Today's Message Index:
----------------------
1. 04:37 AM - Flying into Canada (ZodieRocket)
2. 05:01 AM - Re: Solid riveting spar - setting solid AN6 rivets (ashontz)
3. 06:38 AM - vm1000 engine monitor (flyingmike9)
4. 07:10 AM - Re: where to buy proseal ()
5. 07:21 AM - Re: where to buy proseal (Dave Ruddiman)
6. 07:31 AM - Re: Flying into Canada (Michael Valentine)
7. 07:48 AM - Re: where to buy proseal (japhillipsga@aol.com)
8. 08:16 AM - proseal sources (Brett Hanley)
9. 08:21 AM - Re: Re: sealing fuel senders (Ken Lilja)
10. 08:28 AM - What does it mean? (Jason)
11. 08:46 AM - Re: What does it mean? (Gig Giacona)
12. 08:58 AM - Re: What does it mean? (R.P.)
13. 09:02 AM - 701 take-off videos (pilarcoco@netzero.net)
14. 09:11 AM - Re: What does it mean? (Jason)
15. 09:21 AM - Re: What does it mean? (Jon Croke)
16. 09:48 AM - Re: What does it mean? (Paul Mulwitz)
17. 10:44 AM - Off Topic: Experience tops youth in study on aging pilots (Craig Payne)
18. 11:01 AM - Re: Off Topic: Experience tops youth in study on aging pilots (Edward Moody II)
19. 11:45 AM - Re: ID'ing Aluminum Stock...? (ashontz)
20. 12:10 PM - Re: What does it mean? (Jason)
21. 12:47 PM - Re: Off Topic: Experience tops youth in study on aging pilots (Gig Giacona)
22. 01:44 PM - Re: Flying into Canada (Terry Phillips)
23. 01:49 PM - Re: 701 take-off videos (NYTerminat@aol.com)
24. 02:09 PM - Re: where to buy proseal (Dave Ruddiman)
25. 02:18 PM - Re: Re: ID'ing Aluminum Stock...? (NYTerminat@aol.com)
26. 02:54 PM - Re: Flying into Canada (MacDonald Doug)
27. 03:46 PM - Re: ID'ing Aluminum Stock...? (ashontz)
28. 03:48 PM - corvair oil level (Ben52425@aol.com)
29. 04:35 PM - Re: corvair oil level (Robin Bellach)
30. 04:39 PM - Re: Re: Solid riveting spar - setting solid AN6 rivets (Flydog1966@aol.com)
31. 05:40 PM - Re: corvair oil level (Craig Payne)
32. 06:00 PM - Re: Flying into Canada (Noel Loveys)
33. 06:10 PM - Re: where to buy proseal (Juan Vega)
34. 06:26 PM - Re: Re: What does it mean? (Juan Vega)
35. 06:26 PM - Re: Re: What does it mean? (Juan Vega)
36. 06:29 PM - Re: Solid riveting spar - setting solid AN6 rivets (ashontz)
37. 06:47 PM - Re: What does it mean? (Tim Juhl)
38. 07:02 PM - Re: Re: What does it mean? (Steve Hulland)
39. 08:50 PM - Re: Flying into Canada (ZodieRocket)
40. 10:14 PM - Re: Flying into Canada (raymondj)
41. 11:25 PM - Re: Flying into Canada (Terry Phillips)
Message 1
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| Subject: | Flying into Canada |
Canada is a great choice destination for aviators from the United
States. We are just different enough to make your trip interesting, but
not so different that you would be uncomfortable. Our country is
renowned for its thousands of square miles of pristine wilderness, ideal
for all outdoor pursuits. We invite you to also experience our cities;
they represent a unique and pleasant experience of their own. There=92s
something for everyone.
In order to help with your plans for a trip to Canada, we've prepared
the following summary of information. Remember, it=92s not that
different.
We have developed our own aviation system and our own procedures in
response to our climate and geography, which differ slightly from what
you are used to, but they will not make flying unmanageable.
Transport Canada, Civil Aviation
The Civil Aviation directorate is part of the Safety and Security Group
of Transport Canada. The FAA performs a similar function in the United
States. Though we have the ability to carry a big stick, our role here
is to facilitate your visit to Canada to help you fly safely and ensure
that you are aware of any regulatory differences that may affect you
trip. This document tries to answer the most common questions, but if
you are uncertain of anything, give us a call. Our numbers are listed at
the end of this document.
Coming to Canada by small aircraft
Pilots must report to Canada Customs using the telephone reporting
system. Call the toll free telephone number 1-888-226-7277 at least two
hours, but no more than 48 hours prior to departing for Canada. A second
call is required upon your arrival in Canada. You are required to bring
photo I.D. and proof of Citizenship; i.e. Birth Certificate or Passport.
Import restrictions apply to certain items. Handguns, pepper spray and
certain other weapons are prohibited. Calling 1-888-226-7277 arranges
your Customs clearance only. It does not replace the requirements to
file a flight plan with NAVCAN. Designated ports of entry are listed in
the Canada Flight Supplement, which is the official Canadian "Airports
and Frequency Guide". Information on obtaining one is provided later.
Need more information on reporting to Customs, visit the Canada Border
Services Agency's (CBSA) website.
When you return to the United States, you should consult the U.S.
Private Flyers Guide for information about customs services at U.S.
Airports. Contact the U.S. Customs Office for more information on this
program.
Aircraft and Pilot Documentation
Generally, U.S. registered aircraft need only the documentation required
by the Federal Aviation Administration. However, you should note the
following:
Pilots of aircraft with a Special Airworthiness Certificate '
Experimental
For the purpose of operating a United States registered Amateur Built
aircraft in Canadian airspace you will need to obtain a HYPERLINK
"http://www.tc.gc.ca/civilaviation/maintenance/aarpe/Recreational/menu.h
tm"Standardized Validation that can be downloaded from Transport
Canada=92s website.
Pilots of aircraft with a Special Airworthiness Certificate
Other than Amateur-Built aircraft, you must obtain a validation from a
Transport Canada Office prior to entering Canadian Airspace. This
applies even for overflights where no stop is intended. Contact the
Transport Canada Regional office nearest your point of departure for
more information; and
Ultra-light aircraft operating without any regulatory authority (e.g.
CFR 103 in the United States)
These aircraft cannot be operated in Canada.
Insurance
Aircraft operated in Canada must subscribe to liability insurance and
carry proof of that insurance on board the aircraft. Amount of coverage
is based on the use of the aircraft and the maximum take-off weight. For
example, a private aircraft owner must hold liability insurance covering
risks of public liability in an amount that is not less than
* $100,000, where the maximum permissible take-off weight of the
aircraft is 1,043kg (2,300 pounds) or less;
* $500,000, where the maximum permissible take-off weight of the
aircraft is greater than 1,043kg (2,300 pounds) but not greater than 2
268 kg (5,000 pounds); etc.
Refer to the HYPERLINK
"http://tcinfo/aviation/REGSERV/CARAC/CARS/cars/606e.htm#606_02"Canadian
Aviation Regulations, Section 606.02, for full details.
Planning your Flight
There's not much different here. Canadian charts are similar in format
and appearance to U.S. charts. Here is a quick summary:
VFR Charts
* VNC (Visual Navigation Series) Charts - These are the equivalent
of U.S. Sectional Charts and are produced at a 1:500,000 scale;
* WAC (World Aeronautical Charts) - For pilots who prefer charts a
1:1,000,000 scale, these are basically the same as the U.S. version; and
* VTA (VFR Terminal Area) Charts - These are terminal area charts
produced for major airports at a 1:250,000 scale
IFR Charts
As in the United States, enroute charts for IFR flight can be obtained
from Jeppesen or from NavCanada.
Canada Flight Supplement
This document is the official =93Airport and Frequency Guide=94 for
Canada.
