rankamateur

One of the disadvantages of the 701 is that just where you need the headroom is right where the roof line dips down to meet your headset.

Good for you. I personally am no more interested in being Bill's bitch than I am in being Apple's bitch. Have you tried an Android? I am also interested if you still enjoy your Beta VCR?

JG3(member on here) puts a folding bike in a turtle deck on the exterior of the rear fuselage, that would work better on the square fuselage of the XL rather than the rounded S model fuselage but it is doable.

Don't engines fail in Switzerland?

An alternative would be nice Keith.

I share your frustration but it hasn't changed for the better any time in the last ten years. The non-update update is typical of people trying to justify their existence, when you work with them they always try to look busy.

A Savannah does not crash with an extra fuel tank in one wing and not the other so I am not convinced that a few grams difference between one wing tip and the other will be terminal either.

Not going to share the aggregated data with their lapsed members from whom they hope to collect part of their data! Still happy being part of this group.

One style (heavier) has old style White Gel Coat finish and is much easier for new builders to achieve a satisfactory painted finish, The other(mush lighter) is opaque finish which is not smooth on finished surface requiring much more filling and sanding to prepare for paint. Since some people install one fuel tank in one wing and two tanks in the other, I am not sure that the difference in the weight would be of great concern.

July 2013 kit has the heavy white cowling, Aluminium wing tips and white heavy white molding for front third of tip. Soon after this they went to the clear light weight unfinished looking cowling and full wing tip of same material.

I did think this and the wing leading edge are two places that would be three times easier with two people until you get it pinned down in shape.

I found I couldn't get the middle to curve around the corner because it fought me on both sides. I think I got into trouble starting on the big end working to the rear, but I can't clearly remember. It is quite a while ago now...isn't it?

Especially true for the corners of the rear fuselage joining the side sheets to the upper and lower sheets. I you are doing it wrong it will build a tension and carry it along until it builds beyond what the material can take and it will try to pop a nice fish scale dent in the curved corner section. From distant memory I can't recall which end to tell you to start but if you choose the wrong end you will experience exactly what I have described. Stay alert and you can see the tension building before any harm is done.

So far I have found that a good nights sleep often brings insight into something I just can't resolve while I am awake. Everything is clearer in to cool morning light.

I found that the bolts around the cabin wall being in thinner material had to be installed first then lever the holes in the main spring channel to align the holes in the stay mounts. Being heavier material it was able to take the heavier alignment. It seams that this stretches the cabin walls outwards giving the tension to the whole assembly. If you bolt the mounts onto the channel first there is way too much distance to cover with AN3-05 bolts.

Sounds like you are about to become a distributor!

I will be interested to see what you come up with too.

Really big assumption that there is one.

I am not sure about all the packing people put in, some use aluminium, others use epoxy fillers. The computers at ICP design the structure of the assemblies and the tensions on the sheets are part of the design, including the distortion of the sheets caused by the tension. All the fill and packing adds weight and changes the design. The ribs under the wing nose skins for instance are not designed to be smooth, nor the sheets on the ribs of the flaps and ailerons.

Do you get any wood fibres out of your gascolator with the wooden dipsticks?

There was a lot of mis reporting in the media concerning storm surge height. There were wave height buoys recording 8m and 10m wave heights which the media jumped on and reported as surge heights yet to arrive.

This can be a trap too! On about my second or third solo training, I put away both stages of flap in one motion and promptly began sinking. I quite simply hadn't built enough airspeed to fly clean and just began sinking instead. Manual flap allowed we to quickly reverse my mistake but it was a good lesson.

It probably thought you meant "Oh F c u K"

Remember the 20kg load limit in the coal bin!

The last rivet before the trailing edge in each rib is a problem fouling on the tail of the one coming from the opposite surface. The first gives no trouble, the second give great grief. With slight pressure on the rivet gun, the tail can be offset and straighten the gun as it fires. The standard rivet is really too long for this situation but a good result is achievable with some practice (read drill out the rejects).