dlegg

I find it astounding this aircraft has a MTOW of only 450kg, yet has retractible gear, parachute, 2 seater, full leather upholstery, room for 4 airline bags, yet a stall speed of only 28kts and cruise of 165kts. Must be 1st of April..

I for one would not like to be in such a light aircraft doing 165kts in a bit of moderate turbulance western Qld way......

In 2016 council charged $105 for an annual landing fee. This year they charged $250. Can't wait to see next years bill...

Pilot dead in NSW north coast light plane crash

You might consider this modification to your plane. You will not have the problem you just had again. Oil cooler lines.jpeg.pdf Oil cooler lines.jpeg.pdf Oil cooler lines.jpeg.pdf

What you pilots are doing is just fantastic....thank you.

I have a Bruces cover from the US. US$375 + freight. Very well made. Zenith Zenair 601, 650: Covers, Plugs, Sun Shades, & more

It all comes down to price. A new Jabiru and FWF is by far the cheapest (new) and cheap to run and maintain. The European UL and DMotor Rotax etc cost can go into the $30k + regions.My Jab is flawless, burns 17 lph 98 premium, cheap for oil and filters, plugs etc. The 601/650 does much better on 120hp than on 100hp.

There was an auction last week of Camit's parts and equipment. Offers Invited - Camit/Jabiru Aircraft Engine Components

Thanks, I was racking my brain to figure out what he was in......

I used to fly from MKT near Darwin. 2 intrepid drifter pilots flew to the Birdsville races and back, took them a couple of weeks. They were suitably sun/wind burnt on there return. Legends........

My longest daily flight-direct, was 780nm, Warwick, Qld to Mareeba, Nth Qld. Flight was 8 hrs. A relief bottle is a must. Return flight was a lot more relaxed, took me 2 days:)

19 reg definitely being penalised. If your Jab engine is modified, why not call it something else? D. Appendix – Summary of recommendations 1) Definitions of configuration: Manufactured s/n range (4cyl) Manufactured s/n range (6cyl) Description Generation 1 22A0001 through 22A2067 33A0001 through 33A0960 Manufactured with solid valve lifters Generation 2 22A2068 through 22A3595 33A0961 through 33A2539 Manufactured with flat faced hydraulic valve lifters Generation 3 22A3596 and above 33A2540 and above Manufactured with roller hydraulic valve lifters 2) Where operational Limitations apply: 1. Generation 2 engines, engaged in, or have engaged in flying school operations with 3/8” through bolts and studs above 500hrs (engine time) of operation. 2. Jabiru manufactured engines modified using non-Jabiru manufactured parts.* * This would apply to a CAMit hybrid engine but not a CAMit designed and manufactured engine. Also applies to experimental modifications (solid lifters in hydraulic cases) and water cooled heads. 3) Where operational Limitations DO NOT apply: 1. Generation 1 and generation 3 engine configurations. 2. Generation 2 engines with 7/16” through bolts and studs (any operational type). 3. Generation 2 engines with 3/8” through bolts that have not conducted any flying school operations. 4) Mandatory requirements as a condition of normal operations: 1. All through bolts and studs, regardless of configuration are to be replaced prior to 1,000hrs of operation. 2. The Jabiru maintenance schedule is to be performed as per the manufacturers schedule. Of specific note within the current requirements of the Jabiru JEM0002-6 Maintenance Manual are: a. Oil and filter change (every 25hrs – Table 13 item 37) b. Compression or leak down check (every 50hrs – Table 13 item 18) c. Intake and exhaust systems Inspection (every 25hrs – Table 13 item 14) d. Permanent and temporary storage requirements (Paragraph 7.2) e. “Pulling Through” the Engine as part of the pre-flight inspection (first flight of the day as described in the Pilot’s Operating Handbook) f. Engine tuning per the current maintenance manual requirements (JSL002 configuration must not be used). Note: This list is not intended to trivialise any other maintenance requirement set by the manufactures schedule. All maintenance is to be performed to the schedule as a condition of unlimited operations.

That is the most sensible scenario for Australian aviation I have seen, ever. However, sensible and aviation are light years apart in Australia.

