Today's Message Index:
----------------------
1. 03:45 AM - Re: Zenith wing (Philip Polstra)
2. 04:36 AM - Re: CH150 (Michel Therrien)
3. 06:33 AM - Re: IVO Prop (Terry Ladouceur)
4. 07:20 AM - High Altitude Performance (Phil Raker)
5. 07:57 AM - Re: CH150 (Brad Johnston)
6. 08:37 AM - Re: CH150 (Michel Therrien)
7. 09:08 AM - Re: CH150 (Brad Johnston)
8. 10:00 AM - Re Zenith wing -- lift limits (Grant Corriveau)
9. 10:30 AM - Re: IVO Prop (CBRxxDRV@aol.com)
10. 10:39 AM - Re: Re Zenith wing -- lift limits (orion@silcom.com)
11. 11:09 AM - Re: IVO Prop (Terry Ladouceur)
12. 11:46 AM - NPT fittings (Dave Austin)
13. 12:30 PM - Re: NPT fittings (Jim and Lucy)
14. 01:12 PM - Re: Re Zenith wing -- lift limits (Grant Corriveau)
15. 01:42 PM - Re: Re Zenith wing -- lift limits (Frank Stutzman)
16. 04:24 PM - Re: Progress Report (Alejandro Roca)
17. 04:44 PM - Instrument panel (Dave Pepper)
18. 05:07 PM - Re: Instrument panel (Jeff & Marcia Davidson)
19. 05:16 PM - Re: Instrument panel (Dave Pepper)
20. 05:26 PM - Re: Instrument panel (George Swinford)
21. 05:34 PM - Re: Instrument panel (Dave Pepper)
22. 05:34 PM - Re: Instrument panel (Roger Duance)
23. 05:43 PM - Re: Instrument panel (Dave Pepper)
24. 06:12 PM - Flycutter (George Swinford)
25. 06:24 PM - Re: Instrument panel (ZSMITH3rd@aol.com)
26. 06:30 PM - Re: Oshkosh (Cy Galley)
27. 06:48 PM - Re: Scratch built wing tanks (Cy Galley)
28. 08:31 PM - Zenith "Open Hanger Day" (Fred or Sandy Hulen)
29. 11:32 PM - Is this a good way align to the 601XL rudder pedals? (xl)
Message 1
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--> Zenith-List message posted by: "Philip Polstra" <ppolstra@mindspring.com>
--> Zenith-List message posted by: "Ed" <orion@silcom.com>
There's been a couple of comments lately and I can't remember who they were
from, about the Zenith wing "running out of lift" at high altitudes.
I flew my HDS right up to the oxygen limit, 14k with no problems. One thing
you need to realize is that as you climb the Vy starts to approach Vx. They
meet at the ceiling of the plane.
Message 2
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--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
Somebody in my area built the "Super Acro" (also
designed by C. Heintz). See:
http://mthobby.pcperfect.com/ch601/images/Dcp00274.jpg
It looks somewhat different, but seems to serve the
same purpose.
Michel
PS: Unless recently sold, this plane is for sale.
--- Gary Liming <gary@liming.org> wrote:
> --> Zenith-List message posted by: Gary Liming
> <gary@liming.org>
>
>
> Today I saw what I thought was a 601 out in the tie
> down area of my
> airport. When I got closer, I realized it wasn't a
> 601. It was a CH150
> prototype, fully acrobatic, made by Chris Heintz in
> June of 1980. I took
> some pictures for the curious, they are at
> www.liming.org/ch801/ch150.html
> It is graphics intensive, of course.
>
> Gary Liming
>
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
http://sitebuilder.yahoo.com
Message 3
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--> Zenith-List message posted by: "Terry Ladouceur" <tladouce@canthaisoftware.com>
Hi List,
I just installed a new In-flight adjustable IVO Prop on my 912, 66" and did
the setup and testing of it this weekend.
My aircraft is a 601UL, so a bit lighter than the HD and HDS models.
