Thruster87

A lot of kit aircraft are not built in fixtures and as a result no two come out exactly the same.Even production aircraft have variations and trim tabs are often used to counter act these forces.On longer trips in a side by side aircraft, electric trim can really be of benefit to lessen stick forces, especially with only one up. Cheers

Get the pop rivets from Zenith they cost $90 per 1000 plus postage in size A4 - 1/8" and A5- 5/32" as one length fits all.I also bought the rivet gun tips from them which are ground so the c/s rivets set as low domes for extra stregth [via work hardening??????] Cheers T87

The current 601xl nose wheel butt weld from the factory is so strong that the tube will bend before the weld gives way.Know this due to testing one.The fork [2 x 3/16" 6061 T6]could be a bit stronger [say a solid 1/2"]so it would take side loadings better Cheers T87

The calculations/testing/analysis/reviews/flight tests etc all show the aircraft to exceed design requirements for 600kg LSA with the upgrade package installed.:thumb_up: So should one wait eagerly for another accident to say I told you so?????

JAR 23.629 Flutter (a) It must be shown by the methods of (b) and either © or (d) of this paragraph, that the aeroplane is free from flutter, control reversal and divergence for any condition of operation within the limit V~n envelope and at all speeds up to the speed specified for the selected method. In addition - (1) Adequate tolerances must be established for quantities which affect flutter; including speed, damping, mass balance and control system stiffness; and (2) The natural frequencies of main structural components must be determined by vibration tests or other approved methods. (b) Flight flutter tests must be made to show that the aeroplane is free from flutter, control reversal and divergence and to show by these tests that - (1) Proper and adequate attempts to induce flutter have been made within the speed range up to VD; (2) The vibratory response of the structure during the test indicates freedom from flutter; (3) A proper margin of damping exists at VD; and (4) There is no large and rapid reduction in damping as VD is approached. © Any rational analysis used to predict freedom from flutter, control reversal and divergence must cover all speeds up to 1·2 VD. (d) Compliance with the rigidity and mass balance criteria (pages 4-12), in Airframe and Equipment Engineering Report No. 45 (as corrected) "Simplified Flutter Prevention Criteria" (published by the Federal Aviation Administration) may be accomplished to show that the aeroplane is free from flutter, control reversal, or divergence if - (1) VD/MD for the aeroplane is less than 260 knots (EAS) and less than Mach 0·5; (2) The wing and aileron flutter prevention criteria, as represented by the wing torsional stiffness and aileron balance criteria, are limited to use to aeroplanes without large mass concentrations (such as engines, floats, or fuel tanks in outer wing panels) along the wing span; and (3) The aeroplane - (i) Does not have a T-tail or other unconventional tail configurations; (ii) Does not have unusual mass distributions or other unconventional design features that affect the applicability of the criteria; and (iii) Has fixed-fin and fixed-stabiliser surfaces. (e) For turbo-propeller powered aeroplanes, the dynamic evaluation must include - (1) Whirl mode degree of freedom which takes into account the stability of the plane of rotation of the propeller and significant elastic, inertial and aerodynamic forces; and (2) Propeller, engine, engine mount and aeroplane structure stiffness and damping variations appropriate to the particular configuration. (f) Freedom from flutter, control reversal and divergence up to VD/MD must be shown as follows: (1) For aeroplanes that meet the criteria of sub-paragraphs (d) (1) to (d) (3) of this paragraph, after the failure, malfunction, or disconnection of any single element in any tab control system. (2) For aeroplanes other than those described in sub-paragraph (f) (1) of this paragraph, after the failure, malfunction, or disconnection of any single element in the primary flight control system, any tab control system, or any flutter damper. (g) For aeroplanes showing compliance with the fail-safe criteria of JAR 23.571 and 23.572, the aeroplane must be shown by analysis to be free from flutter up to VD/MD after fatigue failure, or obvious partial failure of a principal structural element. (h) For aeroplanes showing compliance with the damage-tolerance criteria of JAR 23.573, the aeroplane must be shown by analysis to be free from flutter up to VD/MD with the extent of damage for which residual strength is demonstrated. (i) For modifications to the type design which could affect the flutter characteristics compliance with sub-paragraph (a) of this paragraph must be shown, except that analysis alone, which is based on previously approved data, may be used to show freedom from flutter, control reversal and divergence for all speeds up to the speed specified for the selected method. Wings

