Today's Message Index:
----------------------
1. 04:54 AM - Re: Crash 701- another one (Grant Corriveau)
2. 05:58 AM - Cortec 373 versus 374 primer (Robert Eli)
3. 07:02 AM - Re: Zenith-List Digest: 18 Msgs - 10/27/03 (Gig)
4. 09:13 AM - 912 Muffler joint leak (Brenton Battles)
5. 09:31 AM - AOA indicators and ground effect. (Graham Kirby)
6. 11:04 AM - Re: 912 Muffler joint leak (Kevin W Bonds)
7. 11:44 AM - 601 and engines (Gerald A. Applefeld)
8. 12:06 PM - Re: 601 and engines (Dave Pepper)
9. 01:04 PM - Re: 601 and engines (Daniel Vandenberg)
10. 01:29 PM - Re: 912 Muffler joint leak (Cy Galley)
11. 01:30 PM - Oil Temp + other Update (Frank Jones)
12. 01:50 PM - Re: 601 and engines (HINDE,FRANK (HP-Corvallis,ex1))
13. 02:13 PM - Re: Oil Temp + other Update (Frank Jones)
14. 02:31 PM - rivetted fuel tank? (Carlos Sa)
15. 02:49 PM - Re: Fireseal for fuel & oil hoses? (mike sinclair)
16. 04:23 PM - Re: rivetted fuel tank? (HINDE,FRANK (HP-Corvallis,ex1))
17. 05:22 PM - Re: AOA indicators and ground effect. (Gary Gower)
18. 05:37 PM - New guy checking in (Fritz Wagoner)
19. 06:03 PM - Re: rivetted fuel tank? (Graham Kirby)
20. 06:49 PM - (humor) Engine for Zodies ()
Message 1
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| Subject: | Re: Crash 701- another one |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> Thanks for all your input. I live and learn.
> Rick Morawski
With emphasis on the word LIVE! ;-)
do not archive
Grant C
Message 2
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| Subject: | Cortec 373 versus 374 primer |
--> Zenith-List message posted by: "Robert Eli" <robert.eli@adelphia.net>
I am beginning my CH701 construction and have been concerned about
understanding priming pros and cons with respect to the Cortec products. I
have been doing research on subject, and have talked to the Cortec people
and to Nick at ZAC about which product is best for aircraft interior
surfaces (he said that Cortec recommended the 373 instead of alternate
products). This is an interim report on what I have learned. First, the
most appropriate product is the Cortec 373 wash primer that is supplied by
ZAC in quarts (according to the Cortec chemist and engineer). Boeing
Aircraft Co. has used this product on some of their production aircraft
interior surfaces, to name one usage example. The Cortec chemist does not
recommend the 374 primer for our purposes. I am gathering specs and surface
preparation details, and will report more extensively on this subject as
soon as I receive the information from Cortec.
Bob Eli
CH701
Message 3
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| Subject: | Re: Zenith-List Digest: 18 Msgs - 10/27/03 |
--> Zenith-List message posted by: Gig <wr.giacona@cox-internet.com>
> Time: 07:03:01 AM PST US
> From: "Dave Alberti" <daberti@execpc.com>
> Subject: Zenith-List: baggage locker seal
>
> --> Zenith-List message posted by: "Dave Alberti" <daberti@execpc.com>
>
>
> What happens when the rubber deteriorates and the rivets become loose?
> Dave
>
First these was a pretty high grade TRUCK (18 wheeler) inner tube and
they are supposed to be hell for stout and very resistant to
deterioration. But I will be checking it as part of the the preflight
and it can be replaced.
If this doesn't work I will just have to try something else.
Message 4
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| Subject: | 912 Muffler joint leak |
--> Zenith-List message posted by: Brenton Battles <brentbattles@charter.net>
About 15 seconds after departure I experienced about 10 seconds of the
smell characteristic of burning electrical insulation. The smell went
away fairly quickly, and checking instruments I saw nothing out of the
ordinary. After landing, I checked the engine compartment and found
the insulation burned away from a heavy ground wire linking the engine
to the firewall which passed about 5 inches above and to the rear of
the left-hand ball joint linking an exhaust stack to my muffler. On
closer inspection, the adjacent oil line and water line had also been
slightly scorched.
