Thruster87

hi thrusterhow much you want for them ???

Where can I purchase Avex countersunk rivets for the Savannah in Aust

I am tiring of this, I feel it's getting a little un-professional. So, I'm going to sign off after these comments. Point 1., Lame's DO NOT CERTIFY WORK, they sign off work performed by the technician eg.Ame. Certification is a different issue involving regulations and a whole heap of legal stuff; 'twas a frustratingly long painful experience for the owners of the Skyfox company at the time. Point 2., I have not and will not sign off ANY ga aircraft;I do not have the legal authority.However, I do have authority to sign off Ra-Aus registered Skyfox wing/s, with-out a Lame. I am able to legally repair, restore and build new Skyfox wings G.A. or Ra-Aus, in a friends casa approved workshop which also has APMA.Any work there is signed out under his approval, using his approval and APMA.I definately do not want to see any Lame or L2 sign off ANYTHING unless they are highly competant in all aspects of the task at hand, particularly with the type of structure Skyfox wings are.Point 3., It is my opinion,and I believe that of Ra-Aus,that holders of pilot certificates must complete a human factors course to maintain there flying privilages, I say extend that to all aviation personel who are involved in any management role,supervisory role,or training role. It would benefit the aviation industry enormously and would undoubtably increase safety,communications and importantly for those operations that seem to be always behind the 8 ball, it can dramatically increase productivity ,efficiency and most importantly, worker moral. If a Lame/ame, L1,2 or 3, manager,supervisor,leading hand, or anyone involved in the aviation industry, in a leadership role feels that they no longer need to listen to another (eg. manager to an insubordinate),then that individual should relieve themselves of their position and join the motor body building industry where that attitude appears to be rife,(my apologies to the people who are the backbone of such companies,the shop floor workers). Safety conscious, maturity, responsibility, accountability, ability to listen well, and common sense, all great attrbutes for anyone interested in an aviation career. Arrogance, mediocracy, holier than thou attitude, poor listening skills, poor communication skills, poor hand skills; all negative attributes, all damaging and destructive to the aviation industry.

Shags, if you're serious, step one would be to contact the admin. at Aviation Australia, Brisbane, have a chat about the options on offer, and make a decision. Mechanical, avionics or structural. Cert.4 in aeroskills; will take approx. 9 months fulltime, austudy approved. Do NOT believe everything you are told about the great money you can earn, it is not particularly highly paid work, (unless you're a lame). It is however a fascinating industry to be involved in never the less. bye.

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.

Nit picking,dear,o'dear.Again arrogance and big ego's;absolutly no room in aviation for such people. You get good doctors and bad doctors; good lame's and bad lame's. By the way,if one has little knowledge of the underlying structure that they are to about to re-sheet, then one should remove him/herself from the task at hand and allow an experienced,capable person to do the job. Also, lames sign off; certifying is another matter all together. It's about safety, responsibility, and a very high standards of workmanship;these are flying machines NOT motor cars. No room for damn ego's.cheers.

Look at it from this point of view;would you positively sign off aircraft maintenance or repair work you have performed, on an aircraft your dear mum's about to fly around Australia in? If you can't absolutely answer "yes" to that,stay away,whether you have qualifications or not. I have approval from Ra-Aus tech manager to rebuild and refurbish skyfox wings. I've recently finished a Skyfox 22a starboard wing,leading edge spa replacement and trailing edge refurb. There was a previous repair carried out by a lame that was very poorly done and required rework. So much for relying purely on qualifications; some aircraft work requires very specialised skills and plenty of experienced. Over 3000 hours building Skyfox wings in the factory and approx. 1200 hrs manufacturing associated parts more than qualifies me to repair and rebuild these structures. You are right however,if one has qualifications,above average theoretical knowledge, being unfamiliar with the aircraft shouldn't be a major problem. In saying that, some people tend to have largish egos which unfortunatily greatly diminishes their ability to listen to others;the consequences being poor workmanship and potential disaster down the track. Myself and a student on board, were nearly seriously injured in a light aircraft crash,many years ago now,that never should of happened. A well qualified ex. Raaf trained airworthiness manager failed to take the advice from an apprentice at the time,(referring to a control column problem), and hey presto. bang, I was the next unfortunate person to fly the plane. Arrogance is the enemy of the L2,ame or lame.

What you know and the ticket that you hold are two separate things. You Can maintain YOUR aircraft in most circumstances with an L1. The RAAus doesn't want people to hold an L2 unless they are actively working on other peoples aircraft, and keep all the bookwork up to date to substantiate it.