Not only does it include vital information about Canadian Airports, but
also airspace, local flight procedures, preferred IFR Routings and more.
To obtain any VFR, IFR charts or a Canada Flight Supplement, HYPERLINK
"http://www.navcanada.ca/navcanada.asp?gL=EN&Pid=9&Sid=0&mPath=ae
ropubs/
default.asp?checksides=false"contact NavCanada directly.
Flight Plans and Weather Information
Canada has a network of flight service stations to accept flight plans
and provide weather information services. The Canada Flight Supplement
contains the local telephone numbers or call 1-866-WX-BRIEF to contact
the nearest FSS to your location. Transborder flights require a flight
plan. Within Canada, for flights of more than 25 nautical miles, you
have two options. You can either file a flight plan with one of our
Flight Service Stations or you can file a flight itinerary with a
responsible person. The Canada Flight Supplement provides more
information.
Weather information is presented in the TAF/METAR format with some minor
technical differences. Canadian weather and NOTAMS can be accessed
through DUATS, other on-line services or from HYPERLINK
"http://www.flightplanning.navcanada.ca/cgi-bin/CreePage.pl?Langue=angl
a
is&NoSession=NS_Inconnu&Page=forecast-observation&TypeDoc=html"NavC
anada
.
Airspace
Canada=92s airspace is slightly different than the United States. We use
an alphabet system, which basically works the same way.
Traffic Procedures
At controlled airports the procedures are the same; just be sure to
obtain a clearance to enter the control zone PRIOR to operating within
it. However, at uncontrolled airports you should be aware that joining
the pattern at a 45=B0 angle is not allowed. Some differences in radio
reporting requirements also exist at uncontrolled airports. The general
rule is: Use your radio to report your intentions on the correct airport
frequency at all times.
Survival Equipment
The HYPERLINK
"http://tcinfo/aviation/REGSERV/CARAC/CARS/cars/602e.htm#602_61"Canadian
Aviation Regulations require that you carry sufficient equipment to
ensure the survival of all on board in the event of a forced landing.
Remember, we have some very cold places, some very hot places, some very
wet places and some very dry places. Some places afford shelter; others
do not. We have some places with a large number of bothersome insects.
What you carry is up to you. Given Canada=92s climate and geography,
consideration must be given to:
* starting a fire;
* shelter;
* a signaling device;
* water purification;
* time of year and;
* location (e.g. December in Northern Ontario).
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim Juhl
Sent: Monday, February 26, 2007 10:23 PM
Subject: Zenith-List: Re: Newbie Questions
Just out of curiosity what is the official position on flying a Exp.
Amateur Built vs Exp. Light sport into Canada from the US? Do our
northern cousins recognize the E-SLA Category?
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97546#97546
--
2/26/2007 2:56 PM
--
2/26/2007 2:56 PM
Message 2
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| Subject: | Re: Solid riveting spar - setting solid AN6 rivets |
Thanks for the feedback guys. I think I'll leave them and maybe try to set a few
of them a little more with the air hammer. The hammer may be a little anemic.
But the results overall was pretty consistent. The spring set up helped alot
with that. Check my website for details on that. The whole assembly sat on about
6 springs which let the rivet shophead just kiss the bucking bar. No cumbersome
handling of the assembly was needed to move the setup closer to the bar
as the rivet was set, just push from underneath with two fingers at first to keep
the manufacturers head flush when first riveting, then once it starts to set,
just push down with the rivet gun and the springs did their thing.
When I messed around trying to make a homemade rivet squeezer I did shear a few
rivets with that setup, so I know it doesn't take much to mess up a rivet, that's
why I'm interested to know what's best at this point for these rivets. I
agree, what I have is vastely superior to trying to drill them out. If I was going
to do that I'd just rebuild the spar. Wouldn't be worth it.
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97584#97584
Message 3
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| Subject: | vm1000 engine monitor |
hi
has anybody fitted this monitor to a Rotax 912uls(100hp)
if so how did you do it
is it worth it or should i use something else instead recomendations please
dynon is first but are there any others
starting to design the instrument panel and this is the last bit
will be using the normal six pack of flight instruments
thank you
mike lloyd
england
601xl fuse 84% complete
tail complete
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97595#97595
Message 4
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| Subject: | Re: where to buy proseal |
Try Aircraft Spruce at this webpage,
http://aircraftspruce.com/catalog/appages/ps890.php
Dred
---- john butterfield <jdbutterfield@yahoo.com> wrote:
>
> hi list
> i can't seem to find where to buy some pro seal for my
> fuel senders
> i live in in the los angeles area, maybe it has
> another name, but am having no luck in finding is
> john butterfield
> 601XL, corvair
> torrance, ca
Message 5
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| Subject: | Re: where to buy proseal |
John,
I have a quart of proseal that I'm not going to use. I bought it at Van's
about 2 weeks ago. I don't remember how much it is, but I can look if you
want it.
Dave
Salem, Oregon
----- Original Message -----
From: "john butterfield" <jdbutterfield@yahoo.com>
Sent: Monday, February 26, 2007 9:30 PM
Subject: Zenith-List: where to buy proseal
> <jdbutterfield@yahoo.com>
>
> hi list
> i can't seem to find where to buy some pro seal for my
> fuel senders
> i live in in the los angeles area, maybe it has
> another name, but am having no luck in finding is
> john butterfield
> 601XL, corvair
> torrance, ca
>
>
> Be a PS3 game guru.
> Get your game face on with the latest PS3 news and previews at Yahoo!
> Games.
> http://videogames.yahoo.com/platform?platform=120121
>
>
>
Message 6
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| Subject: | Re: Flying into Canada |
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QGNhbi16YWNhdmlhdGlvbi5jb20KPgo+IHd3dy5jYW4temFjYXZpYXRpb24uY29tCj4KPgo+Cg=
Message 7
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| Subject: | Re: where to buy proseal |
Dave, you can buy ProSeal from Aircraft Spruce in pint and quart cans. ProSeal
has a fairly short life after the can is opened (6-8 months ? ). Supposedly the
can is closed in nitrogen gas and that air starts the hardening process even
without hardener so an old can may not be very useful. I keep mine in the refrig
to slow the process. I did a whole RV-8 fuel tank with less than a quart.
Best regards, Bill of Georgia
-----Original Message-----
From: pacificpainting@comcast.net
Sent: Tue, 27 Feb 2007 10:19 AM
Subject: Re: Zenith-List: where to buy proseal
John,
I have a quart of proseal that I'm not going to use. I bought it at Van's about
2 weeks ago. I don't remember how much it is, but I can look if you want it.
Dave
Salem, Oregon
----- Original Message ----- From: "john butterfield" <jdbutterfield@yahoo.com>
Sent: Monday, February 26, 2007 9:30 PM
Subject: Zenith-List: where to buy proseal
>
> hi list
> i can't seem to find where to buy some pro seal for my
> fuel senders
> i live in in the los angeles area, maybe it has
> another name, but am having no luck in finding is
> john butterfield
> 601XL, corvair
> torrance, ca
>
>
>
> Be a PS3 game guru.
> Get your game face on with the latest PS3 news and previews at Yahoo! > Games.
> http://videogames.yahoo.com/platform?platform=120121
>
>
>
>
>
________________________________________________________________________
Message 8
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|
Aircraft Spruce, Wicks or the Vans aircraft website.=0A=0ABrett
Message 9
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| Subject: | Re: sealing fuel senders |
There are various grades of sealant. One kind is designed for removable
access panels. Once removed however, the old sealant needs to be
removed and new applied. It is pink. The gray sealant becomes one with
the universe. On Cessnas and Pipers with rubber sender gaskets, they
needed to be installed dry. If Fuelube is used the rubber gasket will
extrude. It is the compression that provides the seal. Cork gaskets do
not extrude as much. See
http://www.ppg.com/prc-desoto/main.asp?img=seal&menuID=3
Ken Lilja
steveadams wrote:
>
> I would be hesitant to seal the senders in with proseal. I have had to replace
a sender and it was relatively simple, however if it is stuck on there with
proseal you'll have quite a job getting it off and cleaned up. I used the rubber
gaskets with seal lube and they have been leak free for 350 hours.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=97370#97370
>
>
>
>
>
>
>
>
>
>
>
Message 10
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| Subject: | What does it mean? |
Can anyone put it in plain English? The FAA is proposing new fees and restrictions
for aviation that would directly affect people that are thinking of building/flying
their own LSA. True/False? Probable?
