Today's Message Index:
----------------------
1. 05:31 AM - Re: BULLETIN: SCHNEIDER CUP UPDATE (Chip W Erwin)
2. 05:38 AM - Electronic gyro article (Grant Corriveau)
3. 05:56 AM - Re: EA-81 reliability was One less Zodiac in the world :( (Weston, Jim)
4. 07:21 AM - Re: EA-81 reliability was One less Zodiac in the world :( (Don Walker)
5. 08:07 AM - Re: BULLETIN: SCHNEIDER CUP UPDATE (Pinneo, George)
6. 08:41 AM - Re: One less Zodiac in the world (Paul Hartl)
7. 09:23 AM - Re: BULLETIN: SCHNEIDER CUP UPDATE (Gary Gower)
8. 09:38 AM - Re: EA-81 reliability was One less Zodiac in the world :( (Gary Gower)
9. 09:56 AM - Re: Re: One less Zodiac in the world (Don Honabach)
10. 10:42 AM - Re: Re: One less Zodiac in the world (Don Walker)
11. 12:49 PM - Re: Re: Looking for engine mount for a Corvair to 601 (Brian Caithcart)
12. 02:42 PM - Re: Re: One less Zodiac in the world (Don Honabach)
13. 03:39 PM - Re: EA-81 reliability was One less Zodiac in the world :( (Philip Polstra)
14. 04:26 PM - Re: Re: One less Zodiac in the world (Don Walker)
15. 04:42 PM - Re: valve guides (Don Walker)
16. 05:25 PM - Re: Inquiry (Pwalsh4539@aol.com)
17. 05:32 PM - Lightening Holes (David Witt)
18. 05:52 PM - Re: Re: valve guides (Gary Gower)
19. 06:15 PM - Re: Re: One less Zodiac in the world (Bill Morelli)
20. 06:23 PM - Re: Lightening Holes (Brian Walker)
21. 06:37 PM - Re: Re: One less Zodiac in the world (John Karnes)
22. 07:56 PM - Valve guides (Ramperf@aol.com)
23. 08:27 PM - Re: Lightening Holes (Scott Laughlin)
24. 08:28 PM - 801 site updated (Rich)
Message 1
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| Subject: | BULLETIN: SCHNEIDER CUP UPDATE |
--> Zenith-List message posted by: "Chip W Erwin" <aircraft@czaw.cz>
The Piccola Schneider Cup races were concluded last Sunday and I managed
to win with the Zenair CH601XL. In addition, I have won a 2nd trophy for
the fastest uncompensated time.
This makes the 3rd win for the Zenair CH601.
I will be posting some photos on our web site very soon.
The flight back to the Czech Republic was over the Brenner Pass this
time at 8,500 feet.
Cheers,
CHIP
Chip W. Erwin
CZECH AIRCRAFT WORKS, S.R.O.
Manufacturer of Sport Aircraft & Aircraft Floats
Lucn 1824, 686 02 Star Mesto, Czech Republic
Tel: +420 572 543 456 Fax: +420 572 543 692
USA Fax: (772) 264 0936
Mobile Tel: (420) 602 342 717
E-mail: aircraft@czaw.cz www.airplane.cz
---
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| Subject: | Electronic gyro article |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
http://www.xbow.com/General_info/gyro_guide.htm
This is an interesting article explaining the basics of gyros and the new
solid state 'stuff' available ... hmmmm
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 3
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| Subject: | EA-81 reliability was One less Zodiac in the world :( |
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Personally, I think that if a study were done we would find that most of the failures
have been with engines that were put together when Reiner owned the company.
Phillip....Wasn't your engine purchased before Mykal bought the company,
as mine was? I have long suspicioned that the engine shop that Reiner was using
did a very bad job in the quality department. They have been known to put
knurled valve guides in the heads, loose valve guides, (I had the valve guide
shift and breakup problem) and when I rebuilt my engine due to a stripped out
crankcase bolt I found several crankcase bolts way over torqued. This destroyed
the threads and allowed the crankshaft to flop around and hammer the main
bearings to the point that they were flaking apart. Thank the lord that I found
the damaged crankcase threads when I did, due to a minor oil leak around the
bolt. I rebuilt the engine, installing new bearings and torqueing everything
as the book called for. Oh yes, I have new heads from Mykal with the retainer
clips on the valve guides. Knock on wood, mine has now been humming along
for 3 years since the rebuild. I still think that these are good engines, but
they do need to be built to the proper quality and tolerances, just as would
be done for any aircraft engine. I also think that they are sensitive to proper
cooling. The installation that was worked up by Zenith for this engine is
marginal in warm to hot weather. I have wrapped the header stacks and muffler
with high temp exhaust wrap, sealed all around the radiator, retarded the ignition
timing, and I run the engine below 5000 rpm for cruise. I have noticed
that something happens to these engines at 5000 and above, the temp starts to
slowly rise and it becomes much harder to maintain proper cooling. I don't
know if there is something that happens with friction, or more likely exhaust
scavenging. But 5000 rpm seems to be a critical point.
Well, I just noticed that I must have been in a mood to ramble on this morning.
Sorry for the long note. I'll relinquish the soapbox now.
Jim Weston
McDonough, Ga.
-----Original Message-----
From: Dr. Perry Morrison [mailto:perrymorrison@yahoo.com]
Subject: Zenith-List: EA-81 reliability was One less Zodiac in the world
:(
--> Zenith-List message posted by: "Dr. Perry Morrison" <perrymorrison@yahoo.com>
It's interesting to note some of the problems with the EA81 in 601s (assuming
that the recent crash stems from something about the engine itself and not just
the fuel and immumerable other problems that all engines have).
A simple google search shows the following page which appears to
empirically demonstrate 75-80hp from an EA81 with a cam reprofile, port
polish, head shave and work on the manifolds and exhaust. Not a lot of
work or modification at all.
The question is, why are such minimally modified EA81s so rock solid in gyros
and other applications. Does the stratus mod to get more power diminish
reliability that much?
http://bakker.home.cern.ch/bakker/EA81DD.htm
Perry Morrison
Message 4
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| Subject: | Re: EA-81 reliability was One less Zodiac in the world :( |
Seal-Send-Time: Wed, 18 Jun 2003 09:20:26 -0500
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
<A simple google search shows the following page which appears to
empirically demonstrate 75-80hp from an EA81 with a cam reprofile, port
polish, head shave and work on the manifolds and exhaust. Not a lot of
work or modification at all.>
Perry,
The differences here would be in the exhaust system and in the reduction
unit, both of which will affect power. It is conceivable that the exhaust system
could be causing some of the problems, but I don't think that is it. the conversion
simply from direct drive to the reduction unit adds considerable power
and, of course, increases the rpm. As you say, they are rock solid on gyros
even with the reduction unit, so that is probably not the culprit. And cooling
is not a problem on the gyros, either. My friend runs his wide open, dogs the
hell out of it and never has had problems with cooling or engine. the engine
does seem bullet proof on the gyro.
