Today's Message Index:
----------------------
1. 07:11 AM - Re: Rivet color?? (Larry C. McFarland)
2. 09:45 AM - Jabiru Electrical Budget (ac6qj@earthlink.net)
3. 10:15 AM - Re: New To List (Rick)
4. 02:01 PM - Re: Jabiru Electrical Budget (Jim and Lucy)
5. 08:24 PM - Flight Data (Chuck Deiterich)
Message 1
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| Subject: | Re: Rivet color?? |
--> Zenith-List message posted by: "Larry C. McFarland" <larrymc@qconline.com>
Jon,
The color of MS20470 rivets isn't like clecos. These come either
hard or soft, so you might just squeeze a couple to be assured that they
are the soft ones you wanted. Sounds like the former were anodized
to keep them from oxidation and the silver were perhaps protected
by some other process, or not. Pure 1100 doesn't likely need protection.
Larry C. McFarland - 601hds
----- Original Message -----
From: "Jon Croke" <Jon@joncroke.com>
Subject: Zenith-List: Rivet color??
> Does anyone understand rivets well enough to explain to me how I can
specify
> the color of a rivet?
>
> I slightly over-enlarged some holes on the trailing edge of the flaps
which
> are to use solid, soft 3/32 rivets, and are gold in color as supplied by
> ZAC. I ordered a bag of the next size up (1/8) and received, from Wicks,
> the right size, but they are SILVER in color and hence, dont match the
gold
> ones!
>
> Is the color of these rivets some how part of the part number??
> I ordered MS20470A4-3
Message 2
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| Subject: | Jabiru Electrical Budget |
--> Zenith-List message posted by: ac6qj@earthlink.net
Hello List,
I've been considering a Jabiru 3300 engine installation but am
disappointed by the engine's electrical generating capacity of 40
watts (i.e. 20 Amps at 13.8). A reasonable plan for avionics and
lighting is shown below. The worse case operational scenario places
the Jabiru 3300 electrical budget at a 117 watt deficit.
Power Budget Voltage Current Watts
Intercom / Marker Receiver 13.8 1.00 13.800
GPS Nav / Comm 13.8 5.50 75.900
VOR/LOC/GPS CDI 13.8 0.10 1.380
Transponder 13.8 1.45 20.010
Altitude Encoder 13.8 0.60 6.900
Electric Turn & Bank 13.8 0.50 9.660
Tail Light 13.8 2.00 27.600
Position Light with Strobe 13.8 4.00 55.200
Position Light with Strobe 13.8 4.00 55.200
Landing Light 13.8 7.25 100.050
Cabin Lighting 13.8 0.24 3.312
Instrument Lighting 13.8 0.64 8.832
Other 13.8 1.00 13.800
Total Power Consumption 13.8 28.48 390.264
Jabiru 3300 Electrical Capacity 13.8 20.00 276.000
Electrical Budget Balance 13.8 -8.48 -117.024
The Jabiru's generator is integral and driven directly from the
flywheel. The generator is woefully inadequate for my power budget
requirements (and the avionics package is _not_negotiable_). It
would seem that a 40 amp (550 watt) generating capacity would be much
more appropriate and would provide ample margin.
Has anyone come up with an alternative source for electrical power
for the Jabiru, such as a belt driven alternator?
If so, how was the alternate electrical power source accommodated
within the engine cowling?
--
Best regards, Ray Montagne
Cupertino, CA
Zenith CH601-XL
Builder #4939
Message 3
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--> Zenith-List message posted by: Rick <rick.pitcher@verizon.net>
Thanks for the compliment Larry. Your website and a few others have
really helped me keep my project on the "fast track". Blueprints and
assembly manuals simply cannot show the details of each little assemly
as well as a series of photographs, although I must say that the Zenith
drawings are a WHOLE lot better than the ones that came with the Avid
MarkIV that I just finished. http://lightflyers.com/avid/unfold.jpg
Thanks for the heads-up on the rivet orientation on the firewall. I
don't think I'll be using a header tank (going with the leading edge
wing tanks) but I'll still install the rivets with the tails towards the
engine compartment just in case I change my mind.
Rick P.
http://lightflyers.com/Zodiac.html
"Larry C. McFarland" wrote:
>
> --> Zenith-List message posted by: "Larry C. McFarland" <larrymc@qconline.com>
>
> Rick,
> I'm impressed with you're progress. You do really nice work.
> Because you're on your firewall, I must comment if it weren't
> obvious, (because I missed it), put the rivets into the firewall with the
> heads
> toward the tank as you assemble the nose gear support channels. This
> is only important where the tank and firewall are close. It's recommended
> they be placed thru the thin first and the thick material last where
> practicable anyway.
> Recently had to reverse them and it does make a difference when you
> put a sound proofer between the firewall and the tank.
