FAQ

DG-800B/C

Is there a DOT approved oxygen bottle that will fit into the DG800B/C available?

The oxygen bottle sleeves were designed to fit the European bottles which are not DOT approved in the US or Canada and therefore cannot be hydrostatically tested and re-certified. DG claims it is not possible to make a larger sleeve due to structural constraints. However, there are two options available for North American DG-800B/C owners. They can install a smaller and very light weight composite bottle such as the Kevlar KF-011 bottle from MH Aviation & oxygen Systems, which measures 3.5” x 22” or (thanks to a suggestion by Bob Faris) they can now use a much larger AL-682 aluminum bottle measuring 4.4" x 26.8" with some minor modifications (See Technical Note DG-G-13, dated November 19, 2015).

The Kevlar bottle (image #1) will require additional padding to support the bottle in the larger diameter sleeve.

When using the AL-682 bottle (Image #3), the sleeve needs to be removed and the fuel tank lined (image #2) with Teflon tape to prevent damage to the copper foil static bonding strips on the tank. Use the Z222/1 mounting bracket from DG with CMK-0048-02 quick release clamp from Mountain High Equipment & Supply Co. (MH).

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What does the witness paint on fasteners indicate?

Not only can one determine if the fastener might have turned indicated by the paint or torque seal being broken, but it also indicates the fastener has been secured with a thread locking compound such as Loctite 243, commonly used on DG gliders. Any time a fastener is removed with witness paint on it, be sure to use the recommended thread locking compound upon reinstallation. Also, it is advisable to used heat to soften the adhesive of thread locking compound when removing such fasteners so not to strip the head or damage the threads. Once the fastener is reinstalled be sure to remark it with witness paint such as Torque-Seal (see images below).

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What systems rely on the stator assembly located under the fly wheel on the aft side of the engine?

The stator has two separate power generating systems. It supplies electrical power for the ignition CDI boxes and it is a generator that supplies power for recharging the batteries and power to the second in line fuel pump. If both ignition systems fail at once, look at the stator as a possible cause. If you have a generator fail indication, but the engine runs fine, also look at the stator or wiring from the generator side of the stator as a possible cause.

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How can the protective cap over the propeller shaft nut be removed for the bearing work per MM 4.13?

Use a tool similar to the one shown in the attached picture to pry it off. It is only held in position with friction, not bonded.

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