Today's Message Index:
----------------------
1. 12:33 AM - Australian 601HD fatality (Dr. Perry Morrison)
2. 04:25 AM - Re: Post nose gear collapse AVEX ? (Ronnie Wehba)
3. 04:42 AM - Re: Post nose gear collapse AVEX ? (Frank Jones)
4. 06:49 AM - Aluminum sheet question (Trevor Page)
5. 06:53 AM - Re: Measuring 601 rudder angle (Phil Maxson)
6. 06:55 AM - Alumin angle 701 spar caps sources?? (baileys)
7. 07:22 AM - Re: Australian 601HD fatality (Hinde, Frank George (Corvallis))
8. 07:38 AM - Re: Aluminum sheet question (baileys)
9. 08:00 AM - Re: Measuring 601 rudder angle (Hinde, Frank George (Corvallis))
10. 09:30 AM - Nose gear collapse story (Frank Jones)
11. 09:33 AM - Re: 601 friction block position (Leo J. Corbalis)
12. 10:24 AM - Re: Nose gear collapse story (Hinde, Frank George (Corvallis))
13. 10:38 AM - Re: Alumin angle 701 spar caps sources?? (jnbolding1)
14. 11:32 AM - Re: Nose gear collapse story (David Tellet)
15. 12:59 PM - Re: Re: CH 601 XL and range - bladder buster (Leo J. Corbalis)
16. 04:21 PM - Re: Re: CH 601 XL and range - bladder buster (Gary Gower)
17. 07:20 PM - Re: Alumin angle 701 spar caps sources?? (Brett)
18. 07:47 PM - Re: Alumin angle 701 spar caps sources?? (Jon Croke)
19. 07:51 PM - Re: Aluminum sheet question (Brett)
20. 08:03 PM - Re: Alumin angle 701 spar caps sources?? (Ronnie Wehba)
21. 08:10 PM - Re: Aluminum sheet question (Cdngoose)
Message 1
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| Subject: | Australian 601HD fatality |
--> Zenith-List message posted by: "Dr. Perry Morrison" <perrymorrison@yahoo.com>
The magazine of Recreational Aviation Australia has provided some very sobering
details of this crash. In a nutshell:
1. EA-81 engine experienced in flight fire.
2. Pilot made an approach to a semi-cleared area. Terrain was unlandable.
3. Approach was down wind. Pilot may have experienced fumes, smoke, flames,
disorientation. Like most of us he probably saw his only shot and took his chances.
4. A/C clipped trees. Subsequent asymmetric impact caused firewall tank filler
cap to dislodge (found intact some distance from wreck).
5. A/C inverted and tank contents fed a localised fire that destroyed most of the
front part of the fuse. Impossible to tell if tank ruptured on impact.
The implications for the pilot are pretty obvious and I apologise to any friends/family
reading this. The purpose is to learn.
Like most accidents, if any one factor wasn't present, it may not have happened
or
would have been less catastrophic. Good terrain, visibility, into wind and low
energy
approach, flat rather than asymmetric impact, retention of filler cap and not flipping
over- any one of them may have given the pilot a chance to egress.
I'm in the middle of a rebuild and this really gives me pause about putting the
firewall
tank back in.
Perry Morrison
__________________________
Dr. Perry Morrison
Morrison Associates Pty Ltd
0408892638
perrymorrison@yahoo.com
__________________________
Message 2
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| Subject: | Re: Post nose gear collapse AVEX ? |
--> Zenith-List message posted by: "Ronnie Wehba" <rwehba@cox.net>
what plane were you flying?
----- Original Message -----
From: "Frank Jones" <fjones@sympatico.ca>
Subject: Zenith-List: Post nose gear collapse AVEX ?
> --> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
>
> I collapsed my nose gear recently on an ugly wheelbarrowing / porpoising
> landing. More details soon when I have some time - hopefully it will
> help someone else from doing the same. Both occupants are injury free,
> but I have some repair work to do. Does anyone know where I can get AVEX
> rivets in Canada to save on the time and customs expense of shipping
> from the US?
>
> Frank Jones
> C-GYXQ
>
>
Message 3
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| Subject: | Post nose gear collapse AVEX ? |
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
A 601XL
>what plane were you flying?
Message 4
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| Subject: | Aluminum sheet question |
--> Zenith-List message posted by: Trevor Page <webmaster@upac.ca>
I'm needing to make the flashing for the canopy inside and outside now
as well as some minor parts and a console.
I can't seem to locate .025 T6 aluminum sheet locally at Metal
Supermarket. All they seem to carry is general purpose aluminum sheet
instead of T6. For what I'm doing is it acceptable to use this grade
instead of T6? Nothing here is structural of course.
Thanks!
Trevor Page
601HD, Rotax 912. 90% complete, 90% to go.
Message 5
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| Subject: | Re: Measuring 601 rudder angle |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
As a truly cheap person, I re-sized this protractor:
http://www.eece.ksu.edu/~hkn/files/protractor.pdf
printed it off, and pasted it to some cardboard. Then I poked a hole it in
and stuck the lower rudder attachment bolt through it and taped it in place
on the bottom of the fuselage. You can then watch the swing of the rudder
center line if you are laying on the floor.
Phil Maxson
601XL, Corvair
90% done
>From: Benford2@aol.com
>--> Zenith-List message posted by: Benford2@aol.com
>
>In a message dated 8/9/2004 7:16:12 PM Mountain Daylight Time,
>telletdl99@mac.com writes:
> > Anybody have a neat trick for accurately measuring the angle the
> > rudder swings? I've tried a few geometry exercises, but I can't get
> > reliable results.