I think Jim has seen the picture. The failures all seem to have to do with
heat along side valve guides. And so far as I know they are all Reiner's with
the exception of the failure of Frank's bronze rebuild by Mykal. Mykal sent me
a rebuild that also failed. It had a knurled guide. When I talked with him,
he didn't seem to perceive that as a problem, but I think he is learning.
I am skeptical of the validity of the link you provided. It is my understanding
that the stock horsepower of the EA-81 in the car is 78 h.p. I am running
a stock E.A 81 now with only one of the modifications you listed (no shaved heads)
and am climbing out at 1200 fpm with a light bird. My Stratus lifted me
at the rate of 1700 fpm on a good day, and I expect to do that again after having
the heads redone and switching back.
On gyros it seems difficult to get the temp up to 200 degrees. Cooling is key
in these Zenith applications, and I still haven't got my cooling like I want
it in the summer. don walker, HDS
----- Original Message -----
From: Dr. Perry Morrison
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 1:32 AM
Subject: Zenith-List: EA-81 reliability was One less Zodiac in the world :(
--> Zenith-List message posted by: "Dr. Perry Morrison" <perrymorrison@yahoo.com>
It's interesting to note some of the problems with the EA81 in 601s (assuming
that the recent crash stems from something about the engine itself and not just
the fuel and immumerable other problems that all engines have).
A simple google search shows the following page which appears to
empirically demonstrate 75-80hp from an EA81 with a cam reprofile, port
polish, head shave and work on the manifolds and exhaust. Not a lot of
work or modification at all.
The question is, why are such minimally modified EA81s so rock solid in gyros
and other applications. Does the stratus mod to get more power diminish
reliability that much?
http://bakker.home.cern.ch/bakker/EA81DD.htm
Perry Morrison
"Garrou, Douglas" <dgarrou@hunton.com> wrote:
--> Zenith-List message posted by: "Garrou, Douglas"
Good work on the engine-out landing. And now comes the head scratching.
Out of curiosity -- and surveying just the people who post on this newslist
-- how many partial or complete in-flight failures of the Stratus Subaru can
we identify?
Doug G.
----- Original Message -----
From: Philip Polstra
To: Zenith-List@Matronics. Com
Subject: Zenith-List: One less Zodiac in the world :(
As of about 9:20EDT this morning, there is one less Zodiac in the world.
__________________________
Dr. Perry Morrison
Morrison Associates Pty Ltd
+61 08 89 88 4617
0408892638
perrymorrison@yahoo.com
__________________________
Message 5
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| Subject: | BULLETIN: SCHNEIDER CUP UPDATE |
--> Zenith-List message posted by: "Pinneo, George" <george.pinneo@ngc.com>
Congratulations!
Do not archive
GGP
Message 6
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| Subject: | Re: One less Zodiac in the world |
--> Zenith-List message posted by: "Paul Hartl" <pdhartl@mindspring.com>
Philip,
I'm so sorry to hear of your misfortune, but very relieved that you were able
to walk
away. Congratulations on keeping your cool and making the best of a tough
situation. You've been a great contributor to this list and, as one who is still
building, I have greatly appreciated your staying with the list to report your
flying
experiences back to the rest of us. I hope your insurance settlement works out
well
and that you have an airplane again soon.
As an owner of a Stratus Sub EA-81 (still in the crate, but soon to be installed)
I am
very concerned with its record. By my count, this makes for at least 4, maybe
5
Zodiacs alone reported on this list that have had to make emergency landings due
to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus Subs in other
aircraft have had similar problems? Obviously there are a lot of the Stratus EA-81s
out there, and they have done well for many people, but this record seems to be
indicating that it may well be something of a time bomb, and I think it is time
to get
organized in addressing its problems. (For my part, I plan to send my heads to
Ram-Subaru in Ohio for valve guide work before installation)
If it doesn't already exist, it would be very helpful to have a website that lists
all
identified Stratus EA-81 problems, with links to fixes, if possible. Some have
already done some of this work - and there may be more out there that I am not
aware of. Bill Morelli has done a great job of identifying and photographing
problems he has had with his Stratus EA-81 at his website,
http://homepages.together.net/~billvt/ , which include alternator bracket failures and
engine mount failures. Don Walker and Jim Weston have reported back to the list
about their experiences with valve guide failures, and John Karnes reported on
an
in-flight power loss due to coolant loss from a failed coolant pipe weld (??).
There
was also a crash in Oklahoma last winter of Stratus-powered Zodiac that totalled
the
aircraft, but the pilot was not on the list, if I remember correctly. Are there
more?
If there isn't already a website, I would be happy to set one up and post links
to
solutions. If the problems are limited to a few areas and are fixable, it may well
be
that the Stratus EA-81 can be made into a good and reliable engine and those of
us
who have them can fly with confidence, but at the moment, I'm very, very worried.
Paul Hartl
Paul Hartl, 601HDS Stratus Subaru
Tail, rear fuse, wings completed;fuselage under construction
FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
email: pdhartl@mindspring.com or paul_hartl@communityschool.org
Sun Valley, Idaho 208-788-9147
Message 7
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| Subject: | BULLETIN: SCHNEIDER CUP UPDATE |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Congrtulations one more time Chip.
We appreciate very much the good news, and will be specting to see
some photos posted soon, ...and some guys say the Zodiacs are not
fast planes :-)
Saludos
Gary Gower
Do not Archive.
--- Chip W Erwin <aircraft@czaw.cz> wrote:
> --> Zenith-List message posted by: "Chip W Erwin" <aircraft@czaw.cz>
>
> The Piccola Schneider Cup races were concluded last Sunday and I
> managed
> to win with the Zenair CH601XL. In addition, I have won a 2nd trophy
> for
> the fastest uncompensated time.
>
> This makes the 3rd win for the Zenair CH601.
>
> I will be posting some photos on our web site very soon.
>
> The flight back to the Czech Republic was over the Brenner Pass this
> time at 8,500 feet.
>
> Cheers,
> CHIP
>
>
> Chip W. Erwin
> CZECH AIRCRAFT WORKS, S.R.O.