The Sportscruiser from CZAW is really just a sort of improved upon copy of a Zenith 601 series. http://www.zenithair.net/introduction-ch650/

I am fortunate enough to have a MGL Voyager Efis with full engine monitoring. This unit has a Gami type engine leaning graph on each cyl. My EGT's are all over the place at full power, but in cruise they do normalise reasonably close, within 20 deg C or so. Using the Hacman valve and the Gami, it is very easy to accurately get 50 C LOP. This is just a screen shot of the simulator but is exactly the same as the instrument. The Hacman is only effective above 5000 or so, but really comes into it's own around 8500 and above. When first starting to use the hacman valve at 8500, at 2900 RPM, revs will increase up to 3150 or so as it leans out, EGT also increasing. Just this by itself is of great benefit. I keep leaning to peak, then LOP by 50 deg C. All the cyls are within 20 deg of each other. Revs will drop down to 2850, CHT's from 150 to 130, EGT's 680 to 700, fuel flow down to 15 LPH. Clearly the engine must be tuned correctly for this to work properly. I have an adjustable prop, ground take off roll RPM is about 2850 and max RPM at 1000 feet AMSL is 3250. This is the best setting for my aircraft, but I do change the prop pitch between summer and winter. I have also taken the air cleaner out of the mixer box, and have a pod filter fitted to the air box inlet, where normaly it would be connected to the naca inlet. My airbox is from Jab USA and is smaller than the normal Jab one, I found that the engine was running too rich with the too small aircleaner. As a result my carby heat air is not filtered. Right now I am very happy with my 3300 and the current configuration will stay as is. I also only run premium 98 mogas and after 340hrs the engine is very clean internally.