I've read some about it on the EAA website, and then ran across this tidbit on
the RANS aircraft page and am having a little trouble making sense of it and how
it will actually apply on an everyday basis.
(from here (http://www.rans.com/ELSA%20Alert.htm))
>
> SPECIAL NOTICE ON REGISTERING AIRCRAFT
>
> ELSA ALERT: The FAA's Aircraft Registration office and the Light-Sport Aircraft
Branch would like to remind all individuals converting aircraft into an Experimental
Light-Sport Aircraft (ELSA) per FAR 21.191(i)(1)that there is a January
31, 2008 deadline to complete the ELSA aircraft registration, the ELSA airworthiness
inspection, and the ELSA certification process.
>
> The FAA will guarantee that your registration and certification packet will be
reviewed and your ELSA aircraft inspected in sufficient time to meet the January
31, 2008 deadline if:
> 4. By August 15, 2007, you submit your aircraft registration (N-number) request
to the Aircraft Registration office; and
> 5. By October 1,2007, you call your local ELSA DAR to schedule your ELSA airworthiness
inspection; and
> 6. By November 30, 2007, you submit your aircraft airworthiness certification
request packet to either a FAA Flight Standards District Office (FSDO),
a FAA Manufacturing Inspection District office (MIDO), or your local ELSA DAR.
Ask your local ELSA DAR which office should receive this packet.
>
> If you fail to complete the above steps, the FAA cannot guarantee they'll be
able to complete your ELSA registration and certification inspection process prior
to the January 31, 2008 deadline.
>
> If you need assistance in determining the exact requirements for converting your
Ultralight into an ELSA, there are two industry sources available to answer
any of your ELSA aircraft registration and/or certification packet requirement
questions:
> EAA (877-359-1232) and Rainbow Aviation (530-824-0644).
>
> We also encourage you to contact your affiliated ultralight association:
> EAA (877-359-1232); USUA (717-339-0200); ASC (269-781-4021), or USHPA(800-616-
6888) with any questions you may have regarding the ultralight to ELSA conversion
process. The FAA Light-Sport Aircraft Branch (405-954-3668) is also available
to answer your ELSA certification conversion questions and to help you locate
the closest ELSA DAR qualified to inspect your aircraft.
>
> DON'T DELAY ACT TODAY!!!
>
So obvioiusly I'm not going to be having anything inspected by those dates, what
happens after those dates?
This seems like it will affect lots and lots of folks, I was hoping some of you
will have already done some of the work in figuring it all out and be willing
to share?
Any info/feedback greatly appreciated.
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97622#97622
Message 11
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| Subject: | Re: What does it mean? |
Higher taxes are bad. That said the current plan being pushed by the FAA will have
little effect on the average LSA pilot. The only user fees being proposed
are in Bravo airspace. The tax on AvGas will increase from 19.xx cents/Gal to
70 cents/gal so if you can run Mogas you won't be affected by that.
Here's a link for the FAA's take on the plan.
http://www.faa.gov/regulations_policies/reauthorization/media/Questions_Answers.pdf
I still think taxes are bad and that this plan is being pushed by the airlines
to move some of the cost off of them and on to GA but it isn't as bad as it could
have been. Also, there's a real good chance that it isn't going to make it
through congress anyway.
--------
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97631#97631
Message 12
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| Subject: | Re: What does it mean? |
----- Original Message -----
From: "Jason" <ingram20@sbcglobal.net>
Sent: Tuesday, February 27, 2007 8:27 AM
Subject: Zenith-List: What does it mean?
>
> Can anyone put it in plain English? The FAA is proposing new fees and
> restrictions for aviation that would directly affect people that are
> thinking of building/flying their own LSA. True/False? Probable?
In plain english:
The FAA has created a new category called ELSA that allows (among other
things) the existing unregistered "fat ultralights" to be transitioned over
to registered airplanes.
If you have a flying machine that does not comply with FAR103 as an
Ultralight aircraft, but fits into the Light Sport category, you are allowed
to register that machine as an ELSA without having to prove that it was
amatuer built for educational and recreational use. This was a big stumbling
point for folks that have been flying "fat UL's" that were built by someone
else and sold for profit as ultralights.
There is a grace period for this to happen, the grace period ends on Jan 31,
2008.
Rick Pitcher
Zodiac, Exp-AB
Message 13
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| Subject: | 701 take-off videos |
I found the following excellent short videos of the 701 on YouTube:
The first is a great demonstration of the 701 s.t.o.l. capability:
http://www.youtube.com/watch?v=59s72vYQqsI
This one shows a banner towing 701!
http://www.youtube.com/watch?v=YFa4M9GmsLM
Flying:
http://www.youtube.com/watch?v=i_cCInksTdg
The full (longer) video with French titles can be found on Google video:
http://video.google.com/videoplay?docid=4562576892875652524
The videos are from a Zenair dealer or flying school in France:
http://www.ulm-torreilles.com/zenair.html
They seem to have problems with knock-offs there too - the 701 says
"it's not a copy" on one side and "the original model" on the other
side to make the point!
J.P.
pilarcoco@netzero.net
(just getting started on my 701)
_____________________________________________________________________
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Message 14
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| Subject: | Re: What does it mean? |
Thank you for that link, I just got through reading it top to bottom. Essentially,
the only cost increase will be the extra 70 cents per gallon for those doing
non-commercial flight. On a zodiac XL, that means somewhere in the neighborhood
of an extra $15 to $20 everytime you fill up.
I wonder how the FAA wouild deal with LSA's or airports that started selling/running
on 93 octane gasoline (for those engines that can do both). I don't anticipate
doing that, just a thought.
Thank you for the feedback, excellent info.
Jason
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97637#97637
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| Subject: | Re: What does it mean? |
Jason,
My understanding of this (and those of you who know the rules - please
correct me on this) is that this year provides a UNIQUE opportunity, (a
loophole of sorts!) possibly never occuring again, being granted by the FAA.
Before year's end, you can take ANY unregistered aircraft that meets LSA
parameters, doesnt matter who built it, doesnt matter how many owners,
doesnt matter if it meets 51% rule... as long as it is airworthy for
inspection -- and GET IT registered legally (as ELSA). It took a friend to
make me realize how unique this opportunity is -- all of those illegal 'fat
ultralights' (for lack of a better word) can be brought into a legal status
once and for all. That is the purpose of this 'conversion' being offered,
ending Dec 2008.
>From a practical standpoint: go onto barnstormers and find that old
Challenger, Kolb, Zenith, Rans, ANYTHING that is in someone's garage
completely built, half built, never built - dont care about tracking
ownership stuff and all the rules for experimental that we are all familiar
with. Buy that gem at a great price, get it airworthy and fill out the ELSA
paperwork. You have a legal aircraft at a great price that otherwise was
going to rot in someone's garage... cause you KNOW they arent going to allow
2 place 'fat ultralights' to fly anymore. I feel sorry for the original
owners of those that dont have pilot's licenses.. THEY are the ones getting
hurt. But YOU can own it now and fly legally.
That, I think, is the intent of this rule and why it has an ending date.
Take advantage.. a GREAT way to get into the air - Zenith or not! (I almost
get the impression that building your own aircraft kit and registering it as
ELSA was a sidebar to the real intent that I explained here)
Those that know this stuff better, please correct me! (I may be off base in
my facts or analysis!)