Something like 350 hours ago my original muffler to exhaust stack weld
failed, and Zenith very promptly supplied a no-cost rework of the
muffler and pipes to a ball-joint configuration. Two springs hold each
of the two joints together, and all springs were not only intact, but
had been carefully serviced over the intervening period to keep them
clean and rust-free - even treating with WD-40 from time to time.
However, the springs on the leaking joint had become weak enough to
allow me to lift the hooks off the retaining loops by hand without the
accustomed use of a screwdriver. The outward appearance of the springs
were identical to that of a new spring in that the coils are virtually,
if not completely in contact with one another with no visual evidence
of stretching.
New springs are on the way, and a call to Zenith (Roger Dubert, to be
specific) yielded the suggestion to bend the loops to increase spring
tension. New hoses and a length of fire shield will also be installed.
I will make it a point to manually check tension periodically - at
least annually. I also ordered an extra set of springs for possible
future use at about $2.15 per spring, just in case.
Just a heads-up to anyone else who may have the same muffler
configuration.
Regards,
Brent Battles N16BZ 601HD Rotax 912
Message 5
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| Subject: | AOA indicators and ground effect. |
--> Zenith-List message posted by: "Graham Kirby" <gkirby@yahoo.com>
I'm puzzled about how an angle-of-attack device would have helped Rick
Morawski avoid his recent mishap.
While Rick was climbing up to ~70ft wouldn't the AOA indicator have shown
things to be okay, but marginal, due to the ground effect? I see how the
problem would have been apparent as he left ground effect and the wing
started to stall but how much warning would you really get?
Thanks
Graham Kirby.
601HD
Message 6
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| Subject: | Re: 912 Muffler joint leak |
--> Zenith-List message posted by: "Kevin W Bonds" <kbonds@worldshare.net>
Brenton
Is it possible that WD40 you've been spraying on there caught fire and
burned away after a few seconds. That stuff is very flamable. Just ask my
eyebrows (you guys know what I'm talking about you all did it too in your
youth.) You probably would have some charred residue though.
Kevin
----- Original Message -----
From: "Brenton Battles" <brentbattles@charter.net>
Subject: Zenith-List: 912 Muffler joint leak
> --> Zenith-List message posted by: Brenton Battles
<brentbattles@charter.net>
>
> About 15 seconds after departure I experienced about 10 seconds of the
> smell characteristic of burning electrical insulation. The smell went
> away fairly quickly, and checking instruments I saw nothing out of the
> ordinary. After landing, I checked the engine compartment and found
> the insulation burned away from a heavy ground wire linking the engine
> to the firewall which passed about 5 inches above and to the rear of
> the left-hand ball joint linking an exhaust stack to my muffler. On
> closer inspection, the adjacent oil line and water line had also been
> slightly scorched.
>
> Something like 350 hours ago my original muffler to exhaust stack weld
> failed, and Zenith very promptly supplied a no-cost rework of the
> muffler and pipes to a ball-joint configuration. Two springs hold each
> of the two joints together, and all springs were not only intact, but
> had been carefully serviced over the intervening period to keep them
> clean and rust-free - even treating with WD-40 from time to time.
> However, the springs on the leaking joint had become weak enough to
> allow me to lift the hooks off the retaining loops by hand without the
> accustomed use of a screwdriver. The outward appearance of the springs
> were identical to that of a new spring in that the coils are virtually,
> if not completely in contact with one another with no visual evidence
> of stretching.
>
> New springs are on the way, and a call to Zenith (Roger Dubert, to be
> specific) yielded the suggestion to bend the loops to increase spring
> tension. New hoses and a length of fire shield will also be installed.
> I will make it a point to manually check tension periodically - at
> least annually. I also ordered an extra set of springs for possible
> future use at about $2.15 per spring, just in case.
>
> Just a heads-up to anyone else who may have the same muffler
> configuration.