This is a great primer for tuning the Jab Tuning the Bing Carburetor on Jabiru Aircraft Engines The Bing 94 CV (constant velocity) carburetor found on Jabiru aircraft engines is designed to deliver a fuel / air mixture to the engines that is appropriate for the load demand on the engine and the operational altitude. The carb generally does this job quite well and very efficiently. However, the carburetor must be properly configured to provide the desired results. The mixture that the carburetor provides to the engine is highly dependent on the load placed on the engine. Loading comes from airframe drag and propeller diameter and pitch. The more load the richer the engine will run. Conversely, lighter load delivers a leaner mixture. This phenomenon can be easily demonstrated with an adjustable propeller. Setting the prop for a low pitch (Climb prop) yields higher rpm at any given throttle setting and a lean mixture. Increasing the pitch (on the same airframe) will result in lower rpm per throttle setting and a richer mixture. Properly tuning the carburetor requires installing the correct jetting and/or propeller pitch so that normal operating parameters can be achieved. Normal operating parameters mean rpm on climb out at normal climb attitudes within the 2750 to 2900 rpm band. These climb rpm’s give the best combination of HP and torque to achieve best all around performance. There may be a few airframe combinations that cannot achieve these numbers as normal but most will fall in the range. Tuning is an exercise in trial, adjustment and retrial until the best combination of jetting is achieved. While engine monitors that report all CHT and EGT are not required for a tuning exercise to be successful, full engine monitoring is highly desire able and makes tuning much more precise. Tuning will require more information than can be provided by a single EGT probe. Here is how we tune carburetors at Jabiru USA. 1. Make sure the propeller will allow proper rpm. We check this by observing rpm as we are rolling down the runway at take off power. We do not do static run ups as the information we need can more easily be obtained while the aircraft is on the go and we don’t have to worry about overheating and other tie down issues. The minimum target in this phase is 2650 rpm with 2750 desirable. 2. Then we observe rpm in a normal climb out at or around Vy. The minimum target here is 2750 rpm with 2900 rpm as the desired result. 3. During the climb out phase at full throttle we observe EGT’s. The target for the center of the range is 1225. We might expect to see one cylinder near 1150 and another near or even above 1300 but the center of the range would still be 1225. 4. After reaching a safe cruise altitude we set rpm at cruise power at 2850 rpm (the range can be 2750 – 2950 but we find that on Jabiru aircraft with 3300 engines that 2850 is about right). We again observe EGT’s after temps stabilize in cruise. For 2200 engines the rpms should be 100 rpm higher than mentioned here. 5. We then reduce throttle as we observe EGT’s to find the peak EGT rpm. Usually EGT’s should increase as throttle is reduced and at a certain throttle setting will begin to decrease. We expect peak EGT’s to occur at 2600 – 2700 rpm. 6. One final observation involves comparing EGT’s at cruise power from the left side of the engine to those from the right side - cylinders 2, 4 & 6 VS cylinders 1, 3 & 5 on the right. Once back on the ground we change jets in the carburetor or adjust pitch setting in an adjustable propeller to try to achieve the targets mentioned above. 1. Climb out: Since the amount of fuel delivered to the engine at throttle settings of ¾ open or more are controlled by the main jet, we make a change in the main jet to come closer to our target of 1225. If climb our EGT’s are higher than target the mixture is too lean and a larger main jet is indicated. If EGT’s are lower than target the mixture is a bit rich and a smaller main jet should be tried. Remove the main jet to see what size is in the engine. Main jet sizes are a three digit number and most likely 255 for a 3300 and 245 for a 2200. Adjust up or down by 5: ie 255 to a 250 or 250 to 255. 2. Cruise: At settings of ¾ throttle or below the limiting factor for fuel delivery is the needle jet. Cruise flight should be at settings at or below ¾ throttle in most cases. The target for the center of the range for cruise flight throttle settings is 1325 F. Based on your EGT observations in cruise flight install a larger needle jet if temps are above the target or a smaller needle jet if temps are below target. Needle jet sizes are numbered in x.xx format. You may find a 2.85 needle jet in your carburetor and will need to try perhaps a 2.88 if temps are a little high or a 2.90 jet if temps are quite high. If cruise temps are too low then a smaller needle jet is indicated. Since cruise power setting is where the aircraft will spend most of its time make sure you take the time and make the effort to get cruise mixture settings right! 3. Balance: If you have observed a consistent difference in temps from side to side (cruise flight only) EGT’s can be adjusted from side to side by tilting the carb a few degrees with the bottom of the carb rotating toward the hotter side. This procedure helps correct for a spiraling airflow through the carb. Fuel is picked up into the airstream at the bottom of the carb throat. As the flow speeds into the intake manifold it is split left and right by a symmetrical airfoil called a diffuser. If, for instance, the airflow spirals in a clockwise movement as it progresses through the carb throat it will pick up fuel at the bottom of the throat and begin moving the fuel to the left. Before the fuel is evenly spread through the incoming air stream the flow hits the diffuser and splits left and right. The result is that the fuel /. Air mixture delivered to the left side (cylinders 2,4,6) has more fuel in it (richer) than that delivered to the right side (1,3,5). The right side will be leaner – therefore hotter EGT’s. By rotating the bottom of the carb toward the right (hot side) you move the fuel pickup toward the right. The spiral is still there but as the flow is carried to the left the fuel distribution is more centered as the flow hits the diffuser and splits. Carb rotation is limited by space between the distributor caps but differences of up to a 100 degree F average difference can be corrected. 4. Next step is to go fly and repeat the observations listed in steps 1 – 6 at the beginning of this advisory and making additional changes if warranted. Some airframes are more difficult to tune and some of the rpm parameters do not apply. An Arion Aircraft Lightning, for instance, will not achieve the desired rpm on the take off roll. Since it is such a clean airframe a low enough pitch prop to give 2750 rpm on the take off roll will allow a prop over speed at full throttle in level flight. Conversely a Zenith 701 is so draggy that a 2900 rpm setting on the takeoff roll will result in a full throttle level flight rpm of only 3050. However, most airframes will fall in the usual range. If your aircraft cannot achieve rpm in the normal range a change of prop may be required before you can really tune the engine. Why bother to tune? Engines last longer and produce more power if they run smoothly. Uneven fuel distribution causes uneven power production from the cylinders causing a rougher running engine. Wear effects on valves can increase on cylinders that run lean. Ring seal problems and sticky rings can be caused by a too rich cylinder. For a longer lasting more reliable engine take the steps needed to optimize your installation and tune it to your own individual combination of airframe and propeller. See the Jabiru engine manuals for carb cutaway drawings. Visit www.bingcarburetor.com forcarb technical info or to order carb parts and jets.

Bruce, as per Jetjr post #6, forced induction via naca duct on cowl through air mixer box has a major influence on tuning. I found with my 3300 that disconnecting the naca duct tube, blocking it off and only drawing air through from internally in the cowling, which also raises the inlet temp, evened out EGT's dramatically. I also removed all scat hose, used a radiator hose between air box and carby, fitted a divider. Being happy with this result, I then fitted a hacman leaning valve to the carby. It works above 5000 or so and at 8500 I lean off to 50 deg LOP, watch EGT's rise to about 680 and CHT's drop below 130 from 150 or so, fuel flow drops to 15 lph. This at 2900 rpm. I wasted many hours trying to address the uneven egt problem, then removed the hose between the cowl naca and airbox.....

