Today's Message Index:
----------------------
1. 07:23 AM - Wiring Diagram ... (Bima, Martin)
2. 07:42 AM - Re: N569Z Crash (Larry Martin)
3. 08:02 AM - Re: N569Z Crash (HINDE,FRANK (HP-Corvallis,ex1))
4. 08:42 AM - Re: Wiring Diagram ... (Larry McFarland)
5. 08:52 AM - Re: Wiring Diagram ... (Bill Steer)
6. 01:22 PM - 601XL brake line routing (mike honer)
7. 01:38 PM - Canadian supplier for aluminum welding flux??? (Bima, Martin)
8. 06:06 PM - Re: 601XL brake line routing (Bryan Martin)
9. 06:43 PM - Re: Wiring Diagram ... (Frank Jones)
10. 07:58 PM - Re: N569Z Crash (Jim Fosse)
11. 07:58 PM - Re: Suzuki Engine Conversion, CH701 (Jim Fosse)
12. 09:02 PM - Header tanks, balance lines,etc (George Swinford)
Message 1
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| Subject: | Wiring Diagram ... |
--> Zenith-List message posted by: "Bima, Martin" <mbima@hydro.mb.ca>
Hello List,
I am looking for some typical wiring and protection diagrams for an
aircraft electrical system including
Battery
Alternator
Ignition
Radios
Lights
Etc.
Thanks
Martin Bima
Winnipeg, Canada
STOL-Vair
www.autobahn.mb.ca/~bima
Message 2
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--> Zenith-List message posted by: "Larry Martin" <earthloc@att.net>
The only thing I see is that it might be a little slower, depends on the
size of your balance tubes. Put a couple of 3/8" balance tubes and it will
equalize pretty quick.
I just thinking out loud. I haven't really decided yet. Larry
----- Original Message -----
From: "Ray Montagne" <ac6qj@earthlink.net>
Subject: Re: Zenith-List: N569Z Crash
> --> Zenith-List message posted by: Ray Montagne <ac6qj@earthlink.net>
>
> On 4/21/04 7:02 PM, "Larry Martin" <earthloc@att.net> wrote:
>
> > \ I'm seriously thinking of direct runs to a small
> > header tank on the firewall and all tanks with balance tubes between
them
> > would be the best bet.
>
> Gonna be tough to get it filled up. The tank being filled will drain to
the
> emptier tanks...
>
> DO NOT ARCHIVE
>
> Best Regards, Ray Montagne
> Cupertino, CA
>
>
===========================================================================
>
> Zenith Aircraft Zodiac CH-601-XL
> Build Status: Rudder completed
> Elevator Completed
> Stabilizer Completed
> Flaps Completed
> Ailerons Completed
> Right Wing Completed
> Right Wing Tip Completed
> Left Wing Completed
> Right Wing Tip Completed
> Fuselage Under Construction
>
> NOTE: Heavy SPAM filters in place. Replies that do not include
> the word 'Zenith' or 'Zodiac' will be rejected and will not
> be viewable by me.
>
>
===========================================================================
>
>
---
Message 3
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--> Zenith-List message posted by: "HINDE,FRANK (HP-Corvallis,ex1)" <frank.hinde@hp.com>
I have two wing tanks and NO selector...I simply switch pumps to switch
tanks...I ALWAYS have both pumps running when in the pattern. Even if one
tank is sucked dry it still works flawlessly because the other pump will
barly pump air and it simply vents through the carb float bowl anyway.
My pumps are right at the outlet of the tanks....This avoids (almost) all
possibility of vapour lock.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry Martin
Subject: Re: Zenith-List: N569Z Crash
--> Zenith-List message posted by: "Larry Martin" <earthloc@att.net>
Gas tank switching or the lack of it seems to me an all too often
re-occurring problem. I'm thinking that even being able to switch tanks is
unnecessary. If you read the NTSB reports, you see that lots of times after
a crash they find that the pilot was on the empty tank, while the other tank
had plenty of fuel.
I'm fishing for opinions. I'm seriously thinking of direct runs to a small
header tank on the firewall and all tanks with balance tubes between them
would be the best bet. It would keep your weight even between both wings.
Seems to me that it's just a pain in the rear with more things to go wrong.
I'm beginning to think it's just one of those "we always done it that way"
things with no real logic behind it. I have never in my 40+ years of
driving run out of gas in a vehicle, why would I think I would in an
aircraft?
On one of my Gyros, I had two 11 gallon tanks, one on each side of the cabin
with two 3/8 balance tubes between them and the bottom of each tank fed the
fuel pumps. I always use dual pumps. They have moving parts, and things
with moving parts fail at some point in time. I had a full length sight
gauge on the outside so I could do a pre-flight and a regular electronic
gauge on the dash. I never had a problem.