>
> Regards,
> Brent Battles N16BZ 601HD Rotax 912
>
>
Message 7
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--> Zenith-List message posted by: "Gerald A. Applefeld" <jerryvmd@blazenet.net>
To the list:
I am now on my second EA81 Soob on my recently completed 601HD. I lost
the first engine on the very first flight due to extreme overheating. I
replaced the engine and after cowl rework, oil cooler and the like, the
temps were good. I got 5 hours of flight time before I had a power drop
on takeoff and smell of burning oil. A safe return to the runway and
check showed a loss of compression on both cylinders of one head. I
plan to tear it down this weekend, but I'm just about to give up on
Subaru. Question for the group--Rotax 912 vs Jabiru. I've talked to one
601 flyer (Ray Ridenour)with the 4 cyl 2200 Jabiru on a HDS he's happy
except only gets about 100mph. Another (Jeff Small) has 3300 6-cyl and
is happy with 120+. ZAC cost for 912 is same as 3300. I don't care about
fast. I'm happy with 95-100mph but can I get that with the HD and the
2200 Jabiru. I'd like to save the $3000 after all the money in the SOOB
but don't want to be penny wise and pound foolish. Input is appreciated
Jerry Applefeld
Message 8
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| Subject: | Re: 601 and engines |
--> Zenith-List message posted by: "Dave Pepper" <rockinrimranch@earthlink.net>
Jerry,
I debated the same issues when considering engines for my HD. I eliminated
the Subaru early due to all the overheating problems, as well as the weight
of the engine/redrive. Ten it was 912ULS vs. Jabiru 3300. The Jabiru
seemed simpler to install, since it is air cooled. However, the 912 has a
much longer track record in the field. I heard stories about lousy customer
support for the Jabiru, and good service for Rotax engines. The prices on
the two engines were similar. Then I lucked out. I got the last 912ULS from
Zenair at the old price of $11,680! I think I would still go for the 912 ULS
over the Jabiru, at least until the 3300 got a track record, considering the
better customer support and lower fuel consumption of the 912.
Just my opinion.
Dave
Message 9
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| Subject: | Re: 601 and engines |
--> Zenith-List message posted by: Daniel Vandenberg <djvdb63@yahoo.com>
Jerry...
Have you thought about the Corvair engine option? This APPEARS as though it will
become a viable option for the 601 in its various forms. It should be much
less expensive than the Jabiru or Rotax options. There are currently none flying
on 601's, but I believe there will be soon. I believe the Corvair conversion
has shown itself to be a reliable power source on other aircraft. Zenith
appears to be cautiously optimistic about this option, as they have recently
added a separate Corvair page to their website.
Since you have done two previous installations, the Corvair project shouldn't be
too difficult for you.
Dan
"Gerald A. Applefeld" <jerryvmd@blazenet.net> wrote:
--> Zenith-List message posted by: "Gerald A. Applefeld"
To the list:
I am now on my second EA81 Soob on my recently completed 601HD. I lost
the first engine on the very first flight due to extreme overheating. I
replaced the engine and after cowl rework, oil cooler and the like, the
temps were good. I got 5 hours of flight time before I had a power drop
on takeoff and smell of burning oil. A safe return to the runway and
check showed a loss of compression on both cylinders of one head. I
plan to tear it down this weekend, but I'm just about to give up on
Subaru. Question for the group--Rotax 912 vs Jabiru. I've talked to one
601 flyer (Ray Ridenour)with the 4 cyl 2200 Jabiru on a HDS he's happy
except only gets about 100mph. Another (Jeff Small) has 3300 6-cyl and
is happy with 120+. ZAC cost for 912 is same as 3300. I don't care about
fast. I'm happy with 95-100mph but can I get that with the HD and the
2200 Jabiru. I'd like to save the $3000 after all the money in the SOOB
but don't want to be penny wise and pound foolish. Input is appreciated
Jerry Applefeld
---------------------------------
Exclusive Video Premiere - Britney Spears
Message 10
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| Subject: | Re: 912 Muffler joint leak |
--> Zenith-List message posted by: "Cy Galley" <cgalley@qcbc.org>
WD40 makes a good camp fire starter.
----- Original Message -----
From: "Kevin W Bonds" <kbonds@worldshare.net>
Subject: Re: Zenith-List: 912 Muffler joint leak
> --> Zenith-List message posted by: "Kevin W Bonds" <kbonds@worldshare.net>
>
> Brenton
> Is it possible that WD40 you've been spraying on there caught fire and
> burned away after a few seconds. That stuff is very flamable. Just ask my
> eyebrows (you guys know what I'm talking about you all did it too in your
> youth.) You probably would have some charred residue though.
>
> Kevin
> ----- Original Message -----
> From: "Brenton Battles" <brentbattles@charter.net>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: 912 Muffler joint leak
>
>
> > --> Zenith-List message posted by: Brenton Battles
> <brentbattles@charter.net>
> >
> > About 15 seconds after departure I experienced about 10 seconds of the
> > smell characteristic of burning electrical insulation. The smell went
> > away fairly quickly, and checking instruments I saw nothing out of the
> > ordinary. After landing, I checked the engine compartment and found
> > the insulation burned away from a heavy ground wire linking the engine
> > to the firewall which passed about 5 inches above and to the rear of
> > the left-hand ball joint linking an exhaust stack to my muffler. On
> > closer inspection, the adjacent oil line and water line had also been
> > slightly scorched.