> Manufacturer of Sport Aircraft & Aircraft Floats
> Lucn 1824, 686 02 Star Mesto, Czech Republic
> Tel: +420 572 543 456 Fax: +420 572 543 692
> USA Fax: (772) 264 0936
> Mobile Tel: (420) 602 342 717
> E-mail: aircraft@czaw.cz www.airplane.cz
>
>
> ---
>
>
>
>
>
>
>
>
__________________________________
Message 8
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| Subject: | EA-81 reliability was One less Zodiac in the world :( |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Jim,
Your post is great, is thuth that good quality in building the engine
is critical, hope all the pilots with pre-Mykal era engines could get
in touch with him for instructions in what to check out or look for,
if they were assembled inside tolerances, only labor and maybe bearings
and gaskets are lost.
If not the plane and more important pilot and passengers life is in
danger, these are expensive.
I am satisfied with your explanantion.
Saludos
Gary Gower
--- "Weston, Jim" <Jim.Weston@delta.com> wrote:
> --> Zenith-List message posted by: "Weston, Jim"
> <Jim.Weston@delta.com>
>
> Personally, I think that if a study were done we would find that most
> of the failures have been with engines that were put together when
> Reiner owned the company. Phillip....Wasn't your engine purchased
> before Mykal bought the company, as mine was? I have long
> suspicioned that the engine shop that Reiner was using did a very bad
> job in the quality department. They have been known to put knurled
> valve guides in the heads, loose valve guides, (I had the valve guide
> shift and breakup problem) and when I rebuilt my engine due to a
> stripped out crankcase bolt I found several crankcase bolts way over
> torqued. This destroyed the threads and allowed the crankshaft to
> flop around and hammer the main bearings to the point that they were
> flaking apart. Thank the lord that I found the damaged crankcase
> threads when I did, due to a minor oil leak around the bolt. I
> rebuilt the engine, installing new bearings and torqueing everything
> as the book called for. Oh yes, I have new heads!
> from Mykal with the retainer clips on the valve guides. Knock on
> wood, mine has now been humming along for 3 years since the rebuild.
> I still think that these are good engines, but they do need to be
> built to the proper quality and tolerances, just as would be done for
> any aircraft engine. I also think that they are sensitive to proper
> cooling. The installation that was worked up by Zenith for this
> engine is marginal in warm to hot weather. I have wrapped the header
> stacks and muffler with high temp exhaust wrap, sealed all around the
> radiator, retarded the ignition timing, and I run the engine below
> 5000 rpm for cruise. I have noticed that something happens to these
> engines at 5000 and above, the temp starts to slowly rise and it
> becomes much harder to maintain proper cooling. I don't know if
> there is something that happens with friction, or more likely exhaust
> scavenging. But 5000 rpm seems to be a critical point.
>
> Well, I just noticed that I must have been in a mood to ramble on
> this morning. Sorry for the long note. I'll relinquish the soapbox
> now.
>
> Jim Weston
> McDonough, Ga.
>
> -----Original Message-----
> From: Dr. Perry Morrison [mailto:perrymorrison@yahoo.com]
> To: zenith-list@matronics.com
> Subject: Zenith-List: EA-81 reliability was One less Zodiac in the
> world
> :(
>
>
> --> Zenith-List message posted by: "Dr. Perry Morrison"
> <perrymorrison@yahoo.com>
>
> It's interesting to note some of the problems with the EA81 in 601s
> (assuming
> that the recent crash stems from something about the engine itself
> and not just
> the fuel and immumerable other problems that all engines have).
>
> A simple google search shows the following page which appears to
> empirically demonstrate 75-80hp from an EA81 with a cam reprofile,
> port
> polish, head shave and work on the manifolds and exhaust. Not a lot
> of
> work or modification at all.
>
> The question is, why are such minimally modified EA81s so rock solid
> in gyros
> and other applications. Does the stratus mod to get more power
> diminish
> reliability that much?
>
> http://bakker.home.cern.ch/bakker/EA81DD.htm
>
>
> Perry Morrison
>
>
>
>
>
>
>
>
__________________________________
Message 9
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| Subject: | Re: One less Zodiac in the world |
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Since the majority of issues for the EA81 appear to be valve related, is
there a way to do a proper inspection of the valve guides (or ?) every
5/10 hours?
Also, since the problem appears to be heat related (or at least that is
where the finger is pointing at the moment), it would seem prudent to
make sure your water and oil sensors are reading true. I can see where a
bad or mis-calibrated sensor is giving the pilot the indication where
they don't believe the engine is being abused, yet is being totally
hammered. Maybe even 2 sensors for the water temp would be in order.
I've also considered sending my valves to RAM to be re-done by their
method, but do we really know if there method is any better. I've been
thinking about asking for client list and calling them. RAM mentions
that they do XYZ which should be better, but how do we really know? Are
we basically buying a snake-oil fix out of an unjustified fear?
Ultimately, I think that as consumers we need to start demanding that
the companies that sell the mod'd engines have a public method of
reporting issues that is accessible by all - something like a list
server for their engines would be great and a documented procedure for
dealing with reported issues should also be in place by the
manufacturer. I would encourage anyone getting ready to purchase an
engine ask/demand that there is something in place as a condition of
sale for any engine.
Regards,
Don Honabach
-----Original Message-----
From: Paul Hartl [mailto:pdhartl@mindspring.com]
Subject: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Paul Hartl" <pdhartl@mindspring.com>
Philip,
I'm so sorry to hear of your misfortune, but very relieved that you
were able to walk
away. Congratulations on keeping your cool and making the best of a
tough
situation. You've been a great contributor to this list and, as one who
is still
building, I have greatly appreciated your staying with the list to
report your flying
experiences back to the rest of us. I hope your insurance settlement
works out well
and that you have an airplane again soon.
As an owner of a Stratus Sub EA-81 (still in the crate, but soon to be
installed) I am
very concerned with its record. By my count, this makes for at least 4,
maybe 5
Zodiacs alone reported on this list that have had to make emergency
landings due
to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus
Subs in other
aircraft have had similar problems? Obviously there are a lot of the
Stratus EA-81s
out there, and they have done well for many people, but this record
seems to be
indicating that it may well be something of a time bomb, and I think it
is time to get
organized in addressing its problems. (For my part, I plan to send my
heads to
Ram-Subaru in Ohio for valve guide work before installation)
If it doesn't already exist, it would be very helpful to have a website
that lists all
identified Stratus EA-81 problems, with links to fixes, if possible.
Some have
already done some of this work - and there may be more out there that I
am not
aware of. Bill Morelli has done a great job of identifying and
photographing
problems he has had with his Stratus EA-81 at his website,
http://homepages.together.net/~billvt/ , which include alternator
bracket failures and
engine mount failures. Don Walker and Jim Weston have reported back to
the list
about their experiences with valve guide failures, and John Karnes
reported on an
in-flight power loss due to coolant loss from a failed coolant pipe weld
(??). There
was also a crash in Oklahoma last winter of Stratus-powered Zodiac that
totalled the
aircraft, but the pilot was not on the list, if I remember correctly.