Here are my before and after figures
Max RPM for Climb before 5000 - 5100 and getting 700 to 800 FPM with two
people in the plane. Had the prop pitched primarily for cruise.
Max RPM for Climb now 5000 - 5100 and getting 1200 FPM with two people in
the plane.
Max RPM for Cruise before 5200 and getting indicated airspeed of 100 to 105
MPH
Max RPM for Cruise now 4900 and getting 120 indicated airspeed. If I move up
to 5200 RPM (recommended cruise RPM) I can easily get 130 + MPH.
These speeds are just my indicated and I am not sure how accurate my air
speed indicator is as I have not yet tested it against a GPS.
But nevertheless the in-flight adjustable has improved my overall
performance drastically.
Terry
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Thilo Kind
Subject: Zenith-List: IVO Prop
--> Zenith-List message posted by: "Thilo Kind" <thilo.kind@gmx.net>
Hi folks,
for those of you flying with the IVO prop: what type of prop are you using
for the CH601 HDS / Rotax 912? Am I coreect assuming, that the 3 blade 68''
inflight-adjustable Ultralight prop is the right one?
How satisfied are you with the prop in terms of performance and maintenance?
Somewhere I heard, that there is a problem with the brushes and the slip
ring (getting dirty and causing poor electrical connection)?
Thanks
Thilo Kind
Message 4
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| Subject: | High Altitude Performance |
--> Zenith-List message posted by: Phil Raker <phadr1@yahoo.com>
> There's been a couple of comments lately and I can't remember who they were
> from, about the Zenith wing "running out of lift" at high altitudes.
> I seem to remember many years ago being taught that any wing will fly at any
> altitude provided you move it at it's designed indicated airspeed. I would
> suggest that the Zenith wing is no different in that with enough power at
> altitude it will keep climbing or producing designed lift until you run out
> of power to maintain the required indicated airspeed.
> In other words the power is the limiting factor...not the wing.
> Just thinking aloud.
Hello, List:
I would suggest that power may have very little to do with it. I believe
Chris's original CH600 used a VW engine (~60hp?) but had the same wing as the
CH601UL/HD. Even with this low power, the airframe is capable of quite high
altitude performance. See the following quotation from a posting a year or two
ago by Peter Chapman. He's summarizing CH's speech at a club meeting in the
Toronto area.
"-- There almost wasn't a Zenith company -- Chris related the tale of
himself testing out the first ever Zenith, while still in France, to see
how high he could climb. With youthful confidence, he kept climbing and
climbing, noting altitudes and times on his notepad. He then woke up to
find himself at 3000 ft, slowly pitching up and down at the edge of a
stall, with scribbles on his notepad going up as far as 22,000 ft. The
aircraft had conveniently been trimmed to low speed, and proved that it had
good lateral stability."
Phil Raker - N556P - HDS/Stratus ~70-80%
__________________________________
http://sitebuilder.yahoo.com
Message 5
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--> Zenith-List message posted by: "Brad Johnston" <bradley.johnston@rogers.com>
Whats a Zenair Zipper?
----- Original Message -----
From: "Jim and Lucy" <jpollard@mnsi.net>
Subject: Re: Zenith-List: CH150
> --> Zenith-List message posted by: Jim and Lucy <jpollard@mnsi.net>
>
> At 09:41 PM 8/4/2003 -0500, you wrote:
> > It was a CH150
> >
> >
> >Thought you guys might like to see it. Know anything about its history?
> >
> >Gary Liming
>
>
> I have an old zenair handout that shows a picture of this same plane.
> This one has flames painted all over it. It looks like the same one
> in your pictured except the paint has been striped off it now.
> I have no idea how old this handout is but it has the Zipper and
> Cricket ultralights in it also.
>
>
> CH150 Acro
>
> A dandy little aircraft for the serious student in aerobatics.