In fact, if you are able "unregister" (legally of course) a registered plane
that you are interested in.. now you have the basis for starting over and
registering it as your own, ELSA! (I've been hearing stories!)
Jon
----- Original Message -----
From: "Jason" <ingram20@sbcglobal.net>
Subject: Zenith-List: What does it mean?
>>
>>
>> SPECIAL NOTICE ON REGISTERING AIRCRAFT
>>
>> ELSA ALERT: The FAA's Aircraft Registration office and the Light-Sport
>> Aircraft Branch would like to remind all individuals converting aircraft
>> into an Experimental Light-Sport Aircraft (ELSA) per FAR 21.191(i)(1)that
>> there is a January 31, 2008 deadline to complete the ELSA aircraft
>> registration, the
Message 16
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| Subject: | Re: What does it mean? |
Hi Jason,
All the stuff you quoted means that if you don't get your
airworthiness certificate by January 31,2008 you will only be able to
register your home built plane as Experimental - Amateur Built. This
is not a really big deal. After that date E-LSA will only work for
planes that are exact copies of "Certified" S-LSA models.
The new funding stuff the FAA is trying to put in place should not
directly impact your flying privileges - only your wallet. Among
other things, they want to increase the federal tax on Avgas from
$.20 to $0.70 per gallon (give or take). They also want to implement
user fees for use of FAA services like landing at busy airports and
flight planning services.
I think it would be a good idea for all of us to write to our
congressmen and senators to ask them to oppose this new funding
plan. There is still a chance this new plan will not be implemented in law.
Paul
XL fuselage
At 08:27 AM 2/27/2007, you wrote:
>
>Can anyone put it in plain English? The FAA is proposing new fees
>and restrictions for aviation that would directly affect people that
>are thinking of building/flying their own LSA. True/False? Probable?
>
>I've read some about it on the EAA website, and then ran across this
>tidbit on the RANS aircraft page and am having a little trouble
>making sense of it and how it will actually apply on an everyday basis.
>
>(from here (http://www.rans.com/ELSA%20Alert.htm))
>
>
> >
> > SPECIAL NOTICE ON REGISTERING AIRCRAFT
> >
> > ELSA ALERT: The FAA's Aircraft Registration office and the
> Light-Sport Aircraft Branch would like to remind all individuals
> converting aircraft into an Experimental Light-Sport Aircraft
> (ELSA) per FAR 21.191(i)(1)that there is a January 31, 2008
> deadline to complete the ELSA aircraft registration, the ELSA
> airworthiness inspection, and the ELSA certification process.
> >
> > The FAA will guarantee that your registration and certification
> packet will be reviewed and your ELSA aircraft inspected in
> sufficient time to meet the January 31, 2008 deadline if:
> > 4. By August 15, 2007, you submit your aircraft registration
> (N-number) request to the Aircraft Registration office; and
> > 5. By October 1,2007, you call your local ELSA DAR to schedule
> your ELSA airworthiness inspection; and
> > 6. By November 30, 2007, you submit your aircraft
> airworthiness certification request packet to either a FAA Flight
> Standards District Office (FSDO), a FAA Manufacturing Inspection
> District office (MIDO), or your local ELSA DAR. Ask your local ELSA
> DAR which office should receive this packet.
> >
> > If you fail to complete the above steps, the FAA cannot guarantee
> they'll be able to complete your ELSA registration and
> certification inspection process prior to the January 31, 2008 deadline.
> >
> > If you need assistance in determining the exact requirements for
> converting your Ultralight into an ELSA, there are two industry
> sources available to answer any of your ELSA aircraft registration
> and/or certification packet requirement questions:
> > EAA (877-359-1232) and Rainbow Aviation (530-824-0644).
> >
> > We also encourage you to contact your affiliated ultralight association:
> > EAA (877-359-1232); USUA (717-339-0200); ASC (269-781-4021), or
> USHPA(800-616- 6888) with any questions you may have regarding the
> ultralight to ELSA conversion process. The FAA Light-Sport Aircraft
> Branch (405-954-3668) is also available to answer your ELSA
> certification conversion questions and to help you locate the
> closest ELSA DAR qualified to inspect your aircraft.
> >
> > DON'T DELAY ACT TODAY!!!
> >
>
>
>So obvioiusly I'm not going to be having anything inspected by those
>dates, what happens after those dates?
>
>This seems like it will affect lots and lots of folks, I was hoping
>some of you will have already done some of the work in figuring it
>all out and be willing to share?
>
>Any info/feedback greatly appreciated.
>
>Jason
>
>
----
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| Subject: | Off Topic: Experience tops youth in study on aging pilots |
The original article can be found on SFGate.com here:
http://www.sfgate.com/cgi-bin/article.cgi?file=/c/a/2007/02/27/BAGCGOBHLD1.D
TL
---------------------------------------------------------------------
Tuesday, February 27, 2007 (SF Chronicle) HEALTH AND SCIENCE/Experience tops
youth in study on aging pilots Carl T. Hall, Chronicle Science Writer
Experience proved more durable than youth in a study released Monday on
the effects of aging on airplane pilots.
Researchers affiliated with Stanford University and the Veterans
Administration in Palo Alto studied pilot performance in flight simulators
over three years. The study looked at general aviation pilots between the
ages of 40 and 69 when the study began, rated in three different skill
levels -- novices or recreational pilots, pilots rated for instrument
flight, and certified flight instructors or professional air-transport
pilots.
Not surprisingly, the most highly skilled pilots scored best as the
testing began, and their performance held up as the testing was repeated
during the three years. At the same time, the older pilots generally had
lower scores than younger pilots in the same skill category.
As the experiment continued, however, the older pilots improved more than
the younger pilots. Overall, pilots in their 60s improved on average over
the three years, while those in their 40s and 50s declined.
The younger pilots still had an edge despite the narrowing age gap. But
the findings suggest that people with the most expertise who stay active in
their careers don't necessarily lose ground when they reach traditional
retirement age.
Instead, the study suggested that "crystallized knowledge" based on years
of practice may allow pilots -- like musicians or athletes, and possibly
many other categories of "older expert workers" -- to adapt surprisingly
well to the declines of normal aging.
The results come as the Federal Aviation Administration is drafting a
proposed rule change to allow commercial jet pilots in the United States to
stay in the cockpit beyond age 60, the current maximum, until they reach age
65. International rules already allow airline pilots to fly until age 65, so
long as a pilot younger than 60 also is present. Pilots in general aviation
can fly at any age, as long as they pass regular medical tests.
The age restriction forced the Stanford-VA study to exclude commercial
airline pilots, because lack of practice might have skewed the results if
retired pilots were tested over time. Nor was the study set up to find any
optimal age for any class of pilot.
The study appears in the latest issue of the journal Neurology.
Joy Taylor, lead author and assistant director of the Aging Clinical
Research Center, a joint project of Stanford and the Palo Alto VA, said
there's no doubt that people decline on some mental agility measures as they
get older, beginning long before traditional retirement age.
"For many years, it's been known some cognitive abilities really start to
decline after about the age of 25," she said. "The question is, what does it
really matter in the real world if you are a little slower performing on
some cognitive test?"
A few milliseconds may not hamper effectiveness at a job that expects
life-or-death decisions to be made not only quickly, but appropriately,
"based on prior knowledge," she said.
Other studies have tried to compare older and younger pilots, but the
Palo Alto researchers appear to be the first careful attempt to track the
same group of pilots over a period of time. Researchers said they were
surprised to detect an apparent improvement with advancing age, although
that was only for the most-skilled individuals.
Taylor and her colleagues put 118 pilots between the ages of 40 and 69
when the study began through a rigorous flight-simulation test once a year
for three years.