> >
> > Something like 350 hours ago my original muffler to exhaust stack weld
> > failed, and Zenith very promptly supplied a no-cost rework of the
> > muffler and pipes to a ball-joint configuration. Two springs hold each
> > of the two joints together, and all springs were not only intact, but
> > had been carefully serviced over the intervening period to keep them
> > clean and rust-free - even treating with WD-40 from time to time.
> > However, the springs on the leaking joint had become weak enough to
> > allow me to lift the hooks off the retaining loops by hand without the
> > accustomed use of a screwdriver. The outward appearance of the springs
> > were identical to that of a new spring in that the coils are virtually,
> > if not completely in contact with one another with no visual evidence
> > of stretching.
> >
> > New springs are on the way, and a call to Zenith (Roger Dubert, to be
> > specific) yielded the suggestion to bend the loops to increase spring
> > tension. New hoses and a length of fire shield will also be installed.
> > I will make it a point to manually check tension periodically - at
> > least annually. I also ordered an extra set of springs for possible
> > future use at about $2.15 per spring, just in case.
> >
> > Just a heads-up to anyone else who may have the same muffler
> > configuration.
> >
> > Regards,
> > Brent Battles N16BZ 601HD Rotax 912
> >
> >
>
>
Message 11
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| Subject: | Oil Temp + other Update |
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
Just thought I'd keep everyone up to date on the status of flight
testing of my 601XL 912S configuration and seek some advice. 5.5 hours
total so far.
I had been having some very high oil temps in previous flights and made
some changes that have very significantly improved things. I added a
second input to the oil cooler using a takeoff from one of the bottom
Naca's in the cowl. I also did a good job of sealing the cowl around the
coolant rad. I simply fastened .016 aluminum to the flange of the cowl
and bent to fit snuggly around the rad.
Previous to this change I was experiencing temps of 260 F. Now the most
I can push the oil temp up to is around 220 with typical temps around
180 to 200. CHT is even lower.
Other changes made were increasing the pitch of the GSC prop to 19 deg
from 18. This reduces RPM at full throttle, increased cruise speed and
didn't seem to have too much impact on ground roll at takeoff or climb
performance. The only think I note is some vibration around 5000-5200
RPM that did not used to be there. I may play with the pitch a bit to
see if I can reduce this vibration.
Finally, I changed the angle of incidence of the horizontal stabilizer,
making it parallel with the longerons as best I can tell(it was out by
.6 degrees). This improved my trim situation but it looks like I need to
move the stabilizer a bit more still to a bit of a negative angle
relative to the longerons in order to get the elevator to be centered at
straight and level. It looks like the elevator is 1/2 to 1" up at the
trailing edge right now during straight and level.
A new issue arose in the last flight. When using cabin heat my CO
detector was showing values as high as 60 PPM. While I couldn't smell
anything this is a concern. I'll have to do an inspection of the
exhaust, but I suspect I won't see anything. Is anyone familiar with any
kind of sealant that can be applied at all exhaust junctions to lessen
leakage?
Frank
C-GYXQ
601XL 912S
Ottawa
Message 12
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--> Zenith-List message posted by: "HINDE,FRANK (HP-Corvallis,ex1)" <frank.hinde@hp.com>
The Subaru is a very sturdy engine when put together right...Now with the
"hat section" valve guides that Ram performance does I think this should be
a reliable workhorse.
You could have cracked a head or blown a head gasket if you didn't re-torque
it (having said that my Felpro gaskets did not need re torquing).
I would have a word with Ron Carr at Ram performance, careful he will talk
yer ear off....:)...but seriously he loves these engines and is extremly
knowledgable. I would be very tempted to talk to him for ideas and then send
him your heads for the new style of valve guides to be fitted.
If you put the bottom end together right I would say its one beautifully
engineered motor...Just the valve guides and occasional cyl head cracks are
the issue, even some of these don't matter.
As to the cooling probs, these are more about correct rad palcement on the
airframe rather than poor engine design.