Maybe there's something I don't know, but would like to know the thoughts
you guys have.
Unless some one can tell me why I must be able to switch tanks, I'm gonna
box my switching stuff up and send it back. Larry
----- Original Message -----
From: "Dan knezacek" <dknezace@bconnex.net>
Subject: Re: Zenith-List: N569Z Crash
> --> Zenith-List message posted by: "Dan knezacek"
> --> <dknezace@bconnex.net>
>
> Jeff,
>
> I'm really glad you're OK. I too survived a similar crash except it
wasn't
> a homebuilt (C-185 on floats). I ran one tank dry and it quit too low
> to switch.
>
> Is the plane fixable or is it totalled?
>
> How far along are you on the 640?
>
> Dan
>
>
---
advertising on the Matronics Forums.
Message 4
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| Subject: | Re: Wiring Diagram ... |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Subject: Zenith-List: Wiring Diagram ...
> --> Zenith-List message posted by: "Bima, Martin" <mbima@hydro.mb.ca>
>
> Hello List,
>
> I am looking for some typical wiring and protection diagrams for an
> aircraft electrical system including
Bima,
Taka a look at the AeroElectric Connection at www.aeroelectric.com
and then buy "The AeroElectric Connection written by Bob Nuckolls.
It offers a lot of diagrams and considerable info on wiring aircraft,
techniques, etc. A bargan
at $35.
There is a forum on the Matronic page which includes a lot of what goes on
electrical too.
Larry McFarland - 601hds
Message 5
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| Subject: | Re: Wiring Diagram ... |
--> Zenith-List message posted by: "Bill Steer" <bsteer@gwi.net>
Do you know about the Aeroelectric list on Matronics? Bob Nuckolls is the
expert for this kind of thing. You can either get his book, which is
invaluable, or download some diagrams from his web site -
www.aeroelectric.com. There's also a publication that's rather out of date,
titled "Aircraft Electrical Systems" by Jeppesen. There are also some books
listed in the ACS catalog.
Hope this helps.
Bill
> I am looking for some typical wiring and protection diagrams for an
> aircraft electrical system including
Message 6
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| Subject: | 601XL brake line routing |
--> Zenith-List message posted by: "mike honer" <amhoner@rtmc.net>
I need a little help visualizing the routing of the brake lines. Can anyone help?
Mike
Message 7
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| Subject: | Canadian supplier for aluminum welding flux??? |
--> Zenith-List message posted by: "Bima, Martin" <mbima@hydro.mb.ca>
Hello All,
Does anyone know of a Canadian supplier for the same Aluminum welding
flux sold by The Tin Man?
Thanks,
Martin Bima
Winnipeg, Canada
STOL-Vair
www.autobahn.mb.ca/~bima
Message 8
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| Subject: | Re: 601XL brake line routing |
--> Zenith-List message posted by: Bryan Martin <bryanmmartin@comcast.net>
on 4/22/04 4:22 PM, mike honer at amhoner@rtmc.net wrote:
> --> Zenith-List message posted by: "mike honer" <amhoner@rtmc.net>
>
> I need a little help visualizing the routing of the brake lines. Can anyone
> help?
>
> Mike
I used 90 degree street Ls from the front side of the cylinder facing up and
attached the lines to the diagonal firewall stiffener ahead of the pedals. I
ran them down the stiffener, under the nosewhweel steering rods, through the
tunnel beneath the rudder cables to the back side of the seat frames. Then
along the back side of the seat frames to the point where they exit the
fuselage just behind the steel landing gear bracket and above the lower
longeron. This will put the exit point just below the wing. I drilled and
tapped some holes on the back side of the landing gear for straps to hold
the hose in place. Some photos:
http://home.comcast.net/~bryanmmartin/brake_cylinders.jpg
http://home.comcast.net/~bryanmmartin/wing_connections.jpg
--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
Airframe construction complete.
Panel and engine installed.
Nearly done.
do not archive.
Message 9
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| Subject: | Wiring Diagram ... |
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
Martin,
I've got one at http://www.iprules.com/plane/wiring.jpg if you are
interested. If you like I can mail you my Visio version of this.
Frank Jones
Do not archive
>I am looking for some typical wiring and protection diagrams for an
>aircraft electrical system including
>Martin Bima
Message 10
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--> Zenith-List message posted by: "Jim Fosse" <jfosse1@shawneelink.net>
I have had similar thoughts on a small header tank but had not thought
about the balance lines, which make a lot of sense. How would these
be positioned? Also, wouldn't the header tank eliminate the need for
the pump at each tank?