The equipment mimicked the cockpit of a small, single-engine
fixed-propeller aircraft flying above flat terrain with surrounding
mountains. Pilots heard mock commands from air-traffic controllers and had
to deal with randomly generated "emergency situations," such as engine
malfunctions and suddenly approaching airplanes.
Scores were recorded automatically as the pilots maneuvered around air
traffic, responded to flight control commands, scanned instruments and came
in for landings. Flight simulations were followed by a battery of cognitive
tests.
As the tests were repeated, the scores of pilots in their 60s held up
better than those in their 40s and 50s, and actually improved in terms of
overall flight performance, mostly because the older pilots did better over
time at traffic avoidance.
Age alone could be used to predict flight performance to some degree,
Taylor said, but many factors besides "raw cognitive abilities" came into
play to determine competency.
Cognitive quickness, Taylor noted, "is relevant to flying an airplane,
but so is expertise."
Other experts said the study highlights the need for better competency
testing in many critical jobs as the workforce ages and people try to work
past traditional retirement age.
"People will be getting a little slower, maybe their working memory is
slowing down a little bit, and maybe even their novel problem-solving is
slowing down a little bit," said Joel Kramer, a psychologist in memory and
aging research at UCSF. "But how do you decide on an arbitrary age cutoff?"
An editorial in the same medical journal also said the study had
implications "well beyond aviation," noting the rapid aging of the
population means increasing numbers of older workers in critical
occupations.
"It is time to reconsider fixed age limits for the workplace and consider
transitioning to competency-based evaluations of performance," said the
editorial authors, Dr. Joseph L. Sirven of the Mayo Clinic and Daniel G.
Morrow of the University of Illinois at Champaign-Urbana. "Better simulation
techniques need to be developed not only in aviation, but also in medicine
and other careers where public safety is at risk."
FAA officials declined to be interviewed but invited the study authors to
submit their data during the public comment period on the proposed rule
change.
E-mail Carl Hall at chall@sfchronicle.com.
----------------------------------------------------------------------
Copyright 2007 SF Chronicle
do not archive
Message 18
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| Subject: | Re: Off Topic: Experience tops youth in study on aging pilots |
It's like P. J. O'Rourke once said, "Experience, guile, and ruthlessness
beat youth, innocence, and a bad haircut everytime".
Dred
Definitely Do Not Archive
----- Original Message -----
From: Craig Payne
To: zenith-list@matronics.com
Sent: Tuesday, February 27, 2007 12:43 PM
Subject: Zenith-List: Off Topic: Experience tops youth in study on
aging pilots
Message 19
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| Subject: | Re: ID'ing Aluminum Stock...? |
These guys carry 6061-T6. There's a store 500 feet down the street from me that
just opened up.
http://www.fastenal.com/web/locations.ex?action=search&zip=&state=NJ
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97669#97669
Message 20
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| Subject: | Re: What does it mean? |
*smiles* I can't help it..I have to respond to this even if it is way over the
top:
>
> The new funding stuff the FAA is trying to put in place should not
> directly impact your flying privileges - only your wallet.
>
Money is the primary control attribute in any number of issues. Taxation without
represnentation was one of the things that set off the eventual creation of
the USA after all. Right now..how is Congress thinking of controlling our forces
in Iraq? By controlling money of course.
I know I know, it's way over the top; but the idea that it doesn't impact our privlegies
just our wallet isn't quite right.
Anyways, just had to get that off my chest.
Jason
\I know I took that outside the lines of your intent, it just grabbed my attention.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97675#97675
Message 21
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| Subject: | Re: Off Topic: Experience tops youth in study on aging pilots |
I was going to use the exact same PJ quote. You beat me to it.
DO NOT ARCHIVE
--------
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97685#97685
Message 22
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| Subject: | Re: Flying into Canada |
Mark
Thanks for the excellent summary. You did not address Tim's query about
E-LSA's. I asked the EAA the same question, but they never replyed.
Specifically, do you know whether Transport Canada has ever authorized
entry by pilots flying an Experimental-Light Sport Aircraft, or an
Experimental-Amatuer Built Aircraft, under US light sport rules, i.e.,
without a current class 3 medical?
Terry Phillips
At 07:36 AM 2/27/2007 -0500, you wrote:
>Canada is a great choice destination for aviators from the United States.
>We are just different enough to make your trip interesting, but not so
>different that you would be uncomfortable. Our country is renowned for its
>thousands of square miles of pristine wilderness, ideal for all outdoor
>pursuits. We invite you to also experience our cities; they represent a
>unique and pleasant experience of their own. There's something for everyone.
>
>In order to help with your plans for a trip to Canada, we've prepared the
>following summary of information. Remember, it's not that different.
>
>We have developed our own aviation system and our own procedures in
>response to our climate and geography, which differ slightly from what you
>are used to, but they will not make flying unmanageable.
>
>
>Mark Townsend
>
>Can-Zac Aviation Ltd.
>
>president@can-zacaviation.com
>
>www.can-zacaviation.com
>
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim Juhl
>Sent: Monday, February 26, 2007 10:23 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: Newbie Questions
>
>
>
>
>Just out of curiosity what is the official position on flying a Exp.
>Amateur Built vs Exp. Light sport into Canada from the US? Do our
>northern cousins recognize the E-SLA Category?
>
>
>Tim
>
>
>--------
>
>DO NOT ARCHIVE
>
>______________
>
>CFII
>
>Champ L16A flying
>
>Zodiac XL - Jabiru 3300A
>
>Working on wings
Terry Phillips
ttp44@rkymtn.net
Message 23
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| Subject: | Re: 701 take-off videos |
You can bet that there was 12-18 MPH wind down that runway! Great video!!!!!!
Bob Spudis
In a message dated 2/27/2007 12:03:56 P.M. Eastern Standard Time,
pilarcoco@netzero.net writes:
I found the following excellent short videos of the 701 on YouTube:
The first is a great demonstration of the 701 s.t.o.l. capability:
http://www.youtube.com/watch?v=59s72vYQqsI
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
Message 24
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| Subject: | Re: where to buy proseal |
I haven't opened mine, so it's just like new.
----- Original Message -----
From: japhillipsga@aol.com
To: zenith-list@matronics.com
Sent: Tuesday, February 27, 2007 7:47 AM
Subject: Re: Zenith-List: where to buy proseal
Dave, you can buy ProSeal from Aircraft Spruce in pint and quart cans.
ProSeal has a fairly short life after the can is opened (6-8 months ? ).
Supposedly the can is closed in nitrogen gas and that air starts the
hardening process even without hardener so an old can may not be very
useful. I keep mine in the refrig to slow the process. I did a whole
RV-8 fuel tank with less than a quart. Best regards, Bill of Georgia
-----Original Message-----
From: pacificpainting@comcast.net
To: zenith-list@matronics.com
Sent: Tue, 27 Feb 2007 10:19 AM
Subject: Re: Zenith-List: where to buy proseal
<pacificpainting@comcast.net>
John,
I have a quart of proseal that I'm not going to use. I bought it at
Van's about 2 weeks ago. I don't remember how much it is, but I can look
if you want it.
Dave
Salem, Oregon
----- Original Message ----- From: "john butterfield"
<jdbutterfield@yahoo.com>
To: "Zenith-List Digest Server" <zenith-list-digest@matronics.com>
Sent: Monday, February 26, 2007 9:30 PM
Subject: Zenith-List: where to buy proseal
<jdbutterfield@yahoo.com>
>
> hi list
> i can't seem to find where to buy some pro seal for my
> fuel senders
> i live in in the los angeles area, maybe it has
> another name, but am having no luck in finding is
> john butterfield
> 601XL, corvair
> torrance, ca
>
>
>
> Be a PS3 game guru.
> Get your game face on with the latest PS3 news and previews at
Yahoo! > Games.