> The Acro Zenith has strength for learning and competition
> (+ - 12g). Light on the controls and beautiful to fly. Discover
> how it does things best -Lady flyers especially will find its
> roll and pitch forces easy on the arms. Approved for all
> aerobatic maneuverers...fully inverted system. It will take
> engines from 115 to 180 HP and give marvelous inexpensive-
> ive flying to any aerobatic pilot.
>
> 150 HP and Ferry Tank
> Empty Weight 730 lbs
> Rate of Climb 2200 fpm
> Rate of Roll 180+ Deg/Sec
> Cruise 160 mph
>
> Jim Pollard
> ch601hds
> ea-81
> coolant plumbing
>
>
>
>
>
>
Message 6
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--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
Zenair's twin engine aircraft :-) See:
http://mthobby.pcperfect.com/ch601/images/Dcp00354.jpg
http://mthobby.pcperfect.com/ch601/images/Dcp00355.jpg
--- Brad Johnston <bradley.johnston@rogers.com> wrote:
> Whats a Zenair Zipper?
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
http://sitebuilder.yahoo.com
Message 7
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--> Zenith-List message posted by: "Brad Johnston" <bradley.johnston@rogers.com>
Cute. What ever happened to this design?
----- Original Message -----
From: "Michel Therrien" <mtherr@yahoo.com>
Subject: Re: Zenith-List: CH150
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> Zenair's twin engine aircraft :-) See:
>
> http://mthobby.pcperfect.com/ch601/images/Dcp00354.jpg
> http://mthobby.pcperfect.com/ch601/images/Dcp00355.jpg
>
>
> --- Brad Johnston <bradley.johnston@rogers.com> wrote:
> > Whats a Zenair Zipper?
>
>
> =====
> ----------------------------
> Michel Therrien CH601-HD, C-GZGQ
> http://mthobby.pcperfect.com/ch601
> http://www.zenithair.com/bldrlist/profiles/mthobby
> http://pages.infinit.net/mthobby
>
> __________________________________
> http://sitebuilder.yahoo.com
>
>
>
>
>
>
>
Message 8
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| Subject: | Re Zenith wing -- lift limits |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> From: "Ed" <orion@silcom.com>
>... any wing will fly at any altitude
> provided you move it at it's designed indicated airspeed.
'any altitude'? 100,000 feet? 200,000 feet? You get my point - as we go up
the air loses density. We can compensate to a point by going faster - but
then we get to the point where we are trying to push the wing into the speed
of sound and other problems arise if the wing hasn't been specifically
designed for this regime (and even supersonic wings have limits as there
gets to be less and less air to deflect downwards).
To illustrate - on any airliner there is a maximum speed limit. It is based
upon loss of lift caused by separation of airflow due to shock waves forming
-- usually in the range of mach .80 to .85 depending upon the wing itself.
(The Boeing 747 is one of the fastest airliners around because it has a high
degree of wing sweep to delay the onset of shock waves. It typically cruises
around Mach .84 or .85 I believe)
Newer generation airliners are actually designed to fly a little slower for
fuel economy because the effects of shock waves begin to be 'felt' at about
mach .75 or more on the wings typically in use. They trade off high speed
performance for cruise speed economy and will typically cruise in the M.75
to M.78 range.
The other thing that happens is that at altitude, the TAS of the 'low speed'
stall increases (i.e. to gain the same amount of lift - more air must be
pushed down to get the reaction - the air is thinner - so the minimum flying
speed at the maximum angle of attak must be higher.)
Now it gets even more 'interesting'... Both high and low limits are affected
by 'g'-loading of the aircraft. If a sudden demand for more lift occurs
(i.e. a gust of turbulence), the high speed limit gets lower and the low
speed limit gets higher.
This leads to the phenomenon sometimes known as 'coffin corner' due to the
way it was discovered. Early DC8s and 707s flew too high and too fast for
their weight, and upon encountering significant turbulence, the high speed
'mach stall/buffet' and low speed stall came together to momentarily place
the aircraft in a stalled condition at 35000+ feet.... the resultant loss of
control, pitch down, and rapid acceleration into supersonic flight led to a
total loss of the aircraft - usually due to the tailplane breaking off in a
high speed pull-out attempt in the lower altitudes... the so-called 'Jet
Upset' accidents.
