Thruster87

On second thoughts I really should keep them for future use just in case. Cheers T87[been thinking of possible mods that I may do]

How many and which size are you after as I have just finished my Zenith 601xl and have about 1000 left over [i think as I haven't counted them]of 1/8" csk head and 5/32"csk head avex rivets. Cheers

CertificationRegulation 42ZE requires that a person who carries out maintenance on an aircraft must ensure that completion of the maintenance is certified in accordance with an approved system of certification or the CASA system of certification (Schedule 6 of the CARs) as applicable. Separate certifications relating to each inspection shall be made in the appropriate sections of the aircraft log books pursuant to the pertinent CARs.ANNEX B CERTIFY ING ON TH E MAINTENANCE RELEASE (MR) Certifying on the Maintenance Release is not a unique experience. With the exception of periodic maintenance, most maintenance is certified on either work sheets (system of certification) or on the Maintenance Release.

You keep missing the point just because you are the expert on wing repairs does not mean you in GA terms can certify the work you have done. A LAME has to do it.Why is it so?Cheers

The main job that a LAME does is inspections/paper work if he comes across a defect he has the option of doing it himself or getting someone else to do it.That is why there are for example sheetmetal aircraft techs out there who only do sheetmetal repairs and thus have a lot of experience [more then the LAME] but who don't have the knowledge of the overall structures.That is why the LAME certifies the sheetmetal workers work.So stop nit picking and look/find a LAME who suits your requirements. Cheers

When you go thru the training program they don't discriminate on the type of aircraft you are going to work on in the future,therefore it is across the board,so it does prepare you to continue training and learning more complex systems etc later on in your career.Cheers

It did when I did my training [theory only and a look and see how it was done ] including what to look out for which is what a LAME/ AME main job is [inspections].An LAME and a L2 to that fact as well are liable, so one would think it is in their best interests to know what they are signing off.

Before you become a LAME you are an AME and prior to that an apprentice which is a 4 yr course and we covered just about all types of aircraft structures including helicopters.So please don't carry on about what a LAME doesn't know until you have done the trade.The LAME is the specialist [type rated] and the AME is the general fixer.

Tell that to a fellow who is on his third canopy as he keeps cracking it while trying to fit/drill it to his aircraft.These bubble canopies do crack very easily if there is a stress riser and the consistency of strength/malleability is not equal throughout,the forming process may be responsible for this .Cheers

A new airport web site for IRA has been developed and was implemented today - go to http://www.illawarraregionalairport.com.au/default.aspx?WebPage=1

[ATTACH]8674.vB[/ATTACH]This is the 182 which burned down yesterday while it was parked in Mittagong.....Electrical fault is suspected to be the cause[ATTACH]8675.vB[/ATTACH]

Current price on eBay delivered is $1.00 per GB on USB sticks size 16GB or 128GB for some reason the 32 and 64 are going for $2.00 per GB

Where do we place our order? Cheers

Pin 10 is not used.It appears that what happened was the rear plug was misaligned and since that was rectified the intercom now works.Cheers

I wired it up as per the wiring diagram I posted earlier and pin 10 was not ground.All working presently as it should. Cheers

The paste that Rotax recommends is Wacker P12 and as such is what should be used only.

I used an 5"angle grinder with the thin metal cutoff blades on ALL my cutting needs including long cuts [leading edge trimming]on the 601xl Cheers

The ATSB have released a report on amateur built aircraft http://www.atsb.gov.au/media/625511/AR2007043_1.pdf

Me too Cheers

You really need to compare apples to apples with these units to get a fair comparison. I had a quick look and it really depends on type of battery used and how current the models are. Cheers

On mine there is roll over protection via headrests [old volvo] and beefed up rear bow [turtle deck].On the updated 601xl [650]it has roll over protection built into the design.I saw a neat little tool the other day that had the pointed steel end and a torch in the other end.Didn't ask where he got it.Any cracks formed via the tool or crash can be kicked out, which may give you a fighting chance to get out.The elevators were made large to give good slow speed control, it is always a compromise as to which design features you would like.Cheers

The 601xl has Stab /Elevator but a Flying Rudder [no vertical stab].It's always a bit of a problem [roll over safety] with most low wing bubble canopies.Best to have a emergency exit tool handy to shatter the canopy.

From: Doug - SportAviation: I have some experience teaching people to fly the Zodiac as I’m a CFI and used my Zodiac for a while as a teaching platform. A repeatable characteristic among those who fly high(er)-wing-loaded aircraft and are transitioning to the Zodie is their heavy-handedness on the controls. This generalizes from private pilots to ATPs. In fact, there were two other CFIs I couldn’t sign-off to fly the Zodiac because they couldn’t land it – an almost unbreakable PIO near the ground for both. They were the instructors who spent most of their time in twins. It’s clear (to me) there is a certain kinesthetic sense required to fly the Zodiac which is conflict with those built up in other GA airplanes. This seems to be borne out from the insurance stats. One-finger control to press on the stick to change attitude followed by trim is the drill I would often use. Another “quirk” of the Zodiac is the location/height of the gear (I’m referring to a 2007 AMD airplane) and the angle of incidence of the wing (lower angle of incidence, not like the 650 is now or the 601 was earlier). This combination requires a deliberate rotating of the airplane for takeoff. Without the rotation the airplane will just continue down the runway never taking off. Given the weight distribution wrt the gear location, the deliberate action required to rotate is too much stick for maintaining the nose angle one wants for climbout. Thus, it almost immediately results in a nose-too-high attitude once the airplane leaves the ground. The challenge is ensuring folks don’t panic at this point and shove the nose down (gotta ensure you box the stick with your hands!). That can result in a “good belt workout” at a critical altitude. If one takes off at 60 knots, there’s enough kinetic energy in the airplane for a nice easy correction. Or, the stick was used to remove the wings. As I have related previously, I was letting a passenger, who was a Piper Tomahawk owner, fly. It was a gusty day and on climb out at about 80 - 90 kts, the nose pitched up. He slammed the stick forward to lower the nose and gave the seat belts a good workout. He did not go too far forward with the stick as I blocked the stick with my hand; however I have no doubt, he would have put us through the canopy if not for the belts. (I still can not believe an experienced pilot would have done something like that!) I think it is interesting that you choose to use the term "pilot/builder". In fact, the only thing common among all the XL crashes is that NONE of the involved pilots were the builders of the airplane that crashed. I am assuming that the latest crash you refer to is the one in Utah. It is STRICTLY a personal opinion, but I believe the same thing happened to that unfortunate pilot as the phenomena that ended Steve Fossett's storied life - inadvertent entry into a mountain down draft that the pilot and his airplane simply could not overcome.

http://www.anemicaardvark.com/Z601XL/UKMods20090828.pdf

Confirmation for ONE Kannad EPIRB XS3 Cheers