> http://videogames.yahoo.com/platform?platform=120121
>
>
>
>
>
-------------------------------------------------------------------------
-----
Message 25
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| Subject: | Re: ID'ing Aluminum Stock...? |
Thanks for the "heads up". They have a store the next town over from me,
never knew they existed, looks like a good find.
Bob Spudis
Do not archive
In a message dated 2/27/2007 2:47:38 P.M. Eastern Standard Time,
ashontz@nbme.org writes:
--> Zenith-List message posted by: "ashontz" <ashontz@nbme.org>
These guys carry 6061-T6. There's a store 500 feet down the street from me
that just opened up.
http://www.fastenal.com/web/locations.ex?action=search&zip=&state=NJ
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
Message 26
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| Subject: | Re: Flying into Canada |
>From what I have heard from Transport Canada, at this
time LSAs are not allowed in Canada unless they have a
gross weight bellow 1200 lbs and then it meets the
Basic Ultralight regulations.
One other problem is the Sport Pilot Driver's License
Medical is not acceptable to Transport. They say it
never will be but that point is debatable. Once the
Sport Pilot rules (including the med) prove they are
safe, Transport might look at the medical standards
further.
As for the LSAs future in Canada. It is supposedly in
the works. Transport Canada and the national aviation
organizations are sorting it out. Maybe later this
year we will know a bit more.
Do Not Archive
Doug MacDonald
NW Ontario, Canada
CH-701 Scratch Builder
Bored stiff? Loosen up...
Download and play hundreds of games for free on Yahoo! Games.
http://games.yahoo.com/games/front
Message 27
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| Subject: | Re: ID'ing Aluminum Stock...? |
[quote="NYTerminat(at)aol.com"]Thanks for the "heads up". They have a store the
next town over from me, never knew they existed, looks like a good find.
Bob Spudis
Do not archive
In a message dated 2/27/2007 2:47:38 P.M. Eastern Standard Time, ashontz@nbme.org
writes:
> --> Zenith-List message posted by: "ashontz"
>
> These guys carry 6061-T6. There's a store 500 feet down the street from me
that just opened up.
>
> http://www.fastenal.com/web/locations.ex?action=search&zip=&state=NJ
>
> --------
> CH601XL - Corvair
> www.mykitlog.com/ashontz
>
AOL now offers free email to everyone. Find out more about what's free from AOL
at AOL.com.
> [b]
I just went in the one near me for the first time yesterday. They seem to have
a lot of locations. The guy working there is looking into availability of sheet.
They can order a lot of stuff. May not even get charged for shipping seeing
as how these places get a lot of shipments anyway. They wound up having the 1/2
x 1/4 x 12 foot 6061-T6 bar I needed for the spars, right on the shelf. And
here I was driving 170 miles roundtrip to N. Jersey for the same thing that was
literally 500 feet down the street. Well, ok, maybe 850 feet.
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97722#97722
Message 28
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| Subject: | corvair oil level |
HELP CORVAIR ENGINE
I NEED TO KNOW HOW MUCH OIL TO PUT IN THE ENGINE?
I HAVE W. W. DEEP OIL PAN AND A REMOTE OIL FILTER
FIVE OR SIX QUART, S?
GETTING READY TO FIRE IT UP
THANK YOU BEN N524B
**************************************
AOL now offers free email to everyone. Find out more about what's
free from AOL at http://www.aol.com.
Message 29
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| Subject: | Re: corvair oil level |
I think with the WW pan it will hold up to 7 but do fine on 5. I'd
figure the cost of one more quart is minimal in comparison the
time/money invested in the engine, so why not at least six?
Do not archive
----- Original Message -----
From: Ben52425@aol.com
To: zenith-list@matronics.com
Sent: Tuesday, February 27, 2007 5:48 PM
Subject: Zenith-List: corvair oil level
HELP CORVAIR ENGINE
I NEED TO KNOW HOW MUCH OIL TO PUT IN THE ENGINE?
I HAVE W. W. DEEP OIL PAN AND A REMOTE OIL FILTER
FIVE OR SIX QUART, S?
GETTING READY TO FIRE IT UP
THANK YOU BEN N524B
**************************************
AOL now offers free email to everyone. Find out more about what's free
from AOL at http://www.aol.com.
Message 30
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| Subject: | Re: Solid riveting spar - setting solid AN6 rivets |
In a message dated 2/26/2007 9:29:37 P.M. Eastern Standard Time,
naumuk@alltel.net writes:
In fact
>, they're just not going any further. The shape is
> nice, just not expanding anymore, nor are they compressing anymore.
do not archive
No matter how work hardened your rivets are,(or what size bucking bar your
using) you should be able to flatten them puppies flatter than a pancake !
Do you have a regulator on your compressor? Turn it up more.
Same if there is a regulator on your gun.
Watch the regulator gauge as you drive a test rivet.Does the pressure drop
to low?
Or just fer shins-n-grigles, take the gun,and test piece, to your local
garage where they have a real compressor,and ask them if you can try it there.
That is if your using one of those small tank "home" compressors. I'm not
saying they wont work,I have used them just fine,but maybe your model will not.
I just can not believe that a good rivet gun,with adequate air pressure
,and flow rate, will not pound the
crap out of them.
Phil Day
701 scrap builder
<BR><BR><BR>**************************************<BR> AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
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| Subject: | corvair oil level |
"When calibrating your dipstick, put 5 quarts of oil in the engine, and
prime the oil pump to fill the filter. Note this as the low mark on the
stick with the airplane in its ground attitude. Most airplanes can use 2 or
3 quarts more than this, but we generally fly with 6 in the plane."
<http://www.flycorvair.com/oilpan.html>
http://www.flycorvair.com/oilpan.html
-- Craig
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| Subject: | Flying into Canada |
I asked a similar question, going the other way, on a Canadian group.
The
reply I got was at this time Canada doesn't recognize the driver's
license
medical used in sport pilot. The U.S doesn't recognize the Canadian
Class 4
medical declaration ( Recreational Pilot Permit...me) I was also told
civil servants on both sides of the 49th are supposed to be working
diligently (ya right!) to get reciprocal recognition.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Terry
Phillips
Sent: Tuesday, February 27, 2007 5:55 PM
Subject: Re: Zenith-List: Flying into Canada
Mark
Thanks for the excellent summary. You did not address Tim's query about
E-LSA's. I asked the EAA the same question, but they never replyed.
Specifically, do you know whether Transport Canada has ever authorized
entry
by pilots flying an Experimental-Light Sport Aircraft, or an
Experimental-Amatuer Built Aircraft, under US light sport rules, i.e.,
without a current class 3 medical?
Terry Phillips
At 07:36 AM 2/27/2007 -0500, you wrote:
Canada is a great choice destination for aviators from the United
States. We
are just different enough to make your trip interesting, but not so
different that you would be uncomfortable. Our country is renowned for
its
thousands of square miles of pristine wilderness, ideal for all outdoor
pursuits. We invite you to also experience our cities; they represent a
unique and pleasant experience of their own. There's something for
everyone.
In order to help with your plans for a trip to Canada, we've prepared
the
following summary of information. Remember, it's not that different.
We have developed our own aviation system and our own procedures in
response
to our climate and geography, which differ slightly from what you are
used
to, but they will not make flying unmanageable.
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
www.can-zacaviation.com <http://www.can-zacaviation.com/>
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim Juhl
Sent: Monday, February 26, 2007 10:23 PM
Subject: Zenith-List: Re: Newbie Questions
Just out of curiosity what is the official position on flying a Exp.
Amateur Built vs Exp. Light sport into Canada from the US? Do our
northern
cousins recognize the E-SLA Category?
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Terry Phillips
ttp44@rkymtn.net
Message 33
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|
| Subject: | Re: where to buy proseal |
properly sealed Proseal can last a long time, longer than 8 months, Ive been using
one that is over two years old, no problem, just seal it well, no pun intended.