I found that with Oz I was able to set up a new aircraft, including w&b figures, in about 10 mins. Really easy. I tried to do the same thing with Avplan and simply gave up after about 1.5hrs in fustration. Ozrunways wins hands down.

Everybody should have a read of this..... By Paul Bertorelli Icon Aircraft founder Kirk Hawkins has famously said his company aims to reshape—actually reinvent—general aviation by "democratizing" access to it. What that means exactly is about as clear as mud, but this week, Icon's buyer agreement escaped into the wild, and it appears as though Icon's view of "democratization" centers on a legal construct that gives the company broad protection against its customers while denying those customers the same basic rights buyers of other aircraft enjoy. If this is the shape of the future of general aviation, it's not very pretty, in my view. The buyer agreement runs to 40 pages and is a tour de force in outlining specific protections for Icon, while forcing the buyer to legally sign away certain rights buyers of all products—not just airplanes—have traditionally assumed were part of the standard commercial transaction. Technically, the agreement is two parts, a sales agreement and an operations agreement that binds the buyer to use the airplane only in certain ways. Some of the high points include a clause that has the buyer agree to indemnify Icon against lawsuits or pay an additional $10,000 to retain the right to sue. The agreement also appears to advance the claim that the buyer agrees that Icon is making no promises that the A5 is suitable for any particular purpose and that any representations made by Icon or its employees should not be relied upon. In other words, Icon won't be held accountable for whatever claims may have been made before the sale, other than what's in the POH. As part of what the company has described as an effort to encourage safe operation of the aircraft, pilots must either be trained by Icon through a company-approved program or obtain their training directly through Icon. The company offers this training as an upsell at prices ranging from $1250 for a basic transition course to $9500 for a full sport pilot course with single-engine sea rating. Following an example set by Robinson Helicopter, the company will require an airframe overhaul at 2000 hours or 10 years, whichever is shorter. The agreement is silent on what this overhaul entails or what it will cost, thus leaving an owner with an uncertain calculation on how an impending overhaul will impact the value of the airframe. One aspect of this buyers may very well balk at is this one: an airframe life limit that is the earlier of 10 years or 2000 hours from the second airframe overhaul. I queried Icon about this, but they declined to answer any questions on the agreement specifically. I take it to mean the airframe is limited to 6000 hours or 30 years, if the second overhaul occurs at 20 years. A reader noted that he read this as a 20-year life limit on the airframe. In explaining the intent of the agreement, Icon sent me a copy of a cover letter it's sending to buyers. The letter says, in part, "How can a purchase agreement promote safety? By helping to ensure that ICON's airplanes are (1) flown by well-trained pilots, (2) flown within their operating limitations, and (3) maintained to ICON standards. We won't compromise on these principles and have structured our purchase and operating agreements around them." Another company-centric feature of the contract is that the owner agrees to allow Icon to install a digital flight recorder in the aircraft, including a camera, and that Icon owns this equipment. The recording gear is to be kept running in flight at all times and Icon can do with the data what it pleases and may download it anytime, at its discretion. It grants the owner limited "revocable" access to the recorded data for his own use. And by the way, if the recorder is stolen or otherwise removed, the owner is on the hook to pay for its replacement and he's required to keep it in good repair. I suspect many would-be buyers will be put off by this kind of big brotherism. I know I would be, even though I think the intent of it has merit. Collecting data is useful for trend monitoring and that can improve safety. But it should be at the owner's option. The contract notes that Icon obtained from the FAA a waivered weight increase against the LSA-specified limit and that this applies only in the U.S. Buyers outside the U.S. are on their own with whatever regulators they have to deal with. Although Icon says it intends to pursue such approvals elsewhere, it says the timing of such approvals "may never be determined." In other words, buyers writing a quarter-million dollar check to Icon aren't promised any help to obtain whatever approvals they need to legally fly the airplane outside jurisdictions of the FAA. The contract also asks the buyer to acknowledge that Icon will provide support and maintenance only in regions where it has established networks. Currently, that's only the U.S. and Australia. One of the most bizarre aspects of the contract is what reads to me like a morals clause. Here it is in its entirety: "By entering into this Purchase Agreement, Buyer is part of the ICON pilot and owner community. Promoting flight safety and responsible operations throughout that community is a primary objective for ICON. A critical component of flight safety comes from the values, attitudes, and behaviors of the pilot. ICON expects all ICON aircraft pilots and ICON aircraft owners to demonstrate responsible, professional attitudes consistent with those of safely piloting an aircraft. As set forth in the Aircraft Operating Agreement, Buyer and the Managing Pilot agree and agree to cause pilots of the Aircraft (i) to behave professionally, respectfully and with sound judgment in connection with use of Aircraft, and (ii) to participate within the ICON community in a manner that is professional and does not adversely impact others within the community." If you read this the way I read this, it seems to expose the buyer to legal action from Icon if the company determines, through its continuous video and data monitoring of the owner, that the pilot hasn't behaved "professionally and respectfully." These qualities aren't exactly defined in the agreement and are, evidently, left to the discretion of Icon. Further, the company's website depicts extreme low flying that many of us might consider to show poor judgment. Why such a clause would even appear in a buyer contract is baffling, in my estimation. Icon further saddles the buyer with the legal responsibility not to allow a pilot who hasn't been through Icon-approved training to fly the airplane. Moreover, Icon insists a pilot can't carry a passenger unless he has 10 hours of PIC time in the airplane. As far the price of the machine and the agreed-upon terms, once again, Icon stacks the deck in its favor and against the customer by noting that prior to the purchase agreement, "the offer of entering into this … agreement is subject to change in Icon's sole discretion at any time." There's nothing in the language that particularly favors the