A couple of pointers...The pressed steel type of water pump tend to cavitate
at high RPM...then they pump frath rather than water/glycol mix...Mine is OK
though. The cast iron rotor is of a lower capacity and does not do this.
Make sure you have a thermostat and a 13psi pressure cap installed. If you
take the thermostat out (or have a low pressure cap) the pump will almost
certainly cavitate. Cavitation is locally boiled fluid (froth) which doesn't
cool.
Make sure your swirl pot is really at the top of the system so air bubbles
can get out. Prime the rad properly....I can be full of mostly air with the
ZAC design.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Gerald A.
Applefeld
Subject: Zenith-List: 601 and engines
--> Zenith-List message posted by: "Gerald A. Applefeld"
--> <jerryvmd@blazenet.net>
To the list:
I am now on my second EA81 Soob on my recently completed 601HD. I lost the
first engine on the very first flight due to extreme overheating. I replaced
the engine and after cowl rework, oil cooler and the like, the temps were
good. I got 5 hours of flight time before I had a power drop on takeoff and
smell of burning oil. A safe return to the runway and check showed a loss
of compression on both cylinders of one head. I plan to tear it down this
weekend, but I'm just about to give up on Subaru. Question for the
group--Rotax 912 vs Jabiru. I've talked to one 601 flyer (Ray Ridenour)with
the 4 cyl 2200 Jabiru on a HDS he's happy except only gets about 100mph.
Another (Jeff Small) has 3300 6-cyl and is happy with 120+. ZAC cost for 912
is same as 3300. I don't care about fast. I'm happy with 95-100mph but can
I get that with the HD and the 2200 Jabiru. I'd like to save the $3000
after all the money in the SOOB but don't want to be penny wise and pound
foolish. Input is appreciated
Jerry Applefeld
advertising on the Matronics Forums.
Message 13
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| Subject: | Oil Temp + other Update |
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
Correction on the statement about the H Stab. It was originally out by
0.6 degrees not 6 degrees.
Frank
Message 14
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| Subject: | rivetted fuel tank? |
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Any thoughts (pro or con) regarding rivetting (instead of welding) the fuel tanks?
John Tarabochia did it, as do RV builders.
I read the Pro-Seal specs, and it seems to be appropriate for the task (and conceived
for
aerospace industry - http://www.ppg.com/prc-desoto/main.asp)
Two web sites describing the construction of RV tanks:
http://vondane.com/rv8a/tanks/tanks1.htm
http://www.rvproject.com/20020605.html
Pro-Seal phase: http://www.rvproject.com/20020611.html
Comments?
Carlos
Montreal, Canada
CH601-HD
Tail feathers done, assembling wing skeletons.
Message 15
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| Subject: | Re: Fireseal for fuel & oil hoses? |
--> Zenith-List message posted by: mike sinclair <mike.sinclair@att.net>
Thanks to you guys that replied, I am now going back to the books (ACS, Wicks,
&
Bingelis) to figure out what material I need to firesleeve the lines. Kinda what
I expected, but not exactly what I had hoped to hear. Guess I will just have to
dig deeper into the pocket to find a little more change. No sense in taking any
shortcuts at this point.
Mike Sinclair
N701TD
Do Not Archive
Chuck Deiterich wrote:
> --> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
>
> Mike,
> My Jabiru 2200 came from the factory with firesleeve over all of the
> installed fuel lines and enough to cover the other fuel lines and oil lines
> to the cooler. Tony Bingelis covers this in his Firewall Forward Book.
> Chuck D.
> N701TX
>
Message 16
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| Subject: | rivetted fuel tank? |
--> Zenith-List message posted by: "HINDE,FRANK (HP-Corvallis,ex1)" <frank.hinde@hp.com>
If I were going to build a tank from scratch I would probably do it that
way. It would be hard to do a 'D' shaped LE tank though.
One of my tanks did leak at the sharp bend in the flange just before the
weld...Probably 'cos it was bent too sharp but the weldng may have work
hardened the metal as well.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Carlos Sa
Subject: Zenith-List: rivetted fuel tank?
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Any thoughts (pro or con) regarding rivetting (instead of welding) the fuel
tanks? John Tarabochia did it, as do RV builders. I read the Pro-Seal specs,
and it seems to be appropriate for the task (and conceived for aerospace
industry - http://www.ppg.com/prc-desoto/main.asp)
Two web sites describing the construction of RV tanks:
http://vondane.com/rv8a/tanks/tanks1.htm
http://www.rvproject.com/20020605.html
Pro-Seal phase: http://www.rvproject.com/20020611.html
Comments?