Jim Fosse
CH701/Rudder Complete/Working Firewall
Goreville, IL
----- Original Message -----
From: "Larry Martin" <earthloc@att.net>
Subject: Re: Zenith-List: N569Z Crash
--> Zenith-List message posted by: "Larry Martin" <earthloc@att.net>
Gas tank switching or the lack of it seems to me an all too often
re-occurring problem. I'm thinking that even being able to switch
tanks is
unnecessary. If you read the NTSB reports, you see that lots of times
after
a crash they find that the pilot was on the empty tank, while the
other tank
had plenty of fuel.
I'm fishing for opinions. I'm seriously thinking of direct runs to a
small
header tank on the firewall and all tanks with balance tubes between
them
would be the best bet. It would keep your weight even between both
wings.
Seems to me that it's just a pain in the rear with more things to go
wrong.
I'm beginning to think it's just one of those "we always done it that
way"
things with no real logic behind it. I have never in my 40+ years of
driving run out of gas in a vehicle, why would I think I would in an
aircraft?
On one of my Gyros, I had two 11 gallon tanks, one on each side of the
cabin
with two 3/8 balance tubes between them and the bottom of each tank
fed the
fuel pumps. I always use dual pumps. They have moving parts, and
things
with moving parts fail at some point in time. I had a full length
sight
gauge on the outside so I could do a pre-flight and a regular
electronic
gauge on the dash. I never had a problem.
Maybe there's something I don't know, but would like to know the
thoughts
you guys have.
Unless some one can tell me why I must be able to switch tanks, I'm
gonna
box my switching stuff up and send it back. Larry
----- Original Message -----
From: "Dan knezacek" <dknezace@bconnex.net>
Subject: Re: Zenith-List: N569Z Crash
> --> Zenith-List message posted by: "Dan knezacek"
<dknezace@bconnex.net>
>
> Jeff,
>
> I'm really glad you're OK. I too survived a similar crash except it
wasn't
> a homebuilt (C-185 on floats). I ran one tank dry and it quit too
low to
> switch.
>
> Is the plane fixable or is it totalled?
>
> How far along are you on the 640?
>
> Dan
>
>
---
====
====
====
====
Message 11
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| Subject: | Re: Suzuki Engine Conversion, CH701 |
--> Zenith-List message posted by: "Jim Fosse" <jfosse1@shawneelink.net>
Bill. It's automotive and the one I have been working with is
www.bilsamaviation.com. You may or may not have caught my add-on to
my original listing. Also, since I was a little lengthy in that msg
the list may not have caught my inquiry about reduction ratios. The
engine I am looking at has 6000 max rpm. Does anyone have
recommendations or data on the best prop speed which should translate
to the required reduction ratio?
Jim Fosse
---- Original Message -----
From: "Bill Cardell" <bill@flyinmiata.com>
Subject: RE: Zenith-List: Suzuki Engine Conversion, CH701
--> Zenith-List message posted by: Bill Cardell <bill@flyinmiata.com>
Jim,
Who makes that one? Is it car based or the Hayabusa bike engine?
-----Original Message-----
From: Jim Fosse [mailto:jfosse1@shawneelink.net]
Subject: Zenith-List: Suzuki Engine Conversion, CH701
--> Zenith-List message posted by: "Jim Fosse"
<jfosse1@shawneelink.net>
I've been looking at the 1300CC Suzuki conversion and it seems to have
merit, e.g., electronic ignition, fuel injection, turbo charge
compatible,
100 to 120 h.p. and 168 lbs. The one thing I'm concerned about is
lack of
dual ignition. Should this be a show stopper? I know that current
state of
the art systems are very reliable but I still have that uneasy feeling
about
a single ignition system. Comments would be appreciated.
Jim Fosse
Goreville, Illinois
CH701/Rudder completed/Kit Received
advertising on the Matronics Forums.
====
====
====
====
Message 12
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| Subject: | Header tanks, balance lines,etc |
--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
Consider the Ercoupe fuel system:
It has a shallow 6 gallon header tank feeding the updraft carb on a Continental
C85 by gravity.The header tank is replenished by the engine driven pump which
draws(!) fuel from both 8 gallon wing tanks and pumps it into the header tank.
The wing tank feed lines are teed together and a balance line connects those
2 tanks. Excess fuel from the header tank is returned to one of the wing tanks.
If the transfer pump quits you have about an hour's worth of fuel in the header
tank, giving you plenty of time to decide what to do about it. This is a
simple system with years of good history behind it.
A Rotax or Stratus Subaru needs an electric pump (or pumps) to feed the carbs,
and an electric fuel transfer pump. Gravity feed from the header to the engine
pump(s) should eliminate any cavitation problem. Again, transfer pump failure
will not be an immediate emergency.
George
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