4. Flutter results for the CH601XL Flutter calculations have been performed for the CH601XL based on the results of complete ground vibration tests up to Eigen frequencies of 80 Hz. All results, the input and output files for the software package ZAERO, as well as all pre- and post processing MATLAB program codes are stored on the corresponding project DVD CH601XL. The files on the DVD CH601XL allow complete analysis and reproduction all computed results: • minimum and maximum take off mass • controls fixed and free • cable tensions of aileron control system from 5 lbs to 45 lbs • low altitude flight (MSL) and high altitude flight (5000 m) No tendency to flutter or divergence was found within the flight envelope. The analysis does not show any reason to install mass balancing weights nor the need for spades. 5. Summary JAR-23 guidelines require testing to ensure that “the airplane is free from flutter, control reversal and divergence for any condition of operation within the limit V~n envelope”. With the classical linear approach for flutter analysis with ground vibration test and up to date flutter calculations using the software package ZAERO, no aeroelastic instability was found within the flight envelope of the CH601XL. When the flap stops are installed according to the manufacturer's specifications is mounted and the cable tensions are within the specified tolerances set by the manufacturer, the occurrence of flutter with the CH601XL is improbable within the well defined flight envelope. The analysis in this report is based on linear methodology. The analysis of possible nonlinear vibrations due to structural instabilities was not the subject of this investigation

A Video has been created from the Analysis of the FAA Report and its comments on the Zenair 601XL / 650 load test. �You can see the video at�[media=vimeo]10340573[/media]� �Please pass the URL along to anyone who would be interested. �� [thread copied from matromics]

Europa XS Monowheel Performance Cruise speed 8,000 ft 75 % pwr (Rotax 912 ULS) (TAS)140kts. Max cruise speed 10,000 ft (Rotax 914 UL Turbo)(TAS)174kts http://www.europa-aircraft.com/

A cheap start to gps navs, if only you could read/see in direct sunlight they would be perfect for the price. Cheers

Airbox/NATS Introduce GPS for £149!! 10/12/2009[ATTACH]10069.vB[/ATTACH] NATS, the UK’s air navigation service provider, and Airbox Aerospace Limited, a British company at the leading edge of aviation navigation, have announced the launch of Aware, a new GPS-based moving map device. Aware is designed to tackle the increasing frequency of airspace infringements in the UK, which represents a growing risk to safety. The Aware project began with the concept of a simple, affordable airspace alerting and positional awareness device that could be regularly updated with the latest airspace information. NATS and Airbox have collaborated on the research and development, concentrating on producing a unit that addresses the main causes of airspace infringement, namely uncertainty of position and lack of awareness of airspace and airspace changes. Airbox says it expects that the device, with a screen size of 4.3 inches, which retails at £149.00 (including VAT), will become an essential part of every General Aviation pilot’s kit. Each unit comes loaded with ICAO 1:500,000 charts for the UK and the NATS airspace database, the definitive airspace database for the UK. “The integrity of the NATS data is second to none,” explained Airbox technical director William Moore, “and combined with Airbox’s advanced GPS engine and a very low price point, we believe that this tool will make a significant contribution to flight safety in the UK.” One of the main advantages of the Aware system is that pilots can keep the airspace definition in their units up to date at no cost, by downloading free monthly updates from AWARE - POWERED BY AIRBOX IN ASSOCIATION WITH NATS. Data on the site is updated in conjunction with AIRAC cycle updates to the UK AIP. Users who are subscribed will also receive e-mail alerts on significant changes to airspace. Using the NATS airspace database, the Aware system is able to take full account of aircraft position and altitude in relation to controlled airspace, so that the pilot only receives alerts that are relevant to the altitude. The system will also alert pilots to relevant navigational hazards such as aerials based on altitude. “Infringements into controlled airspace are a serious safety concern for private and commercial pilots. In the complex airspace over the UK, it is imperative that all aircraft respect airspace boundaries so we can all share the sky safely.” said Gretchen Burrett, Director of Safety for NATS. “By keeping pilots conscious of nearby airspace boundaries as they fly, Aware helps pilots to steer clear of accidental infringements. NATS is proud to have been involved with this project which we believe will be a major asset for airspace safety.” The device is designed to be inexpensive, effective and very simple to use straight out of the box. Both NATS and Airbox hope that it will appeal to pilots who are not currently flying with GPS. It does not replace map and compass navigation, but rather supplements it by aiding a pilot’s situational awareness. Aware will be available in early 2010. Preorders can be made at AWARE - POWERED BY AIRBOX IN ASSOCIATION WITH NATS. Articile from AV8 Magazine Cheers