This led to a reduction in cruising altitudes, more eduction and training of
pilots, more respect for turbulence at high altitudes, etc... The Airbus
shows the high and low speed buffet margins right on the ASI. In smooth air
there can be as little as 20 knots between the edges of the 'warning zones'
(i.e. plus/minus 10 from cruise speed!) ... When there is any possiblility
of turbulence, I personally won't climb to the maximum flight level until I
can see about 40 knots (ie.. 20 on each side) between the upper and lower
limits. Aahh - how ignorance was bliss on the old DC9 and 727!! ;-)
(And as a point of interest for the next time you're travelling in the
cabin... sometimes with the right sunlight/humidity conditions you can just
begin to see the shockwave on top of the wings in cruise)
Sorry to take up so much bandwidth with this explanation
do not archive
--
Grant Corriveau
C-GHTF / HDS / CAM100
low and slow!
recommended reading:
The Mechanics of Flight by A.C. Kermode (uses 'high school' math just short
of calculus to provide some very good explanations and illustrations of
flight in all three regimes (subsonic; transonic; supersonic). Don't worry
about the math if you are 'numerically challenged' ;-) The textual
explanations and illustrations make the points abundantly clear. A great
book.
Message 9
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--> Zenith-List message posted by: CBRxxDRV@aol.com
In a message dated 8/5/03 9:33:46 AM Eastern Daylight Time,
tladouce@canthaisoftware.com writes:
> Hi List,
>
> I just installed a new In-flight adjustable IVO Prop on my 912, 66" and did
> the setup and testing of it this weekend.
>
> My aircraft is a 601UL, so a bit lighter than the HD and HDS models.
> Here are my before and after figures
>
> Max RPM for Climb before 5000 - 5100 and getting 700 to 800 FPM with two
> people in the plane. Had the prop pitched primarily for cruise.
>
> Max RPM for Climb now 5000 - 5100 and getting 1200 FPM with two people in
> the plane.
>
> Max RPM for Cruise before 5200 and getting indicated airspeed of 100 to 105
> MPH
>
> Max RPM for Cruise now 4900 and getting 120 indicated airspeed. If I move up
> to 5200 RPM (recommended cruise RPM) I can easily get 130 + MPH.
>
> These speeds are just my indicated and I am not sure how accurate my air
> speed indicator is as I have not yet tested it against a GPS.
>
> But nevertheless the in-flight adjustable has improved my overall
> performance drastically.
>
Which IVO are you using ? Standard or Magnum?
Two blade or three blade?
Those are some interesting numbers. The before climb
figures you quoted are using 5100 rpm....thats seems a bit
low? I think you could get better before numbers with
a little less pitch but I could be all wet :) I still like
your Now numbers.
Sal Capra
Lakeland, FL
<A HREF="http://hometown.aol.com/cbrxxdrv/index.html">My Home Page
http://hometown.aol.com/cbrxxdrv/index.html
Message 10
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| Subject: | Re: Re Zenith wing -- lift limits |
--> Zenith-List message posted by: orion@silcom.com
> --> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
>
>
> 'any altitude'? 100,000 feet? 200,000 feet? You get my point - as we go up
> the air loses density. We can compensate to a point by going faster - but
> then we get to the point where we are trying to push the wing into the speed
> of sound and other problems arise if the wing hasn't been specifically
> designed for this regime (and even supersonic wings have limits as there
> gets to be less and less air to deflect downwards).
>
>I was actually trying to restrict myself to wings such as the Zenith with
powerplants that are/can be attached to these airframes rather than get into
supersonic flight regimes...but I did enjoy your comments Grant.
My point was that at altitudes available to 601 flyers (without oxygen or
pressurization)the limiting factor is really (Zenith wise) the power available
with normally aspirated engines and not the wing design.