customer, in my view. In case of a dispute over performance or details of the purchase agreement, Icon wants the customer to submit to arbitration and waive any right of jury trial. The agreement also requires the owner to agree that the agreement itself was "negotiated" between the owner and company and therefore if there is a disagreement over the contract, the owner can't claim that the contract was a take-it-or-leave-it affair (contract of adhesion), which is then interpreted against the company that drafted it. It's a lose-lose for the owner, in my view. Although the base price of the airplane has been given as $189,000, the sale contract I examined shows it as $197,000 for the base. Early buyers can opt for a "Founders Edition" which, for the addition of some features, adds another $35,000. A ballistic parachute adds another $15,000, for a total of $247,000. This makes the A5 one of the most if not the most expensive S-LSA on the market. For those anxious to have their A5 sooner than they might otherwise, there's a move-up option that costs $75,000, bringing the total to just over $300,000, allowing for credits. In another example of image control, the first 100 owners in the Founders program agree to accept that the service network won't be fully developed and the airplane may have flaws to be corrected by service bulletin. During this period, up to two years, the owner agrees to be "supportive" of Icon, providing regular confidential feedback to the company. Does this imply don't complain to the press or the public, too? What could be a killer—and should be, in my view—for many would-be buyers of this airplane is Icon's draconian insistence that at resale, the new buyer sign and affirm the same terms that the original buyer agreed to, including an operating agreement requiring training, oversight and the above-mentioned moral clause. Failure to do that invokes this clause: "In the event Owner Transfers the Aircraft or interest therein and fails to deliver to ICON an Assignment Form signed by the transferee as Owner (and/or the Acknowledgment and Joinder Agreement for a new Managing Pilot, if applicable) within 10 days after such Transfer, then Owner shall pay ICON an assignment fee of US $5,000.00." Moreover, even for an approved transfer to another owner, the owner has to pay Icon a $2000 fee to process and approve the transfer. Furthermore, Icon demands to be notified of a potential sale and insists that it be allowed to purchase the airplane from the owner under the same terms. And by the way, failure to pay the assignment fee means the original owner has to pay Icon interest at 1.5 percent per month. However many original buyers Icon may find to sign this agreement, consider the hapless owner going out into the resale market with the same requirements to toe Icon's self-protective line. In my estimation, that would sharply limit the potential resale market and possibly tank the airplane's value on the used market from day one. You may rightly surmise that this once again puts Icon in the driver's seat, since it insists on the right to purchase at what's essentially first refusal and therefore would have considerable leverage on determining market value. I spent a couple of days this week shopping Icon's idea with other manufacturers with this overarching question: Would or should anyone sign such a buyer agreement with a manufacturer? One aftermarket manufacturer, who also happens to be a lawyer, opined that the attempt at legal hold harmless may be the shape of the future. Despite the General Aviation Revitalization Act that was supposed to resuscitate the industry, high-dollar lawsuits continue to dog manufacturers. For that reason, Icon's attempt to limit its liability has an understandable appeal. But in my view, it's doubtful it will have the desired or any effect. One CEO of a major aircraft company told me it entered into a limited hold harmless arrangement to work out warranty claims and got sued anyway. Even winning such a suit is losing, given the high cost of defending such things. Further, Icon's indemnification language implies that it be held harmless if the NTSB finding absolves the aircraft as being at fault. But federal law specifically prohibits NTSB findings as trial exhibits. My guess is a lot of lawyers will be advising their clients not to sign Icon's agreement or to amend it significantly. In my view, it so egregiously erodes basic customer rights and protections as to fundamentally reset the seller/buyer equation that it's a gross distortion of what business should be. If my lawyer source is correct and this is the direction we have to go to assure GA's survival, I'd just as soon knock out the lights and call it a day. You can't have an industry on this basis. In my view, no airplane, no matter how sexy or how sweet, would be worth such a subservient relationship with a company manufacturing something I intended to buy. Particularly if that certain something consumed a quarter million dollars of my wealth. It's impossible to say where this will go. (As I was posting this, I was copied on one reader's email to Icon cancelling his order.) My view is that Icon's fundamental idea—a retooling of the general aviation concept with a flashy, Tiffany-type product pitched outside traditional GA marketing channels—is both refreshing and sound. I'd rank it as conceptually one of the best ideas for GA resurgence I've seen. Icon has clearly taken a long time to develop the airplane because the company wanted it to emerge as close to perfect as possible. Its promotion and sales material has been consistent with the perception of quality and it has attempted to fiercely control its image to the point of declining requests for flight demos from media outlets critical of it. Notably, that includes AVweb. Have we seen this movie before? Maybe. Recall the original Eclipse kicked open the doors in 2002 and declared it would show the world how to build airplanes with a small, sophisticated jet built on an assembly line with unheard-of efficiencies and a price far below the competition. The phrase of the day was "disruptive technology." The whole thing tanked, buried under a heap of overmarketing hype and mismanagement. Eclipse got into trouble with late deliveries and you have to wonder if Icon might be struggling with deliveries, too. With great fanfare at AirVenture, it announced a delivery to EAA, but we've seen nothing since. That Eclipse survives yet today in resurrected form is the sort of miracle only aviation is capable of. With Icon, the phrase is "democratization" but, in my view, it's hard to see much democracy in a buyer agreement that so lopsidedly favors the company against the customers' interests. Wouldn't it be better to build a relationship with the customer based on trust, a sound product and good service rather than herding buyers into a legal corral and giving them the impression you put them there so they can do the least harm? Maybe that's just too old-fashioned. Maybe the bold new world of general aviation will be populated by manufacturers camped inside a compound with 12-foot walls lined by lawyers. If so, what a shame. This stuff used to be fun.

