I’m happy to report that the panel powered up with no apparent issues. All good!
At this point, I’ve got good reason to believe that the avionics and and wiring harness are happy and healthy. There’s still a long way to go, but I’ve got something to hang my hat on.
The engine management and engine information systems aren’t connected yet, but the Garmin G3X Touch avionics are up and running, along with the Vertical Power, VP-X Pro electronic circuit breaker system. Of course this was done during setup and testing at Midwest Panel Builders, but it’s very nice to see it happening – here and now.
I’ve confidence-checked about as much of the harness as I can at this point. I’ll be able to do more when my Rotax 912iS Sport engine is mounted and its Engine Management System (EMS) connected. Stay tuned for that.
I can see the end of the airframe assembly down the road and setting the wheels in motion to have the engine group arriving in 3 months or so, will keep me motivated to accomplish tasks in order to be ready when it all gets here.
The engine is the BRP Rotax 912iS Sport. It’s state-of-the-art. I’m absolutely set on having a 21st century engine for a 21st century airplane. It’s a mere 100 horsepower, but it’s the engine for the Sling 2 – IMO.
Yes, there is a 115 horsepower turbo engine option – which offers more performance to be sure, but it’s significantly more money, it’s got a turbocharger to maintain, not quite as high-tech – doesn’t have FADEC (computerized engine management system), plus – it demands a constant-speed propeller that costs 4 or 5 times as much as the fixed-pitch unit I’ve decided on for my machine.
Speaking of propellers – the propeller of choice for the 912iS powered Sling 2 happens to be the very sharp-looking, carbon fiber, 70 inch diameter, 3-bladed, ground-adjustable Whirlwind GA-RW3B, dressed with the perfect spinner.
The engine comes from BRP Rotax in Austria, through their South African distributor – Sling Aircraft and then to the USA. Eventually, it all has to make its way to the Upper Left Corner, where I am, in out-of-the-way Sequim, Washington. It’s a roundabout, slow-boat process – no doubt about it.
Because the engine and aircraft are of African decent – I’m expecting the engine fittings are going to be metric, as opposed to UNF – more typical for aircraft in the US. The engine itself is metric, but I understand that they can be had with UNF fittings for oil and fuel lines. However, the firewall forward kit is going to be for a metric engine and I’m not going to try to swim upstream. Go with the flow. Someday, if it really bugs me I could probably convert it from metric fittings. In the meantime, I’m going to put it all together and go flying – as it comes.
It’s pretty darned exciting and really something to look forward to.