Are there more?
If there isn't already a website, I would be happy to set one up and
post links to
solutions. If the problems are limited to a few areas and are fixable,
it may well be
that the Stratus EA-81 can be made into a good and reliable engine and
those of us
who have them can fly with confidence, but at the moment, I'm very, very
worried.
Paul Hartl
Paul Hartl, 601HDS Stratus Subaru
Tail, rear fuse, wings completed;fuselage under construction
FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
email: pdhartl@mindspring.com or paul_hartl@communityschool.org Sun
Valley, Idaho 208-788-9147
direct advertising on the Matronics Forums.
Message 10
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| Subject: | Re: One less Zodiac in the world |
Seal-Send-Time: Wed, 18 Jun 2003 12:42:21 -0500
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
Don,
If you have a conversation with Mykal at Stratus and have a conversation with
Ron at Ram, and if you know anything about this, then you will see the difference
in their level of understanding of the engines. Ram will use guides WITH
SHOULDERS, which can not go through into the cylinders. Ram also seems to be
much more sensitive to the tolerances of the guide and of the valves. Frank Hinde
has Ram's work flying now on his HDS. Let's see how his come out. He should
have about ten or more hours on them by now.
It appears to me that both Reiner and Mykal had been knurling guides, even on
Mykals new bronze fix, rather than using oversize guides with the Heat/freeze
and press method which would insure a reliable fit. Mykal seems willing to do
what works, but to me seems slow on the uptake about what that is. don walker
----- Original Message -----
From: Don Honabach
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 11:56 AM
Subject: RE: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Since the majority of issues for the EA81 appear to be valve related, is
there a way to do a proper inspection of the valve guides (or ?) every
5/10 hours?
Also, since the problem appears to be heat related (or at least that is
where the finger is pointing at the moment), it would seem prudent to
make sure your water and oil sensors are reading true. I can see where a
bad or mis-calibrated sensor is giving the pilot the indication where
they don't believe the engine is being abused, yet is being totally
hammered. Maybe even 2 sensors for the water temp would be in order.
I've also considered sending my valves to RAM to be re-done by their
method, but do we really know if there method is any better. I've been
thinking about asking for client list and calling them. RAM mentions
that they do XYZ which should be better, but how do we really know? Are
we basically buying a snake-oil fix out of an unjustified fear?
Ultimately, I think that as consumers we need to start demanding that
the companies that sell the mod'd engines have a public method of
reporting issues that is accessible by all - something like a list
server for their engines would be great and a documented procedure for
dealing with reported issues should also be in place by the
manufacturer. I would encourage anyone getting ready to purchase an
engine ask/demand that there is something in place as a condition of
sale for any engine.
Regards,
Don Honabach
-----Original Message-----
From: Paul Hartl [mailto:pdhartl@mindspring.com]
To: zenith-list@matronics.com
Subject: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Paul Hartl" <pdhartl@mindspring.com>
Philip,
I'm so sorry to hear of your misfortune, but very relieved that you
were able to walk
away. Congratulations on keeping your cool and making the best of a
tough
situation. You've been a great contributor to this list and, as one who
is still
building, I have greatly appreciated your staying with the list to
report your flying
experiences back to the rest of us. I hope your insurance settlement
works out well
and that you have an airplane again soon.
As an owner of a Stratus Sub EA-81 (still in the crate, but soon to be
installed) I am
very concerned with its record. By my count, this makes for at least 4,
maybe 5
Zodiacs alone reported on this list that have had to make emergency
landings due
to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus
Subs in other
aircraft have had similar problems? Obviously there are a lot of the
Stratus EA-81s
out there, and they have done well for many people, but this record
seems to be
indicating that it may well be something of a time bomb, and I think it
is time to get
organized in addressing its problems. (For my part, I plan to send my
heads to
Ram-Subaru in Ohio for valve guide work before installation)
If it doesn't already exist, it would be very helpful to have a website
that lists all
identified Stratus EA-81 problems, with links to fixes, if possible.
Some have
already done some of this work - and there may be more out there that I
am not
aware of. Bill Morelli has done a great job of identifying and
photographing
problems he has had with his Stratus EA-81 at his website,
http://homepages.together.net/~billvt/ , which include alternator
bracket failures and
engine mount failures. Don Walker and Jim Weston have reported back to
the list
about their experiences with valve guide failures, and John Karnes
reported on an
in-flight power loss due to coolant loss from a failed coolant pipe weld
(??). There
was also a crash in Oklahoma last winter of Stratus-powered Zodiac that
totalled the
aircraft, but the pilot was not on the list, if I remember correctly.
Are there more?
If there isn't already a website, I would be happy to set one up and
post links to
solutions. If the problems are limited to a few areas and are fixable,
it may well be
that the Stratus EA-81 can be made into a good and reliable engine and
those of us
who have them can fly with confidence, but at the moment, I'm very, very
worried.
Paul Hartl
Paul Hartl, 601HDS Stratus Subaru
Tail, rear fuse, wings completed;fuselage under construction
FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
email: pdhartl@mindspring.com or paul_hartl@communityschool.org Sun
Valley, Idaho 208-788-9147
direct advertising on the Matronics Forums.
Message 11
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| Subject: | Re: Looking for engine mount for a Corvair to 601 |
--> Zenith-List message posted by: "Brian Caithcart" <bcaithcart@hotmail.com>
Neil,
Please keep us up to date on your FWF progress.
FYI: The maximum allowable FWF weight for the 601 HD/HDS is 265 lbs. Corvair
will be OK.
Brian Caithcart
Saskatoon, Sask.
CH601HD/corvair
>>BTW: At around 220+ pounds isn't a Corvair a bit heavy for a HDS?
>
>...neil
>Neil Hulin
>601XL/Corvair
>Cincinnati, OH.
>
>On Mon Jun 16 - 5:42 AM , Robert Rehmel (traveler601@earthlink.net) wrote:
>
> > Does anyone have drawings for an engine for a Corvair mounted on a 601?
>
>
Message 12
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|
| Subject: | Re: One less Zodiac in the world |
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Don,
>>> It appears to me that both Reiner and Mykal had been knurling
guides, even on Mykals new bronze fix
What does it mean to knurl a guide? Is this just a way of seating the
valve guides? Also, what is the bronze fix? Sorry for the all basic
questions - just trying to understand and learn.
Thanks!
