what and where, but I figured it out. The passenger seat runs nice and smooth but the pilot seat is a bit stiff. It seems to be squashed laterally, even after I tried to increase the width and re-rivet. Very satisfying fitting the seat and finally having a sit-down 🙂 The finished look is very classy and has that new car smell.

Checking the gauges before the first start – found that the wiring of the differential fuel pressure sensor was not correct. (Midwest colour coding of wires does not match the sensor as I had assumed!) Purged the fuel system from a 5-litre fuel can to clear any debris through the system. There was a bit well worth doing. Followed Rotax oil purge instructions. Started well on the second turn of the keys. Would probably have started the first time if I had kept the starter engaged a second longer. All gauges in the green. I made several runs. First run – 2 min stop check for leaks none found. Second run 20 seconds check turbo oil flow OK Third run 4 min oil up to > 50 C – all good no leaks