I'm impressed that Chris maybe managed to get to 22,000ft with a VW...maybe I
should have fitted one of those! I know the brain does funny things with
hypoxia having done many decompressions and made an ass of myself in the
process.
Ed 601hds/lyc
do not archive
Message 11
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--> Zenith-List message posted by: "Terry Ladouceur" <tladouce@canthaisoftware.com>
I am using the 3 blade 66" Standard Prop. It actually came as a 68" but I
cut it down. Previous Experiments with the Magnum prop on the 912 showed it
did not perform, but in another installation with a 912S the Magnum performs
great.
You are right in regards to the climb out RPM, I am still playing with that
part. With the adjustable now basically I can set it to any RPM with peak
results it seems. I think I can get even higher climb rates, just haven't
done that yet. Mostly interested in the Cruise right now. But so far the
results have been great. TTYL
Terry
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of
CBRxxDRV@aol.com
Subject: Re: Zenith-List: IVO Prop
--> Zenith-List message posted by: CBRxxDRV@aol.com
In a message dated 8/5/03 9:33:46 AM Eastern Daylight Time,
tladouce@canthaisoftware.com writes:
> Hi List,
>
> I just installed a new In-flight adjustable IVO Prop on my 912, 66" and
did
> the setup and testing of it this weekend.
>
> My aircraft is a 601UL, so a bit lighter than the HD and HDS models.
> Here are my before and after figures
>
> Max RPM for Climb before 5000 - 5100 and getting 700 to 800 FPM with two
> people in the plane. Had the prop pitched primarily for cruise.
>
> Max RPM for Climb now 5000 - 5100 and getting 1200 FPM with two people in
> the plane.
>
> Max RPM for Cruise before 5200 and getting indicated airspeed of 100 to
105
> MPH
>
> Max RPM for Cruise now 4900 and getting 120 indicated airspeed. If I move
up
> to 5200 RPM (recommended cruise RPM) I can easily get 130 + MPH.
>
> These speeds are just my indicated and I am not sure how accurate my air
> speed indicator is as I have not yet tested it against a GPS.
>
> But nevertheless the in-flight adjustable has improved my overall
> performance drastically.
>
Which IVO are you using ? Standard or Magnum?
Two blade or three blade?
Those are some interesting numbers. The before climb
figures you quoted are using 5100 rpm....thats seems a bit
low? I think you could get better before numbers with
a little less pitch but I could be all wet :) I still like
your Now numbers.
Sal Capra
Lakeland, FL
<A HREF="http://hometown.aol.com/cbrxxdrv/index.html">My Home Page
http://hometown.aol.com/cbrxxdrv/index.html
Message 12
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--> Zenith-List message posted by: "Dave Austin" <daveaustin2@sprint.ca>
I've just received elbow and straight fittings and gascolator from Aircraft
Spruce, and find that the 1/4 NPT male fittings won't screw into the female
NPT 1/4 inlet or outlet of the gascolator by any more than 1 to 2 threads.
If I run a 1/4 NPT tap into the gascolator it goes in until it bottoms,
suggesting the female part is OK. Seems like the male threads are cut too
large.
Anyone else found this? Any suggestions?
Dave Austin 601HDS - 912
Message 13
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| Subject: | Re: NPT fittings |
--> Zenith-List message posted by: Jim and Lucy <jpollard@mnsi.net>
At 02:43 PM 8/5/2003 -0400, you wrote:
>--> Zenith-List message posted by: "Dave Austin" <daveaustin2@sprint.ca>
>
>I've just received elbow and straight fittings and gascolator from Aircraft
>Spruce, and find that the 1/4 NPT male fittings won't screw into the female
>NPT 1/4 inlet or outlet of the gascolator by any more than 1 to 2 threads.
>If I run a 1/4 NPT tap into the gascolator it goes in until it bottoms,
>suggesting the female part is OK. Seems like the male threads are cut too
>large.
>Anyone else found this? Any suggestions?