Don
-----Original Message-----
From: Don Walker [mailto:dwalk3dw@msn.com]
Subject: Re: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
Don,
If you have a conversation with Mykal at Stratus and have a
conversation with Ron at Ram, and if you know anything about this, then
you will see the difference in their level of understanding of the
engines. Ram will use guides WITH SHOULDERS, which can not go through
into the cylinders. Ram also seems to be much more sensitive to the
tolerances of the guide and of the valves. Frank Hinde has Ram's work
flying now on his HDS. Let's see how his come out. He should have about
ten or more hours on them by now.
It appears to me that both Reiner and Mykal had been knurling guides,
even on Mykals new bronze fix, rather than using oversize guides with
the Heat/freeze and press method which would insure a reliable fit.
Mykal seems willing to do what works, but to me seems slow on the uptake
about what that is. don walker
----- Original Message -----
From: Don Honabach
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 11:56 AM
Subject: RE: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Since the majority of issues for the EA81 appear to be valve related,
is
there a way to do a proper inspection of the valve guides (or ?) every
5/10 hours?
Also, since the problem appears to be heat related (or at least that
is
where the finger is pointing at the moment), it would seem prudent to
make sure your water and oil sensors are reading true. I can see where
a
bad or mis-calibrated sensor is giving the pilot the indication where
they don't believe the engine is being abused, yet is being totally
hammered. Maybe even 2 sensors for the water temp would be in order.
I've also considered sending my valves to RAM to be re-done by their
method, but do we really know if there method is any better. I've been
thinking about asking for client list and calling them. RAM mentions
that they do XYZ which should be better, but how do we really know?
Are
we basically buying a snake-oil fix out of an unjustified fear?
Ultimately, I think that as consumers we need to start demanding that
the companies that sell the mod'd engines have a public method of
reporting issues that is accessible by all - something like a list
server for their engines would be great and a documented procedure for
dealing with reported issues should also be in place by the
manufacturer. I would encourage anyone getting ready to purchase an
engine ask/demand that there is something in place as a condition of
sale for any engine.
Regards,
Don Honabach
-----Original Message-----
From: Paul Hartl [mailto:pdhartl@mindspring.com]
To: zenith-list@matronics.com
Subject: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Paul Hartl"
<pdhartl@mindspring.com>
Philip,
I'm so sorry to hear of your misfortune, but very relieved that you
were able to walk
away. Congratulations on keeping your cool and making the best of a
tough
situation. You've been a great contributor to this list and, as one
who
is still
building, I have greatly appreciated your staying with the list to
report your flying
experiences back to the rest of us. I hope your insurance settlement
works out well
and that you have an airplane again soon.
As an owner of a Stratus Sub EA-81 (still in the crate, but soon to
be
installed) I am
very concerned with its record. By my count, this makes for at least
4,
maybe 5
Zodiacs alone reported on this list that have had to make emergency
landings due
to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus
Subs in other
aircraft have had similar problems? Obviously there are a lot of the
Stratus EA-81s
out there, and they have done well for many people, but this record
seems to be
indicating that it may well be something of a time bomb, and I think
it
is time to get
organized in addressing its problems. (For my part, I plan to send my
heads to
Ram-Subaru in Ohio for valve guide work before installation)
If it doesn't already exist, it would be very helpful to have a
website
that lists all
identified Stratus EA-81 problems, with links to fixes, if possible.
Some have
already done some of this work - and there may be more out there that
I
am not
aware of. Bill Morelli has done a great job of identifying and
photographing
problems he has had with his Stratus EA-81 at his website,
http://homepages.together.net/~billvt/ , which include alternator
bracket failures and
engine mount failures. Don Walker and Jim Weston have reported back to
the list
about their experiences with valve guide failures, and John Karnes
reported on an
in-flight power loss due to coolant loss from a failed coolant pipe
weld
(??). There
was also a crash in Oklahoma last winter of Stratus-powered Zodiac
that
totalled the
aircraft, but the pilot was not on the list, if I remember correctly.
Are there more?
If there isn't already a website, I would be happy to set one up and
post links to
solutions. If the problems are limited to a few areas and are fixable,
it may well be
that the Stratus EA-81 can be made into a good and reliable engine and
those of us
who have them can fly with confidence, but at the moment, I'm very,
very
worried.
Paul Hartl
Paul Hartl, 601HDS Stratus Subaru
Tail, rear fuse, wings completed;fuselage under construction
FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
email: pdhartl@mindspring.com or paul_hartl@communityschool.org Sun
Valley, Idaho 208-788-9147
direct advertising on the Matronics Forums.
direct advertising on the Matronics Forums.
Message 13
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|
| Subject: | EA-81 reliability was One less Zodiac in the world :( |
--> Zenith-List message posted by: "Philip Polstra" <ppolstra@mindspring.com>
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Personally, I think that if a study were done we would find that most of the
failures have been with engines that were put together when Reiner owned the
company. >>>>>>>>Phillip....Wasn't your engine purchased before Mykal
bought the company, as mine was? I
Yes, my engine was purchased when Reiner owned the company.
I don't know if there is something that happens with friction, or more
likely exhaust scavenging. But 5000 rpm seems to be a critical point.
I normally cruise at less than 5000 rpm. I was crusing at about 4500 rpm
when the engine failed. If I'm not going anywhere I'll throttle back to
4000 rpm. I noticed that the oil and engine block temps were both within
range and perhaps 10 degrees cooler than normal at the time. I did wrap my
exhaust with thermal tape. I had just inspected and adjusted the valves,
and replaced the valve cover and oil pan gaskets. I finished an extensive
annual condition inspection on the plane two weeks previous. Everything
with the engine looked great when I was doing the inspection.
I still don't know what happened yet. They are still trying to recover the
airplane. I'll let you know what if anything I find after they retrieve the
plane.
Message 14
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|
| Subject: | Re: One less Zodiac in the world |
Seal-Send-Time: Wed, 18 Jun 2003 18:25:24 -0500
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
Hey Don,
I am not a mechanic, so I can just give you my layman's understanding. Mykal,
after several failures, started using new valve guides which are a bronze alloy.
He put a ring on these in an attempt to keep them from going into the cylinder.
However, Frank's failed anyway.
Knurling is a technique used in automobiles when an oversized guide is not used
in rebuilding a head. I will send you a picture of the knurled guide that failed
on mine off list. The old guide is knurled, which displaces metal in the
same way a crater makes a pit but pushes a ring up around it that is higher than
the original surface. The knurled section becomes a little larger in diameter.
Trouble is that pressing one of these into an aluminum bore seems to be
futile since aluminum is softer. It is not acceptable in aircraft, which I diplomatically
suggested to Mykal three years ago. He disagreed and has gone on
using them it appears. d walker
----- Original Message -----
From: Don Honabach
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 4:41 PM
Subject: RE: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Don,
>>> It appears to me that both Reiner and Mykal had been knurling
guides, even on Mykals new bronze fix
What does it mean to knurl a guide? Is this just a way of seating the
valve guides? Also, what is the bronze fix? Sorry for the all basic
questions - just trying to understand and learn.