Carlos
Montreal, Canada
CH601-HD
Tail feathers done, assembling wing skeletons.
advertising on the Matronics Forums.
Message 17
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| Subject: | Re: AOA indicators and ground effect. |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Graham,
I am no expert yet, I bought the LRI and is installed in my plane, I
just heard from a local bush pilot that he loves it...
From what I have understood I think that in the first place Rick will
never got the airplane in that attitude because the AOA indicator (the
one O have is LRI has a needle like any normal instrument) will
"prevent" him of the excesive AOA... so he will have kept the airplane
in flying position, maybe marginal or critical, but flying, this is one
of the good things about LRI.
In fact:
What I am doing now is sending a copy of this e-mail to the LRI
designer (Mr. Al Mojzisik prober@iwaynet.net ), he is not on the list,
but I hope he can answer me explaining a little more... I will send
him also a copy from the archives about Rick facts of his incident...
Of course I will forward to the list his emails.
As you are, I am also interested to hear someone's real expert
explanation, because I am going to trust the instrument, when my 701 is
finished...
Saludos
Gary Gower
PS. I have to got out now, I will send Mr. Mojzisik the archives
copies later in the night...
--- Graham Kirby <gkirby@yahoo.com> wrote:
> --> Zenith-List message posted by: "Graham Kirby" <gkirby@yahoo.com>
>
>
> I'm puzzled about how an angle-of-attack device would have helped
> Rick
> Morawski avoid his recent mishap.
>
> While Rick was climbing up to ~70ft wouldn't the AOA indicator have
> shown
> things to be okay, but marginal, due to the ground effect? I see
> how the
> problem would have been apparent as he left ground effect and the
> wing
> started to stall but how much warning would you really get?
>
> Thanks
> Graham Kirby.
> 601HD
>
>
>
>
>
>
>
>
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Message 18
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| Subject: | New guy checking in |
--> Zenith-List message posted by: "Fritz Wagoner" <fwagoner@zianet.com>
Hi All,
Just checking in. I'm scratch building a 701 (it'll be my second scratch
built airplane, first all metal) I've made a few passes through the
archives, it looks like a great list with loads of good information.
Fritz Wagoner
Las Cruces, NM USA
701 (7-5311)
0% done, only 180% to go!
P.S. As of the last Zenith workshop there are three new 701 projects in New
Mexico, one kit and two scratch builders.
Message 19
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| Subject: | rivetted fuel tank? |
--> Zenith-List message posted by: "Graham Kirby" <gkirby@yahoo.com>
Carlos,
Very soon I'll be able to let you know if it works. I have been building a
pair of riveted tanks to go into the wing lockers. I made the the sides
around a form, they have a ~25mm flange. The top,front,bottom, and back is
a single piece of metal. I used 0.025 6061-T6. I will be using cherry 'Q'
rivets at a maximum pitch of 30mm to hold the whole contraption togeather,
and of course I'll have scads of that nasty black pro-seal stuff on all the
joints.
My reason for going down this path was that I'd tried the various methods
that Tony Bingelis describes for making fiberglass tanks and I was never
happy with the results.
Graham Kirby
601HD
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Carlos Sa
Subject: Zenith-List: rivetted fuel tank?
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Any thoughts (pro or con) regarding rivetting (instead of welding) the fuel
tanks? John Tarabochia did it, as do RV builders. I read the Pro-Seal specs,
and it seems to be appropriate for the task (and conceived for aerospace
industry - http://www.ppg.com/prc-desoto/main.asp)
Two web sites describing the construction of RV tanks:
http://vondane.com/rv8a/tanks/tanks1.htm
http://www.rvproject.com/20020605.html
Pro-Seal phase: http://www.rvproject.com/20020611.html
Comments?
Carlos
Montreal, Canada
CH601-HD
Tail feathers done, assembling wing skeletons.
advertising on the Matronics Forums.
Message 20
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| Subject: | (humor) Engine for Zodies |
--> Zenith-List message posted by: <zenith@portouw.com>
Anybody think a Zodie would make 150kts with one of these on the nose? One
would see dry tanks in less than a minute. (Y'all are getting to serious
lately).
http://www.bath.ac.uk/~ccsshb/12cyl/
Larry Portouw
601XL
Ft. Huachuca, AZ
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