Classic

Very interesting discussion on Zenith forum on the ULS vs iS http://www.zenith.aero/forum/topics/rotax-912is-installation-in-zenith-aircraft-information?commentId=2606393%3AComment%3A261818

How often do you guys think a Jab 3300 needs its oil changed if it only uses Premium 98 and averages 150hrs per year? 25 hr changes seems a bit too much.

Two medical students were walking along the street when they saw an old man walking with his legs spread apart. He was stiff-legged and walking slowly. One student said to his friend: "I'm sure that poor old man has Peltry Syndrome. Those people walk just like that." The other student says: "No, I don't think so. The old man surely has Zovitzki Syndrome. He walks slowly and his legs are apart, just as we learned in class." Since they couldn't agree, they decided to ask the old man. They approached him and one of the students said to him, "We're medical students and couldn't help but notice the way you walk. But we couldn't agree on the syndrome you might have. Could you tell us what it is?" The old man said, "I'll tell you. But first you tell me what you two fine medical students think." The first student said, "I think it's Peltry Syndrome." The old man said, "You thought - but you are wrong." The other student said, "I think you have Zovitzki Syndrome." The old man said, "You thought - but you are wrong." So they asked him, "Well, old-timer, what do you have?" The old man said, "I thought it was WIND - but I was wrong, too!"