Wings Over Illawarra 28th Feb Don’t miss itat Wollongong Airport/Albion Park Airport/IRA

Will need the 3/8" prop bolt holes not the 1/4" as per Jabiru props. Haven't had/tried to drill any to date. Cheers

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Still trying to source a prop suitable for my aircraft with a Jab 3300 installed. If you have one for sale send a PM Cheers T87

The new 650xl will have all the current 601xl upgrade mods plus a few other different upgrades incorporated into the kit so it will still be a joy to build. Cheers T87

[ATTACH]9724.vB[/ATTACH] [ATTACH]9725.vB[/ATTACH] [ATTACH]9726.vB[/ATTACH]For those that know a bit about the Fuse/wing structures here are a couple of pics of the piper can't see much diff between the two other then the nose wheel setup and the supporting structure.Cheers

Piper Unveils PiperSport LSA This is almost the same as a Zenith 601xl. The wing structure is almost identical as is the rest of the aircraft.The plastic moulding around the cockpit looks very neat compared to the 601xl.Goes to show that the big boys have confidence in the Zenith 601xl design. Cheers:clap:

There is no smoking gun with with respect to why these accidents have occured.You can rip the wings off just about any aircraft if you DO NOT OPERATE within the NORMAL LIMITS.

Won't know until the reports are in !!!!!!!!!!!

There has been discussion on this upgrade mod now for 6 months or so from a lot of sources so the old poor bugger should have been aware.But lets wait for the reports to see if they come up with any firm reasons for this unfortunate accident.Last year over 400 people were killed in cars in NSW alone Cheers

This is old news to Zenith 601xl builders as most if not all are already in the process of installing the upgrade mods to have a greater safety margin to an already proven design if operated within the design envelope.The Zenith demo plane has over 1000hrs and many hundreds of completed aircraft have accumulated many more.This sport aircraft is now the most tested in the world with engineers from across the world reviewing the design and having an input on the upgrade mods.The latest wing load test [ on the upgraded wing spar, center spar] showed that the wing attach bolts bent rather then any spar failure as it was loaded well past Ultimate Load so now we use NAS 6205 bolts instead of An-6 [6 bolts on each wing attachment] cheers T87

Still trying to source a prop suitable for an a/c with a Jab 3300 installed. Cheers T87

But it does look good compared to the two tube normally seen on RAA aircraft Cheers

Automotive paints are fine, [i used Valspar 860 K2 ] .The important part is the primer [i used Valspar VP50 epoxy primer 2 pack] used,make sure it is suitable for the underlaying /metal treatments.The main point in choosing the paint system is you DON'T want to sand between coats,you want to be able to put on the top coat on while the primer is still wet-ish [15min-1/2hrs between coats on mine].Also do a test piece first. CheersT87