>Dave Austin 601HDS - 912
Dave it sounds like you are trying to put a npt straight thread into an
ntp taper hole in your gascolator. The straight thread fittings often
have an oring to make the seal. The taper fittings are suposed
to seal with the interference of the threads as they jam together
on the taper. They use some form of thread seal to help out.
Jim Pollard
Merlin Ont.
Message 14
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| Subject: | Re: Re Zenith wing -- lift limits |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> I was actually trying to restrict myself to wings such as the Zenith with
> powerplants that are/can be attached to these airframes rather than get into
> supersonic flight regimes...
Sorry, I just couldn't pass up the 'at any altitude' phrase -- I know, I'm a
pain about 'words'.... But sometimes I find that exploring the limits is how
we understand the principles of what's happening at all those points in
between. I guess the aerodynamic limit to the 601 is that altitude at which
the TAS of the stall (60 mph approx), equals 150 or 160 mph (the airplanes
top rated speed)...
How much power you'd need to get there ... and at what altitude this
happens?
Anyways, for normally-aspirated engines it's hard to see anyone getting much
over 14,000 feet... Chris' report of 20,000 plus on a volkswagen is in my
'gotta see it to believe it' category. There had to be some sort of turbo at
work... no?
I'm not an expert in engines...
do not archive,
Grant
Message 15
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| Subject: | Re: Re Zenith wing -- lift limits |
--> Zenith-List message posted by: Frank Stutzman <stutzman@stutzman.com>
On Tue, 5 Aug 2003 orion@silcom.com wrote:
> I'm impressed that Chris maybe managed to get to 22,000ft with a VW...maybe
I
> should have fitted one of those! I know the brain does funny things with
> hypoxia having done many decompressions and made an ass of myself in the
> process.
Gliders have been higher with no engine at all!
Given the right conditions, high altitude is no problem at all.
Somewhere I've seen a picture of the instrument panel of a P-38 in
mountain wave over Mt. Whitney. Both engines are shut down and the VSI is
showing a 2000 fpm CLIMB.
Frank Stutzman
Message 16
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| Subject: | Re: Progress Report |
--> Zenith-List message posted by: Alejandro Roca <alex_roca@mac.com>
Congratulations Randy
That's what it's all about !! It's moments like these that make us
all go back to the drilling. Wish you the best on your inspection and
first flight. Keep us posted.
Alex Roca
XL - 45 % Complete
San Antonio, TX
Do not Archive
Hey All
Today is the day that I considered my Zodiac to be finished. I had my
final
EAA inspection last Friday and today I finished up what the Tech Advisor
ask
me to.
I got the weight and balance done this weekend. It weighs in at 690 lbs.
Empty CG is at 246.8 mm using the leading edge of the wing for a datum
line.
I can't get to the forward limit unless I have a full load of fuel and
get
out. That ain't happening. To exceed the rearward CG, it would take over
80
lbs. in the rear, no gas, and my wife and I in the plane.
I took the plane out on the runway this evening. This is not the first
time
I have done this, but it was the first time with everything in place. In
the
past, I was very careful to not go very fast, but today I was a bit more
daring. I went through runup and everything, just like I was going to
fly.
Then I throttled up to about 3000 and released the brakes. I didn't
actually
time it, but seemed like it took maybe 3 seconds and I was looking at 30
mph. This thing accelerates real fast and I didn't even use full
throttle. I
have this feeling that the takeoff run is going to be real short.
This week, I'll try to get all the paperwork in order and schedule the
Airworthiness Inspection. I'm excited!
Randy Stout - San Antonio TX
CH601HD N282RS
n282rs@sbcglobal.net
http://www.geocities.com/r5t0ut21
Message 17
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| Subject: | Instrument panel |
--> Zenith-List message posted by: "Dave Pepper" <rockinrimranch@earthlink.net>
I am working on the instrument panel, among other things. Does anyone know the
best way to cut the instrument holes in the aluminum panel? Will a regular hole
saw cut aluminum? I want to make the cuts as smooth as possible.