Thanks!
Don
-----Original Message-----
From: Don Walker [mailto:dwalk3dw@msn.com]
To: zenith-list@matronics.com
Subject: Re: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
Don,
If you have a conversation with Mykal at Stratus and have a
conversation with Ron at Ram, and if you know anything about this, then
you will see the difference in their level of understanding of the
engines. Ram will use guides WITH SHOULDERS, which can not go through
into the cylinders. Ram also seems to be much more sensitive to the
tolerances of the guide and of the valves. Frank Hinde has Ram's work
flying now on his HDS. Let's see how his come out. He should have about
ten or more hours on them by now.
It appears to me that both Reiner and Mykal had been knurling guides,
even on Mykals new bronze fix, rather than using oversize guides with
the Heat/freeze and press method which would insure a reliable fit.
Mykal seems willing to do what works, but to me seems slow on the uptake
about what that is. don walker
----- Original Message -----
From: Don Honabach
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 11:56 AM
Subject: RE: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Don Honabach" <don@pcperfect.com>
Since the majority of issues for the EA81 appear to be valve related,
is
there a way to do a proper inspection of the valve guides (or ?) every
5/10 hours?
Also, since the problem appears to be heat related (or at least that
is
where the finger is pointing at the moment), it would seem prudent to
make sure your water and oil sensors are reading true. I can see where
a
bad or mis-calibrated sensor is giving the pilot the indication where
they don't believe the engine is being abused, yet is being totally
hammered. Maybe even 2 sensors for the water temp would be in order.
I've also considered sending my valves to RAM to be re-done by their
method, but do we really know if there method is any better. I've been
thinking about asking for client list and calling them. RAM mentions
that they do XYZ which should be better, but how do we really know?
Are
we basically buying a snake-oil fix out of an unjustified fear?
Ultimately, I think that as consumers we need to start demanding that
the companies that sell the mod'd engines have a public method of
reporting issues that is accessible by all - something like a list
server for their engines would be great and a documented procedure for
dealing with reported issues should also be in place by the
manufacturer. I would encourage anyone getting ready to purchase an
engine ask/demand that there is something in place as a condition of
sale for any engine.
Regards,
Don Honabach
-----Original Message-----
From: Paul Hartl [mailto:pdhartl@mindspring.com]
To: zenith-list@matronics.com
Subject: Zenith-List: Re: One less Zodiac in the world
--> Zenith-List message posted by: "Paul Hartl"
<pdhartl@mindspring.com>
Philip,
I'm so sorry to hear of your misfortune, but very relieved that you
were able to walk
away. Congratulations on keeping your cool and making the best of a
tough
situation. You've been a great contributor to this list and, as one
who
is still
building, I have greatly appreciated your staying with the list to
report your flying
experiences back to the rest of us. I hope your insurance settlement
works out well
and that you have an airplane again soon.
As an owner of a Stratus Sub EA-81 (still in the crate, but soon to
be
installed) I am
very concerned with its record. By my count, this makes for at least
4,
maybe 5
Zodiacs alone reported on this list that have had to make emergency
landings due
to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus
Subs in other
aircraft have had similar problems? Obviously there are a lot of the
Stratus EA-81s
out there, and they have done well for many people, but this record
seems to be
indicating that it may well be something of a time bomb, and I think
it
is time to get
organized in addressing its problems. (For my part, I plan to send my
heads to
Ram-Subaru in Ohio for valve guide work before installation)
If it doesn't already exist, it would be very helpful to have a
website
that lists all
Some have
already done some of this work - and there may be more out there that
I
am not
aware of. Bill Morelli has done a great job of identifying and
photographing
problems he has had with his Stratus EA-81 at his website,
http://homepages.together.net/~billvt/ , which include alternator
bracket failures and
engine mount failures. Don Walker and Jim Weston have reported back to
the list
about their experiences with valve guide failures, and John Karnes
reported on an
in-flight power loss due to coolant loss from a failed coolant pipe
weld
(??). There
was also a crash in Oklahoma last winter of Stratus-powered Zodiac
that
totalled the
aircraft, but the pilot was not on the list, if I remember correctly.
Are there more?
If there isn't already a website, I would be happy to set one up and
post links to
solutions. If the problems are limited to a few areas and are fixable,
it may well be
that the Stratus EA-81 can be made into a good and reliable engine and
those of us
who have them can fly with confidence, but at the moment, I'm very,
very
worried.
Paul Hartl
Paul Hartl, 601HDS Stratus Subaru
Tail, rear fuse, wings completed;fuselage under construction
FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
email: pdhartl@mindspring.com or paul_hartl@communityschool.org Sun
Valley, Idaho 208-788-9147
direct advertising on the Matronics Forums.
direct advertising on the Matronics Forums.
Message 15
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|
| Subject: | Re: valve guides |
Seal-Send-Time: Wed, 18 Jun 2003 18:42:40 -0500
--> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
I have had three valve guide failures on the Stratus and the Stratus replacement
heads Mykal sent. All occurred at less than 4500 rpm. One occurred with engine
temp of 215 degrees in the summer at 40 hours engine time. The replacement
failed 200 hours later at engine temp of 185 degrees in the winter at 4200 rpm.
The third was just after takeoff at 190 degrees in winter at 44oo rpm. All three
of the failures were knurled intake guides. d walker
----- Original Message -----
From: Philip Polstra
To: zenith-list@matronics.com
Sent: Wednesday, June 18, 2003 5:39 PM
Subject: RE: Zenith-List: EA-81 reliability was One less Zodiac in the world
:(
--> Zenith-List message posted by: "Philip Polstra" <ppolstra@mindspring.com>
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Personally, I think that if a study were done we would find that most of the
failures have been with engines that were put together when Reiner owned the
company. >>>>>>>>Phillip....Wasn't your engine purchased before Mykal
bought the company, as mine was? I
Yes, my engine was purchased when Reiner owned the company.
I don't know if there is something that happens with friction, or more
likely exhaust scavenging. But 5000 rpm seems to be a critical point.
I normally cruise at less than 5000 rpm. I was crusing at about 4500
rpm
when the engine failed. If I'm not going anywhere I'll throttle back to
4000 rpm. I noticed that the oil and engine block temps were both within
range and perhaps 10 degrees cooler than normal at the time. I did wrap my
exhaust with thermal tape. I had just inspected and adjusted the valves,
and replaced the valve cover and oil pan gaskets. I finished an extensive
annual condition inspection on the plane two weeks previous. Everything
with the engine looked great when I was doing the inspection.