> Thank you for the compliments. It's good to find
> one's work useful to other builders.
> Larry
>
> ----- Original Message -----
> From: "Rick" <rick.pitcher@verizon.net>
> To: <zenith-list@matronics.com>
> Subject: Re: Zenith-List: New To List
>
> > --> Zenith-List message posted by: Rick <rick.pitcher@verizon.net>
> > I'm about 2 or 3 months into my kit built wing/ scratch built fuselage
> > 601HD right now, here's the latest pics building and mating the fuselage
> > sections:
> > http://lightflyers.com/fuse.html
> > http://lightflyers.com/mate.html
> >
> > Hoping to have an Airplane Shaped Object by New Years' Day.
> > Rick Pitcher
> >
> DO Not Archive
>
Message 4
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| Subject: | Re: Jabiru Electrical Budget |
--> Zenith-List message posted by: Jim and Lucy <jpollard@mnsi.net>
Hello Ray
The Jabiru website states that the alternator is 15 amps
continuous and 22 AMPs intermittant they do not say
how long their intermittant time is. They must have some
duty cycle in mind to state this, so this may be
worse than your description below. You also did not
include your electrical aux fuel pump.
However I would not include the landing lights as they are
only on for a small part of the flight and the battery can handle
them for the small amount of time they are on. Also the 5.5 amps
for the navcom is way too much. It may use that while transmitting
but no way that much all the time. Another alternator could be
fitted to the vacuum drive. If it is a standard mount B and C
Specialty products will have one for it.
Jim Pollard
ch601hds
ea81
>Hello List,
>
>I've been considering a Jabiru 3300 engine installation but am
>disappointed by the engine's electrical generating capacity of 40
>watts (i.e. 20 Amps at 13.8). A reasonable plan for avionics and
>lighting is shown below. The worse case operational scenario places
>the Jabiru 3300 electrical budget at a 117 watt deficit.
>
>Power Budget Voltage Current Watts
>
>Intercom / Marker Receiver 13.8 1.00 13.800
>GPS Nav / Comm 13.8 5.50 75.900
>VOR/LOC/GPS CDI 13.8 0.10 1.380
>Transponder 13.8 1.45 20.010
>Altitude Encoder 13.8 0.60 6.900
>Electric Turn & Bank 13.8 0.50 9.660
>Tail Light 13.8 2.00 27.600
>Position Light with Strobe 13.8 4.00 55.200
>Position Light with Strobe 13.8 4.00 55.200
>Landing Light 13.8 7.25 100.050
>Cabin Lighting 13.8 0.24 3.312
>Instrument Lighting 13.8 0.64 8.832
>Other 13.8 1.00 13.800
>
>Total Power Consumption 13.8 28.48 390.264
>Jabiru 3300 Electrical Capacity 13.8 20.00 276.000
>Electrical Budget Balance 13.8 -8.48 -117.024
Message 5
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--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
I have almost 8 hours on my CH701/Jabiru 2200 now. Prince composite 64"diam by
26" pitch P-Tip prop. Two 10.8 gal wing tanks no header tank. GPS/COMM, T&B,
strobes, nav lites, panel lites, instrument power, electric trim, measured continuos
current is less than 10 amps.
Pete Krotje of Jabiru USA tells me that they cruise at 2750 RPM on a Titan and
2850 RPM on a Jabiru airplane. At 2750 RPM my IAS is 70 mph, I think my airspeed
indicator is close. None of my 4 CHT's go over 300 F and oil temp stays below
180 F. Outside air temp about 60 F. I am burning less than 4 gal/hr (100 LL).
I have a small spring and pulley to hold the down elevator cable away from the
up cable. This causes the stick to be pulled to the left and has to have right
pressure to keep the wings level. I will install another spring on the aileron
bell crank to neutralize the left pull.
The engine is smooth and strong, so far, I can't tell any difference between it
and ZAC's Rotax 912 powered 701. The engine starts easily in warm weather but
can be tricky when its cold. (they have a cold starting procedure)
Zenair News letter Sept/Oct 2000, shows how to set up the brake cylinder/pedal.
Which essentially says have the brake pedal straight up from the rudder pedal
and the cylinder as close as possible to the pedal. This is what I did and my
brakes hold fine for runup (but not full throttle). In my opinion, this setup
is satisfactory. (I have MATCO dual piston brakes on the 16" 701 tires - the
large diameter gives a longer moment arm that the brakes have to overcome, smaller
diameter tires would allow more braking power)
I am still learning how to land this guy, but it leaps into the air and seems to
climb ok. The runway I'm at is 5000' and I am at 500 feet when I cross over
the far end while climbing at 60 mph (keeping the new engine cool).
Some Pix at http://members.thegateway.net/cfd/
Chuck D.
N701TX
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