Juan
-----Original Message-----
>From: Dave Ruddiman <pacificpainting@comcast.net>
>Sent: Feb 27, 2007 5:09 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: where to buy proseal
>
>I haven't opened mine, so it's just like new.
>
>
> ----- Original Message -----
> From: japhillipsga@aol.com
> To: zenith-list@matronics.com
> Sent: Tuesday, February 27, 2007 7:47 AM
> Subject: Re: Zenith-List: where to buy proseal
>
>
> Dave, you can buy ProSeal from Aircraft Spruce in pint and quart cans. ProSeal
has a fairly short life after the can is opened (6-8 months ? ). Supposedly
the can is closed in nitrogen gas and that air starts the hardening process even
without hardener so an old can may not be very useful. I keep mine in the
refrig to slow the process. I did a whole RV-8 fuel tank with less than a quart.
Best regards, Bill of Georgia
>
> -----Original Message-----
> From: pacificpainting@comcast.net
> To: zenith-list@matronics.com
> Sent: Tue, 27 Feb 2007 10:19 AM
> Subject: Re: Zenith-List: where to buy proseal
>
>
>
> John,
>
> I have a quart of proseal that I'm not going to use. I bought it at Van's about
2 weeks ago. I don't remember how much it is, but I can look if you want it.
>
> Dave
> Salem, Oregon
>
> ----- Original Message ----- From: "john butterfield" <jdbutterfield@yahoo.com>
> To: "Zenith-List Digest Server" <zenith-list-digest@matronics.com>
> Sent: Monday, February 26, 2007 9:30 PM
> Subject: Zenith-List: where to buy proseal
>
> >
> > hi list
> > i can't seem to find where to buy some pro seal for my
> > fuel senders
> > i live in in the los angeles area, maybe it has
> > another name, but am having no luck in finding is
> > john butterfield
> > 601XL, corvair
> > torrance, ca
> >
> >
> >
> > Be a PS3 game guru.
> > Get your game face on with the latest PS3 news and previews at Yahoo! > Games.
> > http://videogames.yahoo.com/platform?platform=120121
> >
> >
> >
> >
> >
>
>
>
>
>------------------------------------------------------------------------------
>
>
Message 34
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| Subject: | Re: What does it mean? |
there are additional costs, if you land in any field, there will ultimately be
a landing fee. Not just towered fields. the new prpoosed deal is a phased
in approach. do you want to pay $3.80/gal plus $0.70 more per gallon, that is
$25.00 more per fill up? plus $30.00 on average every time you want to go for
that $100.00 now $140.00 hamburger run? Europe's system is an utter failure.
Our system is well funded the way it is, the only reason this is coming to
the table is due to FAA's fundung coming up again, and the ATA's lobbiist doing
a damned good job. GA is less than 600,000 people now, and Trasnport is not
doing well at all. they cannot make money.
Guess who is recommending the new proposed system, ATA. Only $0.70? add that
to the cost to train in an area that the population is getting smaller.
-----Original Message-----
>From: Jason <ingram20@sbcglobal.net>
>Sent: Feb 27, 2007 12:10 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: What does it mean?
>
>
>Thank you for that link, I just got through reading it top to bottom. Essentially,
the only cost increase will be the extra 70 cents per gallon for those doing
non-commercial flight. On a zodiac XL, that means somewhere in the neighborhood
of an extra $15 to $20 everytime you fill up.
>
>I wonder how the FAA wouild deal with LSA's or airports that started selling/running
on 93 octane gasoline (for those engines that can do both). I don't anticipate
doing that, just a thought.
>
>Thank you for the feedback, excellent info.
>
>Jason
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=97637#97637
>
>
Message 35
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| Subject: | Re: What does it mean? |
there are additional costs, if you land in any field, there will ultimately be
a landing fee. Not just towered fields. the new prpoosed deal is a phased
in approach. do you want to pay $3.80/gal plus $0.70 more per gallon, that is
$25.00 more per fill up? plus $30.00 on average every time you want to go for
that $100.00 now $140.00 hamburger run? Europe's system is an utter failure.
Our system is well funded the way it is, the only reason this is coming to
the table is due to FAA's fundung coming up again, and the ATA's lobbiist doing
a damned good job. GA is less than 600,000 people now, and Trasnport is not
doing well at all. they cannot make money.
Guess who is recommending the new proposed system, ATA. Only $0.70? add that
to the cost to train in an area that the population is getting smaller.
-----Original Message-----
>From: Jason <ingram20@sbcglobal.net>
>Sent: Feb 27, 2007 12:10 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: What does it mean?
>
>
>Thank you for that link, I just got through reading it top to bottom. Essentially,
the only cost increase will be the extra 70 cents per gallon for those doing
non-commercial flight. On a zodiac XL, that means somewhere in the neighborhood
of an extra $15 to $20 everytime you fill up.
>
>I wonder how the FAA wouild deal with LSA's or airports that started selling/running
on 93 octane gasoline (for those engines that can do both). I don't anticipate
doing that, just a thought.
>
>Thank you for the feedback, excellent info.
>
>Jason
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=97637#97637
>
>
Message 36
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|
| Subject: | Re: Solid riveting spar - setting solid AN6 rivets |
[quote="Flydog1966(at)aol.com"]In a message dated 2/26/2007 9:29:37 P.M. Eastern
Standard Time, naumuk@alltel.net writes:
> In fact
>
> > , they're just not going any further. The shape is
> > nice, just not expanding anymore, nor are they compressing anymore.
> >
>
>
do not archive
No matter how work hardened your rivets are,(or what size bucking bar your
using) you should be able to flatten them puppies flatter than a pancake !
Do you have a regulator on your compressor? Turn it up more.
Same if there is a regulator on your gun.
Watch the regulator gauge as you drive a test rivet.Does the pressure drop
to low?
Or just fer shins-n-grigles, take the gun,and test piece, to your local garage
where they have a real compressor,and ask them if you can try it there.
That is if your using one of those small tank "home" compressors. I'm not saying
they wont work,I have used them just fine,but maybe your model will not.
I just can not believe that a good rivet gun,with adequate air pressure ,and
flow rate, will not pound the
crap out of them.
Phil Day
701 scrap builder
> [b]
Thanks for the tips. My compressor goes up to 150 psi and has about a 10 gallon
tank. Not sure about the rating on the riveter, but it's a reall one, not some
Home Depot cheapy. I thought about trying the bucking bar on the floor rather
than the table. May make a difference.
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97760#97760
Message 37
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| Subject: | Re: What does it mean? |
As someone who has been thru a few FAA related scares in the past, may I suggest
the following. The AOPA and to a slightly lesser extent the EAA have long
been champions of general aviation and our freedom to fly. They work tirelessly
to protect our interests and have a good record of success. I have belonged
to both AOPA and EAA for over 30 years and responded when they put out the
call to contact our legislators and others. I for one do not plan to give in
to the FAA's ill-planned attempt to bring in user fees without a fight. I urge
all of you to support the AOPA and EAA and do the same. There is power in numbers.
Tim Juhl
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97765#97765
Message 38
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| Subject: | Re: What does it mean? |
Gig,
User Fees and the FAA's current plan will make not make it through
congress if nobody, and I mean nobody, goes along with any of it. Yes,
the program will have a very bad affect on LSA and all of general
aviation. Worse, it will cause us to lose the freedom to fly anywhere,
at almost anytime. Why not have user fees for cars, just think $1.00
for every stop sign you stop at; $1.00 for every red light you use;
$5.00 for entering the interstate; then increase fuel taxes many times
- and don't forget, reduce everything for truckers because they are
commercial and the highways and roadways are for them, not the general
driving public. You need to rethink you support of the FAA - it is far
worse than you think. Are you an airline pilot?
--
Semper Fi,
Steven R. Hulland
CH 600 Taildragger
Amado, AZ
This and all other incoming/outgoing email, attachments and replies
scanned prior to opening/sending and uses an external firewall to help
insure virus free email and attachments.