I still don't know what happened yet. They are still trying to recover the
airplane. I'll let you know what if anything I find after they retrieve the
plane.
Message 16
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|
--> Zenith-List message posted by: Pwalsh4539@aol.com
Hi, Saad,
I built and own a 601 HD in the Sherman area, approx. 60 miles north of
Dallas. Feel free to contact me at PWalsh4539@AOL.com.
Patrick Walsh
DO NOT ARCHIVE
Message 17
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|
| Subject: | Lightening Holes |
--> Zenith-List message posted by: "David Witt" <david@davidwitt.com>
I am getting ready to start making parts for my CH-640. I can't seem to
find any information on lightening hole dimensions and flange sizes. I see
the holes labeled with designation such as F95 or F105, etc. I assume that
this means the hole is 95mm or 105mm. Am I correct? Also, how big is the
flange to be and what angle is it formed at.
Thanks
Dave Witt
CH-640 Builder
Message 18
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| Subject: | Re: valve guides |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
It will be very important to keep track (in a list database) of all
this incidents until the best "cure" is found... No engine is bullet
proof or perfect.
Our two Rotax 912S engines have gone to two (2) factory advised repairs
each one in one year since purchase... and they are STILL IN THE BOX!
the planes are not finished they are still 0 hrs.
The only diference is that they (Rotax) have comunication to all the
owners that can recieve their e-mailed based informnation about their
engines updates, maybe thats is why they are expensive.
Hope soon the problem(s) are solved, is good to have alternate engines
for homebuilt aircrafts.
Saludos
Gary Gower.
--- Don Walker <dwalk3dw@msn.com> wrote:
> --> Zenith-List message posted by: "Don Walker" <dwalk3dw@msn.com>
>
> I have had three valve guide failures on the Stratus and the Stratus
> replacement heads Mykal sent. All occurred at less than 4500 rpm. One
> occurred with engine temp of 215 degrees in the summer at 40 hours
> engine time. The replacement failed 200 hours later at engine temp of
> 185 degrees in the winter at 4200 rpm. The third was just after
> takeoff at 190 degrees in winter at 44oo rpm. All three of the
> failures were knurled intake guides. d walker
> ----- Original Message -----
> From: Philip Polstra
> To: zenith-list@matronics.com
> Sent: Wednesday, June 18, 2003 5:39 PM
> Subject: RE: Zenith-List: EA-81 reliability was One less Zodiac in
> the world :(
>
>
> --> Zenith-List message posted by: "Philip Polstra"
> <ppolstra@mindspring.com>
>
> --> Zenith-List message posted by: "Weston, Jim"
> <Jim.Weston@delta.com>
>
> Personally, I think that if a study were done we would find that
> most of the
> failures have been with engines that were put together when Reiner
> owned the
> company. >>>>>>>>Phillip....Wasn't your engine purchased before
> Mykal
> bought the company, as mine was? I
> Yes, my engine was purchased when Reiner owned the company.
>
> I don't know if there is something that happens with friction, or
> more
> likely exhaust scavenging. But 5000 rpm seems to be a critical
> point.
>
> I normally cruise at less than 5000 rpm. I was crusing at
> about 4500 rpm
> when the engine failed. If I'm not going anywhere I'll throttle
> back to
> 4000 rpm. I noticed that the oil and engine block temps were both
> within
> range and perhaps 10 degrees cooler than normal at the time. I did
> wrap my
> exhaust with thermal tape. I had just inspected and adjusted the
> valves,
> and replaced the valve cover and oil pan gaskets. I finished an
> extensive
> annual condition inspection on the plane two weeks previous.
> Everything
> with the engine looked great when I was doing the inspection.
>
> I still don't know what happened yet. They are still trying to
> recover the
> airplane. I'll let you know what if anything I find after they
> retrieve the
> plane.
>
>
>
>
>
>
>
>
__________________________________
Message 19
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| Subject: | Re: One less Zodiac in the world |
--> Zenith-List message posted by: Bill Morelli <billvt@together.net>
I have 252 hours on my Stratus Subaru to date. Average is 100 hours per
year. Mine was built by Reiner.
I have always flown (and still do) at 4800 rpm. I checked the valve guides
(position) when the engine was new and have checked them at each annual and
also at each oil change (every 50 hours). They have not moved.
I would say that if an overheat condition has occurred on a Stratus, the
valve guides should be looked at for sure.
If folks are interested, I could post some photos (as soon as I dig them
out) of the valve guides showing what they look like when they are OK. I
actually took baseline measurements of the guides when the engine was new
but I believe that a visual is adequate if you know what you are looking for.
I'm not trying to minimize the valve guide concerns but don't jump to
conclusions yet on what happened to Phil's engine. It could have been a
number of things that went wrong (broken rocker arm, push rod, valve, etc.).
Anyway, I'll keep on checking the valve guides to be on the safe side.
If anyone has a problem getting past this valve guide issue (mentally at
least) I would suggest what Paul H. is going to do and have the valve
guides reworked by Ram. I don't think the cost is very prohibitive for the
peace of mind you may gain.
Regards,
Bill (N812BM - HDS - Tri - Stratus - Vermont - 252 flight hrs. - 362
landings, 1 ON ICE!!)
web site -> http://homepages.together.net/~billvt/
>Since the majority of issues for the EA81 appear to be valve related, is
>there a way to do a proper inspection of the valve guides (or ?) every
>5/10 hours?
>
>Also, since the problem appears to be heat related (or at least that is
>where the finger is pointing at the moment), it would seem prudent to
>make sure your water and oil sensors are reading true. I can see where a
>bad or mis-calibrated sensor is giving the pilot the indication where
>they don't believe the engine is being abused, yet is being totally
>hammered. Maybe even 2 sensors for the water temp would be in order.
>
>I've also considered sending my valves to RAM to be re-done by their
>method, but do we really know if there method is any better. I've been
>thinking about asking for client list and calling them. RAM mentions
>that they do XYZ which should be better, but how do we really know? Are
>we basically buying a snake-oil fix out of an unjustified fear?
>
>Ultimately, I think that as consumers we need to start demanding that
>the companies that sell the mod'd engines have a public method of
>reporting issues that is accessible by all - something like a list
>server for their engines would be great and a documented procedure for
>dealing with reported issues should also be in place by the
>manufacturer. I would encourage anyone getting ready to purchase an
>engine ask/demand that there is something in place as a condition of
>sale for any engine.