On another note, I just ordered a 912S, so now I'm committed to finishing the project.
Thanks,
Dave
601HD/912S 90% completed
Message 18
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: "Jeff & Marcia Davidson" <jdavidso@fcc.net>
> I am working on the instrument panel, among other things. Does anyone know
the best way to cut the instrument holes in the aluminum panel? Will a
regular hole saw cut aluminum? I want to make the cuts as smooth as
possible.
>
The current issue of EAA's Experimenter magazine, August 2003, has an
article on using hole saws for this purpose on page 44. The method entails
using the hole saw in a piece of plywood, bolting the resulting plug onto
the panel in position, and then using the bolted down plug to hold the hole
saw in place as you drill through the aluminum panel. Aviation suppliers
also sell a relatively inexpensive tool that creates both 2 1/4 and 3 1/8
inch holes. Many local EAA chapter have them in their tool crib.
Jeff Davidson
Message 19
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: "Dave Pepper" <rockinrimranch@earthlink.net>
Thanks Jeff. I guess I'd better join EAA! :{)
Dave
Message 20
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
----- Original Message -----
From: "Dave Pepper" <rockinrimranch@earthlink.net>
> I am working on the instrument panel, among other things. Does anyone know
the best way to cut the instrument holes in the aluminum panel? Will a
regular hole saw cut aluminum? I want to make the cuts as smooth as
possible.
Dave:
I cut my instrument holes with a flycutter, in a drill press. It did a good
job.
On page 44 of the August 2003 EAA Experimenter there is an article on
cutting instrument holes with a holesaw.
George
>
>
Message 21
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: "Dave Pepper" <rockinrimranch@earthlink.net>
Thanks George, I'll check it out.
Dave
Message 22
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| Subject: | Re: Instrument panel |
06/08/2003 10:06:17
--> Zenith-List message posted by: "Roger Duance" <roger.duance@schefenacker-australia.com>
Dave,
I used a fly cutter for the panel in my PL4A but it was through 0.063. It
worked well, but make sure that the panel is clamped to the drill table.
Grind the fly cutter tool similar to a lathe tool. Feed slooooowly.
Roger
"Dave Pepper" <rockinrimranch@earthlink.net>@matronics.com on 06/08/2003
09:13:44
Please respond to zenith-list@matronics.com
Sent by: owner-zenith-list-server@matronics.com
cc:
Subject: Zenith-List: Instrument panel
--> Zenith-List message posted by: "Dave Pepper"
<rockinrimranch@earthlink.net>
I am working on the instrument panel, among other things. Does anyone know
the best way to cut the instrument holes in the aluminum panel? Will a
regular hole saw cut aluminum? I want to make the cuts as smooth as
possible.
On another note, I just ordered a 912S, so now I'm committed to finishing
the project.
Thanks,
Dave
601HD/912S 90% completed
Message 23
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: "Dave Pepper" <rockinrimranch@earthlink.net>
I can do that!
Dave
Message 24
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--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
I second the advice to keep the workpiece well clamped while flycutting in the
drillpress. A generous application of aluminum cutting fluid seems to help, too.
George
Message 25
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| Subject: | Re: Instrument panel |
--> Zenith-List message posted by: ZSMITH3rd@aol.com
Greenlee makes hole punches.
Do not archive.
Zed Smith/701/R912/the small stuff
Message 26
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--> Zenith-List message posted by: "Cy Galley" <cgalley@qcbc.org>
Larry,
It isn't "my" repair facility! It is Chapter 75's!
They put my name on it over my objections. Chapter 75 has over 45 persons
doing the real work. They deserve the credit, not me.
Cy
----- Original Message -----
From: "Larry McFarland" <larrymc@qconline.com>
Subject: Re: Zenith-List: Oshkosh
> --> Zenith-List message posted by: "Larry McFarland"
<larrymc@qconline.com>
>
>
> ----- Original Message -----
> From: "Dave Alberti" <daberti@execpc.com>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: Oshkosh
>
>
> > --> Zenith-List message posted by: "Dave Alberti" <daberti@execpc.com>
> >
> >
> > Anyone going to Oshkosh this year? I haven't seen any chatter on the
> list.