All the comments about the relevance of your prior training, are significant. There are speciallised techniques applying in materials etc. and I doubt whether many individuals would have an across-the -board capability, no matter what their book qualifications.

 

IF you don't want to work on other aircraft and sign them out, don't get an L2. Nev..

I'm interested, does the training and experience journal for the LAME certification cover fabric and timber now? If I am getting a LAME for anything on my plane now I do a fair bit to suss them out, I made the mistake of implicitly trusting a LAME/L2 and I won't again. It was my first aircraft, a great deal, drifter for $10k. It had a good engine but the airframe was a bit tired. I had experience with metal and composites but not fabric. During the condition report the L2 commented that the skins look kind of faded and asked me what I thought. I didn't have anything to add so he signed it up as servicable.

 

I flew from Gatton to Lismore a few weeks later to have Wayne fisher overhaul my new beast. On arrival he came accross shaking his head. He stepped up on the wheel and put his hand through the skins!!!

 

The guy servicing virgin 737s or king airs might know nothing about fabric just the same as Wayne probably can't be put to use on that 737. It's all about what you are experienced and current for.

I doubt that an experience of modern aluminium skinned aircraft would be a perfect base for working on wood and wire braced aircraft, plus fabric skins.

I would be surprised if a spike hammer would get you out in a hurry as polycarbonate does not tend to shatter, you would need to hack a section out I would think. But I would not really want a geopick floating around the cockpit either! it would need to be stowed away securely somewhere.Polycarbonate does saw very well and maybe a good leatherman tool with a saw attachment would be the best way of simply cutting a hole if time permitted.

 

You have raised a good point though as far as actually getting out of the upturned ac if the canopy was to remain in tact, it could prove difficult and unlike a technam or jabiru or similar high wing there is only one way out.

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]

Hi Qwerty,By the sound of it, you're a normal human, not a computer geek, so I'd suggest the following.

1) Get a large capacity USB Flash Drive (also known as Thumb Drives or Memory Sticks). Capacity depends on how much data you need to move. 4GB will be about $20, 16 GB about $55.

 

Plug the Flash Drive into a spare USB port and simply Drag and Drop all the files you want off the old computer onto the Flash Drive. Reverse the operation on the new laptop.

 

Alternatively, buy an external USB Disk Drive ($100 will get about 250GB). Use this to do the data transfer, then keep it and USE it for doing your backups. Specially all those irreplaceable photos.

 

2) Don't even think about doing this unless you have lots of time, patience and a friendly IT expert to call in. You'll need to have a kosher copy of XP on a bootable CD, and ALL the relevant drivers for your new laptop, otherwise half the features like sound, screen resolution, inbuilt modems, and CD/DVD burning won't work properly.

 

3) AVG Free and Avast Home (free) are both good. I have found Avast a bit better at handling viruses, and less of a drain on system performance than AVG. Avast has to be registered with an email address every twelve months while AVG doesn't.

 

Download FREE antivirus software - avast! Home Edition

 

Regards,

 

Bruce (25 years in IT)

The wholesale cost is $599 each and I have to pay the $12,000 up front. They are expected to arrive within the next week.When you place your order it will calculate the shipping cost automatically based on the type of shipping you select.

Well you lost me.I thought you said the intercom would not work? Pin 10 needs to be connected to a ground to enable the intercom in the radio.

 

Well looking at the wiring for the A210 that is my belief. But if it is all working then thats great.

 

Jim Tatlock

 

Austec Avionics.

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

Hi,If you only need a small bit of this stuff, have a look on e.bay in their computer section. Small tubes sell for obout $2.pp plus postage.

 

Happy flying

Qwerty,Thanks for the input. I have a range of saws at home for cutting various materials but immediately went for the Hack saw with diomond blade for one reason only. My Compound Drop saw is large and we simply ran out of bench space to be able to utilise it. Lucky there wasn't that much that needed cutting...LOL.

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

Ian,When do you want my $ and how do we pay? is there and option/item at ClearProp?

 

Qwerty

MCMURDO McMurdo Fastfind Personal Locator Beacon w GPS[/url]I dont know the real differences between the two but i just got emailed another beacon at almost half the price. Perhaps you can look at these instead.

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

T87I couldnt help thinking that a stab/elevator would give better results than the flying tailplane.

Qwerty

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.

Confirmation for ONE

Kannad EPIRB XS3 Cheers