Message 39
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| Subject: | Flying into Canada |
Terry your right, I will contact Transport tomorrow. I believe that the
plane is able to enter into Canada but the pilot needs to have a private
or better license. Our Recreational permit in Canada is not allowed to
fly in the U.S. and your LSA permit will not allow you to cross into
Canada. Our Ultralight pilots may cross into the U.S. authorization but
the U.S. Ultralights may not cross into Canada due to the fact that U.S.
ultralight pilots don=92t have any license. I answered Tim=92s enquiry
knowing that he holds a private license and did not consider the LSA
permit.
Now having said all that and I will check into it for everyone, I know
that harmonization between the two countries is under serious
consideration and we may see something come into effect by years end
which would allow LSA and Recreational permits to cross the border
either way. ( but not U.S. Recreational permit, that is a different
animal altogether.) Both planes Gross and pilots permits are being
discussed at Transport Canada=92s CARAC meetings.
Mark Townsend
Can-Zac Aviation Ltd.
HYPERLINK
"mailto:president@can-zacaviation.com"president@can-zacaviation.com
HYPERLINK "http://www.can-zacaviation.com/"www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Terry
Phillips
Sent: Tuesday, February 27, 2007 4:25 PM
Subject: Re: Zenith-List: Flying into Canada
Mark
Thanks for the excellent summary. You did not address Tim's query about
E-LSA's. I asked the EAA the same question, but they never replyed.
Specifically, do you know whether Transport Canada has ever authorized
entry by pilots flying an Experimental-Light Sport Aircraft, or an
Experimental-Amatuer Built Aircraft, under US light sport rules, i.e.,
without a current class 3 medical?
Terry Phillips
At 07:36 AM 2/27/2007 -0500, you wrote:
Canada is a great choice destination for aviators from the United
States. We are just different enough to make your trip interesting, but
not so different that you would be uncomfortable. Our country is
renowned for its thousands of square miles of pristine wilderness, ideal
for all outdoor pursuits. We invite you to also experience our cities;
they represent a unique and pleasant experience of their own. There=92s
something for everyone.
In order to help with your plans for a trip to Canada, we've prepared
the following summary of information. Remember, it=92s not that
different.
We have developed our own aviation system and our own procedures in
response to our climate and geography, which differ slightly from what
you are used to, but they will not make flying unmanageable.
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
HYPERLINK "http://www.can-zacaviation.com/"www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com [HYPERLINK
"mailto:owner-zenith-list-server@matronics.com"mailto:owner-zenith-list-
server@matronics.com] On Behalf Of Tim Juhl
Sent: Monday, February 26, 2007 10:23 PM
Subject: Zenith-List: Re: Newbie Questions
Just out of curiosity what is the official position on flying a Exp.
Amateur Built vs Exp. Light sport into Canada from the US? Do our
northern cousins recognize the E-SLA Category?
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Terry Phillips
ttp44@rkymtn.net
"http://www.matronics.com/Navigator?Zenith-List"http://www.matronics.com
/Navigator?Zenith-List
"http://forums.matronics.com"http://forums.matronics.com
--
2/27/2007 3:24 PM
--
2/27/2007 3:24 PM
Message 40
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| Subject: | Flying into Canada |
Another possible solution? Is it possible for a U.S. citizen to get a
Canadian 4th class medical? Would that solve any problems? Could you operate
in Canada with a U.S. sport license and a Canadian 4th class medical if the
plane met the requirements? Could you hold a U.S. Private license and no
U.S. medical and fly in Canada with a 4th class medical?
Raymond Julian
Kettle River, MN
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of ZodieRocket
Sent: Tuesday, February 27, 2007 10:50 PM
To: zenith-list@matronics.com
Subject: RE: Zenith-List: Flying into Canada
Terry your right, I will contact Transport tomorrow. I believe that the
plane is able to enter into Canada but the pilot needs to have a private or
better license. Our Recreational permit in Canada is not allowed to fly in
the U.S. and your LSA permit will not allow you to cross into Canada. Our
Ultralight pilots may cross into the U.S. authorization but the U.S.
Ultralights may not cross into Canada due to the fact that U.S. ultralight
pilots dont have any license. I answered Tims enquiry knowing that he
holds a private license and did not consider the LSA permit.
Now having said all that and I will check into it for everyone, I know
that harmonization between the two countries is under serious consideration
and we may see something come into effect by years end which would allow LSA
and Recreational permits to cross the border either way. ( but not U.S.
Recreational permit, that is a different animal altogether.) Both planes
Gross and pilots permits are being discussed at Transport Canadas CARAC
meetings.
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Terry Phillips
Sent: Tuesday, February 27, 2007 4:25 PM
To: zenith-list@matronics.com
Subject: Re: Zenith-List: Flying into Canada
Mark
Thanks for the excellent summary. You did not address Tim's query about
E-LSA's. I asked the EAA the same question, but they never replyed.
Specifically, do you know whether Transport Canada has ever authorized
entry by pilots flying an Experimental-Light Sport Aircraft, or an
Experimental-Amatuer Built Aircraft, under US light sport rules, i.e.,
without a current class 3 medical?
Terry Phillips
At 07:36 AM 2/27/2007 -0500, you wrote:
Canada is a great choice destination for aviators from the United States.
We are just different enough to make your trip interesting, but not so
different that you would be uncomfortable. Our country is renowned for its
thousands of square miles of pristine wilderness, ideal for all outdoor
pursuits. We invite you to also experience our cities; they represent a
unique and pleasant experience of their own. Theres something for everyone.
In order to help with your plans for a trip to Canada, we've prepared the
following summary of information. Remember, its not that different.
We have developed our own aviation system and our own procedures in
response to our climate and geography, which differ slightly from what you
are used to, but they will not make flying unmanageable.
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim Juhl
Sent: Monday, February 26, 2007 10:23 PM
To: zenith-list@matronics.com
Subject: Zenith-List: Re: Newbie Questions
Just out of curiosity what is the official position on flying a Exp.
Amateur Built vs Exp. Light sport into Canada from the US? Do our northern
cousins recognize the E-SLA Category?
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Terry Phillips
ttp44@rkymtn.net
- The Zenith-List Email Forum - -->
http://www.matronics.com/Navigator?Zenith-List - NEW MATRONICS
WEB FORUMS - --> http://forums.matronics.com
--
2/27/2007 3:24 PM
--
2/27/2007 3:24 PM
Message 41
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| Subject: | Flying into Canada |
Thanks, Mark
In my case, I would be looking at flying with a PPL, but flying light sport
without a class 3 medical, i.e., with a driver's license. As long as you're
asking, try to find out about that situation. Thank you for looking into
this for us. It would be great if our respective governments would get
together and develop rules with reasonable reciprocity for each other's pilots.
Terry
At 11:49 PM 2/27/2007 -0500, you wrote:
>Terry your right, I will contact Transport tomorrow. I believe that the
>plane is able to enter into Canada but the pilot needs to have a private
>or better license. Our Recreational permit in Canada is not allowed to fly
>in the U.S. and your LSA permit will not allow you to cross into Canada.
>Our Ultralight pilots may cross into the U.S. authorization but the U.S.
>Ultralights may not cross into Canada due to the fact that U.S. ultralight
>pilots don't have any license. I answered Tim's enquiry knowing that he
>holds a private license and did not consider the LSA permit.
>
>
>Now having said all that and I will check into it for everyone, I know
>that harmonization between the two countries is under serious
>consideration and we may see something come into effect by years end which
>would allow LSA and Recreational permits to cross the border either way. (
>but not U.S. Recreational permit, that is a different animal altogether.)
>Both planes Gross and pilots permits are being discussed at Transport
>Canada's CARAC meetings.
>
>
>Mark Townsend
>
>Can-Zac Aviation Ltd.
Terry Phillips
ttp44@rkymtn.net
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