> >
> > Dave
> > do not archive
>
> Dave,
> I intend to be at Oshkosh Thursday the 31st and Friday the 1st
> to just take pics and check out new engines and stuff. Home
> base for me will be near Galley's Chapter 75 Repair Tent both days.
>
> Larry C. McFarland - 601hds
> do not archive
>
>
Message 27
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| Subject: | Re: Scratch built wing tanks |
--> Zenith-List message posted by: "Cy Galley" <cgalley@qcbc.org>
The wiper type of fuel sender is always grounded. The wiper just reduces
the resistance as the tank fills by making another path to ground. No arcing
possible. No fire hazard at all. Used many, many years is the automotive
field.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: "Graham Kirby" <gkirby@yahoo.com>
Subject: RE: Zenith-List: Scratch built wing tanks
> --> Zenith-List message posted by: "Graham Kirby" <gkirby@yahoo.com>
>
> Hi Carlos,
>
> I am also in the process of building wing tanks for an HD although mine
are
> going to go in the wing locker and not at the leading edge. I made a form
> out of 3/4" particle board that was actually 3/8" undersize. I have
allowed
> 1/8" for the cork, 1/8" for the metal thickness and a fudge factor (better
> that the tanks are a little too small than too large). The other 1/8" is
> for a 3/4" x 1/8" aluminum strip which I have screwed to the edge of the
> form. This has been filed to a nice smooth radius. So far I have made
two
> of the end caps and they have come out really well. There is something
very
> satisfying about hammering a piece of aluminum sheet into shape around one
> of these forms! - a little like being a blacksmith..
>
> One thing I didn't anticipate was the need to put crimps in the flange
that
> is formed around the curved surface of the tank end.
>
> Another thing that surprised me was the fuel level sensor. I bought the
> potentiometer type from Aircraft-Spruce and was a little shocked that the
> device is completely open. I was under the impression that electrical
> devices and fuel/fuel vapor are best kept well apart. However, I have
since
> been told that this is very normal and not something to worry about...
>
> Regards,
> Graham Kirby
> 601HD
>
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Carlos Sa
> To: Z list
> Subject: Zenith-List: Scratch built wing tanks
>
> --> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
>
> Hello, all
>
>
> I'll be building the wing tanks (601 HD) in the coming weeks, and I have a
> question:
>
> How have you built the sides? Did you make a forming block smaller than
the
> nose ribs forming
> block by 3 mm (1/8") all around (to allow for the cork thickness)? Or...?
>
> Any other hints and tips would be appreciated.
>
> Thanks in advance
>
> Carlos
> CH601-HD
> Tail feathers done, wing spars done, working on wings.
>
>
Message 28
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| Subject: | Zenith "Open Hanger Day" |
--> Zenith-List message posted by: "Fred or Sandy Hulen" <hulens61@birch.net>
Who's going to attend Zenith's Annual Open Hanger Day on Saturday the 23rd?
I'll start the list with three that I know of so far......
Jeff Small...... Coming all the way from Pennsylvania !
Stan Schallgren
and me, Fred Hulen
Come on guys, lets make a good showing for the folks at Zenith. Sebastian suggested
that we could us the opportunity of having our aircraft together to take
airborne pictures plane to plane, etc.
Sign on the list and sent it back.
Message 29
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| Subject: | Is this a good way align to the 601XL rudder pedals? |
--> Zenith-List message posted by: xl <xl@prosody.org>
I would like to get your comments on my proposed procedure.
- align the left rudder pedal at the midpoint of its travel
- line up the right rudder pedal with the left pedal
- trim the steering rods just longer than the sight holes
in the swivel nuts
I'd rather not cut the steering rods and then discover
that I did not do it well.
Thanks, Joe
About to set the plane on its gear.
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