Thruster87

C47 [only for about 20min] You mainly use the trim to fly straight and level due to the large mass of the A/C. Using the stick [small corrections] it tends to hobby horse due to the delay in responce Cheers

Don't be so density about it.

6.1 Maintenance may be performed on amateur-built experimental aircraft (including kit-built aircraft) by:  An appropriately rated LAME;  A member of a group of owner-builders who has satisfied the maintenance procedures training requirements (each member of the group may only maintain those parts of the aircraft that he or she has fabricated);  An eligible owner-builder; or  The current sole owner of an amateur-built aircraft who: º is able to satisfactorily demonstrate that he or she has previously fabricated and assembled the major portion of an aircraft of a similar type; and º has satisfied the maintenance procedures training requirements. CAAP 42ZC-2(0): Maintenance of amateur built aircraft Found the requirement (each member of the group may only maintain those parts of the aircraft that he or she has fabricated); to be interesting Cheers

The man flying the 3 kites is in his 80’s, and he's from Canada. He comes to the Washington State International Kite Festival every year. His skin is like leather as he normally flies with his shirt off. He is deaf, so when he flies we hold our hands up and wave them for applause. He flies 2 kites with his hands and the 3rd one is attached to his waist. Enjoy! The music is just perfect for his performance! http://www.youtube.com/watch_popup?v=nr9KrqN_lIg

It took me a year working most days on finishing a Zodiac 601xlB kit. De -burring every hole and edge, I reckon consumed half the build time,but it was still very satisfying project. Cheers

In the real world it would be hard to find a person with all the necessary attributes to give you a definitive answer on all types and construction methods as each job specializes either on theory or practical aspects.The LAME wouldn't know if a longeron or stringer is needed in a certain spot[the Aero- Eng would] but can tell if it is riveted on properly.That's why the L4 only does a walk around and checks paper work for W/B etc. Cheers

What you really need is to have a structurally sound designed aircraft in the first place and that can only be worked out via extensive testing by Aeronautical Engineers [Load Tests/Stress Analysis using various methods depending on available funds] or a test pilot with a parachute. L4's only do a external inspection and rely on your check procedures prior to first flight.You only have to look at what happened with the Zodiac 601xl, it is now the most tested design in history of LSA aircraft. Cheers

It's only done 32hrs since new and 8 hrs since replacement thru bolts fitted.It appears that these engine can get quite tight once hot [spoke to Jab] but like I said earlier wanted to get a more informed cross-sectional opinion from actual /owner operators of their Jab 3300's Cheers

You're right on the money as I would like to hear from an experienced hand who can judge between normal and abnormal stiffness with these engines not the theory behind piston engines as I'm a LAME Cheers

But I find it hard to interpret which part of the engine is causing the stiffness when hot and also what is normal due to my lack of exprience on the type.Without doing an actual compression [gauge] test hot vs cold how would you know. Cheers

Just wanted to hear from other Jab 3300 owners on what it feels to rotate the prop cold and hot.How much compression kick back.Mine gets fairly tight hot vs cold very little kick back if any. Cheers

Not in aviation, the LAME is at the top of the food chain for certifying aircraft to be airworthy and it takes longer/more experience to gain a license then a degree. The Aero E works behind a desk doing the designs Cheers

Do you know the difference in the knowledge base of a LAME/AME/Aircraft Mechanic compared to an Aeronautical Engineer.I think you will find the Mechanic a lot more up todate on the regs as he needs to sign off/certify all his work on a day to day bases as opposed to an Aeronautical Engineer.Cheers

I'd also consider going to a place like repco and going thru their o-ring tray. Cheers

Jabiru do sell parts as well and you may get compatable parts from motorcycle shops [also most modern o-ring materials are compatable with the use of ethanol] . Cheers

http://www.youtube.com/embed/Cd6C1vIyQ3w

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I think you will find that there are no gaskets used on th 3300A only "O" rings and sealants Cheers

You will find that there is no gasket as the 2 halves of the plenum are joined together using Loctite 515 cheers

http://pal-v.com/

Thank you for your reply.That's the way I put it back just wanted to make sure and blowing air made the slide lift up. Also used a bit of dry moly lude on the internal shaft. Cheers

What is the Correct orientation of the slide on a Bing 94 ? Cheers

The ATSB has released its latest statistical report – Aviation Occurrence Statistics 2002 to 2011 – providing the most up-to-date portrait of aviation safety in Australia. There were 130 accidents, 121 serious incidents, and 6,823 incidents in 2011 involving VH-registered aircraft. General aviation operations continue to have an accident rate higher than commercial air transport operations—about four times higher for accidents, and nine times higher for fatal accidents in 2011. Most commercial air transport accidents and serious incidents were related to reduced aircraft separation, and engine issues. Charter operations accounted for most of the accidents, including two fatal accidents in 2011 within air transport. Air transport incidents were more likely to involve birdstrikes or a failure to comply with air traffic control instructions or published information. For general aviation aircraft, accidents and serious incidents often involved terrain collisions, aircraft separation issues, or aircraft control problems. General aviation incidents commonly involved airspace incursions, failure to comply with air traffic control, and wildlife strikes. In most operation types, helicopters had a higher rate of accidents and fatal accidents than aeroplanes, except for in charter operations. Even though the fatal accident rate is generally higher, helicopter accidents are generally associated with fewer fatalities than fixed-wing aircraft. The figures and insights from the report are helping the ATSB concentrate its efforts on transport safety priorities. The report also reveals that many of the accident types are avoidable (especially for general aviation) and can be prevented through good flight management and preparation.

WHAT,,,,,,who do you think would maintain a certified engine in a certified aircraft,,,,a LAME perhaps, and to a higher standard than most of the ultralights getting around ! It takes years to be let loose as a LAME , to maintain a Jabiru ,or any RAA machine you only have to sit in the left seat till someone says your a pilot, this obviously renders the certificate holder the smarts to do the required maintenance , Exactly, now you are starting to understand my point of view. Cheers