>
>Regards,
>Don Honabach
>
>
>-----Original Message-----
>From: Paul Hartl [mailto:pdhartl@mindspring.com]
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: One less Zodiac in the world
>
>
>--> Zenith-List message posted by: "Paul Hartl" <pdhartl@mindspring.com>
>
>Philip,
>
> I'm so sorry to hear of your misfortune, but very relieved that you
>were able to walk
>away. Congratulations on keeping your cool and making the best of a
>tough
>situation. You've been a great contributor to this list and, as one who
>is still
>building, I have greatly appreciated your staying with the list to
>report your flying
>experiences back to the rest of us. I hope your insurance settlement
>works out well
>and that you have an airplane again soon.
>
> As an owner of a Stratus Sub EA-81 (still in the crate, but soon to be
>installed) I am
>very concerned with its record. By my count, this makes for at least 4,
>maybe 5
>Zodiacs alone reported on this list that have had to make emergency
>landings due
>to a Stratus Sub EA-81 in-flight malfunction. How many other Stratus
>Subs in other
>aircraft have had similar problems? Obviously there are a lot of the
>Stratus EA-81s
>out there, and they have done well for many people, but this record
>seems to be
>indicating that it may well be something of a time bomb, and I think it
>is time to get
>organized in addressing its problems. (For my part, I plan to send my
>heads to
>Ram-Subaru in Ohio for valve guide work before installation)
>
>If it doesn't already exist, it would be very helpful to have a website
>that lists all
>identified Stratus EA-81 problems, with links to fixes, if possible.
>Some have
>already done some of this work - and there may be more out there that I
>am not
>aware of. Bill Morelli has done a great job of identifying and
>photographing
>problems he has had with his Stratus EA-81 at his website,
>http://homepages.together.net/~billvt/ , which include alternator
>bracket failures and
>engine mount failures. Don Walker and Jim Weston have reported back to
>the list
>about their experiences with valve guide failures, and John Karnes
>reported on an
>in-flight power loss due to coolant loss from a failed coolant pipe weld
>(??). There
>was also a crash in Oklahoma last winter of Stratus-powered Zodiac that
>totalled the
>aircraft, but the pilot was not on the list, if I remember correctly.
>Are there more?
>
>If there isn't already a website, I would be happy to set one up and
>post links to
>solutions. If the problems are limited to a few areas and are fixable,
>it may well be
>that the Stratus EA-81 can be made into a good and reliable engine and
>those of us
>who have them can fly with confidence, but at the moment, I'm very, very
>worried.
>
>Paul Hartl
>
>
>Paul Hartl, 601HDS Stratus Subaru
>Tail, rear fuse, wings completed;fuselage under construction
>FS2002 Aircraft Website: http://home.mindspring.com/~pdhartl/
>email: pdhartl@mindspring.com or paul_hartl@communityschool.org Sun
>Valley, Idaho 208-788-9147
>
>
>direct advertising on the Matronics Forums.
>
>
Message 20
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| Subject: | Re: Lightening Holes |
--> Zenith-List message posted by: "Brian Walker" <brianwalker@charter.net>
>I assume that this means the hole is 95mm or 105mm. Am I correct? Also, how
big is >the flange to be and what angle is it formed at.
Dave,
I just measured some lightening holes in my CH640 bulkheads and most were approximately
100mm in diameter. The smaller ones were approximately 70mm in diameter.
The flange was concave shaped and approximately 15mm wide and 7mm tall.
I can measure the lightening holes in other parts if that will help: just let
me know which ones. Good luck!
Brian
CH640 std kit - inventory done ready to build
Lebanon, TN
brianwalker@charter.net
Message 21
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| Subject: | Re: One less Zodiac in the world |
--> Zenith-List message posted by: "John Karnes" <jpkarnes@charter.net>
"...and have checked them at each annual and also at each oil change (every
50 hours). They have not moved."
What process is used to check the valve guides? (Step-by-step, please. I'm
mechanically challenged.)
John Karnes
Port Orchard, WA
Message 22
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--> Zenith-List message posted by: Ramperf@aol.com
My name is Ron and I'm new to the list. I'd like to thank you for the good
this list does and the tight knit group.
I'm the owner of RAM Performance in Ohio and I would like to address
the for mentioned valve guide problem. Just to give you some back round on
myself, I have been in the engine building business for 18 years (racing industry)
and the last 7 years of it has been devoted to the ea81 engine (and other
Subaru), so I have some time involved.
The valve guide problem that you have been discussing, I have found
two problems. First, the loose guides I have found are bronze guides or stock
guides that were installed by driving the old ones out and driving the new ones
in ,cold. This process removes aluminum from the bore and causes a larger
hole. If the guide was loose (not tight when driven in ) the guide was knurled
and
installed. This is not the proper process for the installation of a guide in
an aluminum head, any head! The next problem I found was that the guide was
not cut down for the larger camshaft and the retainer was making contact with
the top of the guide, shoving it into the head. I have found heads with the
guide shoved into the radius of the valve even with a ring retainer on the guide.
The way to check this is to measure the distance from the bottom of the
retainer to the top of the guide with the cam at full lift, you need a minimum
of
.100. Or you can take your heads off and cut the guide down to .555 above the
guide boss.
At my shop we use the sweat method, we evenly heat the head and freeze
the guide. Our guides are made in house with a .500 shoulder machine on the
top for positive stop, they are mag-bronze and require no ring. I have tested
these guides to "burn" on the dyno with no failures and is the guide we use in
our heads.
I certainly am not attacking anyone but just wanted to address the
issue and hope to stay in tune with your list.
Thanks so much for your time,
Ron
Message 23
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| Subject: | Re: Lightening Holes |
--> Zenith-List message posted by: "Scott Laughlin" <cookwithgas@hotmail.com>
David:
The angle I used is 45 deg. On the "Tools" page of my website you will find
a drawing of the 95mm and 115 mm hole flanger and also the drawing used to
make the dies. I have made several flanged holes and they turned out
fantastic.
Good luck,
Scott Laughlin
601XL Plansbuilding
www.cooknwithgas.com
----Original Message Follows----
From: "David Witt" <david@davidwitt.com>
Subject: Zenith-List: Lightening Holes
--> Zenith-List message posted by: "David Witt" <david@davidwitt.com>
I am getting ready to start making parts for my CH-640. I can't seem to
find any information on lightening hole dimensions and flange sizes. I see
the holes labeled with designation such as F95 or F105, etc. I assume that
this means the hole is 95mm or 105mm. Am I correct? Also, how big is the
flange to be and what angle is it formed at.
Thanks
Dave Witt
CH-640 Builder
Message 24
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| Subject: | 801 site updated |
--> Zenith-List message posted by: "Rich" <rbauer@intergate.com>
For those interested in the CH-801...
http://www.firstflightbbs.org/CH801
Rich
do not archive
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