> >
>A fifty cent protractor held at the rudder pivot point will get ya real
>close..
>
>Ben Haas N801BH do not archive
http://messenger.msn.click-url.com/go/onm00200471ave/direct/01/
Message 6
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| Subject: | Alumin angle 701 spar caps sources?? |
--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
Hello all,
I'm trying to buy materials and cannot seem to find 3/4 x 3/4 0.093" 6061-T6
angle as called out for the spar caps. What I have been told by several
places is that 0.125" is the thinest they carry. Beside needing a slightly
longer rivet what are the ramifications of using the thicker material. The
weight difference should not be much of a factor.
Incidently Shaprio in St. Louis is $0.95 per foot and Airparts in KC is
$1.10. Yarde Metals on the East Coast is $0.95 and they will only ship 20
foot lengths.
Shaprio will cut it for me and I can pick it up. Any other recommended
sources in the midwest??
Thanks in advance,
Bob B. - Missouri
701 - #75552
Message 7
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| Subject: | Australian 601HD fatality |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Oh wow that's awful!
Thanks for sharing this Perry
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dr. Perry
Morrison
Subject: Zenith-List: Australian 601HD fatality
--> Zenith-List message posted by: "Dr. Perry Morrison"
--> <perrymorrison@yahoo.com>
The magazine of Recreational Aviation Australia has provided some very
sobering
details of this crash. In a nutshell:
1. EA-81 engine experienced in flight fire.
2. Pilot made an approach to a semi-cleared area. Terrain was
unlandable.
3. Approach was down wind. Pilot may have experienced fumes, smoke,
flames,
disorientation. Like most of us he probably saw his only shot and took
his chances.
4. A/C clipped trees. Subsequent asymmetric impact caused firewall tank
filler
cap to dislodge (found intact some distance from wreck).
5. A/C inverted and tank contents fed a localised fire that destroyed
most of the
front part of the fuse. Impossible to tell if tank ruptured on impact.
The implications for the pilot are pretty obvious and I apologise to any
friends/family
reading this. The purpose is to learn.
Like most accidents, if any one factor wasn't present, it may not have
happened or
would have been less catastrophic. Good terrain, visibility, into wind
and low energy
approach, flat rather than asymmetric impact, retention of filler cap
and not flipping
over- any one of them may have given the pilot a chance to egress.
I'm in the middle of a rebuild and this really gives me pause about
putting the firewall
tank back in.
Perry Morrison
__________________________
Dr. Perry Morrison
Morrison Associates Pty Ltd
0408892638
perrymorrison@yahoo.com
__________________________
==
direct advertising on the Matronics Forums.
==
==
==
Message 8
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| Subject: | Re: Aluminum sheet question |
--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
Where are you? Airparts Inc. in KC will UPS
http://www.airpartsinc.com/ KC
http://www.yarde.com/index.html East Coast
http://www.shapirosupply.com/index.htm St. Louis
I'm not sure Yarde will ship small pieces.
Hope this helps,
Bob B.
----- Original Message -----
From: "Trevor Page" <webmaster@upac.ca>
Subject: Zenith-List: Aluminum sheet question
> --> Zenith-List message posted by: Trevor Page <webmaster@upac.ca>
>
> I'm needing to make the flashing for the canopy inside and outside now
> as well as some minor parts and a console.
>
> I can't seem to locate .025 T6 aluminum sheet locally at Metal
> Supermarket. All they seem to carry is general purpose aluminum sheet
> instead of T6. For what I'm doing is it acceptable to use this grade
> instead of T6? Nothing here is structural of course.
>
> Thanks!
>
> Trevor Page
> 601HD, Rotax 912. 90% complete, 90% to go.
>
>
Message 9
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| Subject: | Measuring 601 rudder angle |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
I agree, don't worry about being too accurate 'cos you'll never use it
all anyway!...:)
Just get it within a few degrees and trim for the center postion when
you fly it.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Benford2@aol.com
Subject: Re: Zenith-List: Measuring 601 rudder angle
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 8/9/2004 7:16:12 PM Mountain Daylight Time,
telletdl99@mac.com writes:
>
> List,
>
> Anybody have a neat trick for accurately measuring the angle the
> rudder swings? I've tried a few geometry exercises, but I can't get
> reliable results.
>
> Thanks,
>
>
> David Tellet, 601HD, ~50% done
>
>
A fifty cent protractor held at the rudder pivot point will get ya real
close..
Ben Haas N801BH do not archive
==
direct advertising on the Matronics Forums.
==
==
==
Message 10
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| Subject: | Nose gear collapse story |
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
So here's what happened. Let me say up front that I feel pretty stupid
about the whole thing. Total pilot error.
I was flying from a local field near our cottage, Haliburton Stanhope.
It is a 1500' paved field. In all past landings at this airport I
enjoyed a decent 5-10 knot wind and landed on runway 27. On the fateful
day the winds were light and variable. I took off on 09 and a passenger
and I went for a 45 minute flight around the area. It was a beautiful
clear day.
Upon returning to the airport it was difficult to tell which runway
should be used. The sock at one end showed that 09 was the best choice
while at the other it showed 27 as the better pick. Either way the winds
were light. I opted for 09. This was my first landing on 09 and there
are some geographic differences that you notice on 09 that aren't a
factor on 27. The hills below on the downwind leg are around 200' above
the field altitude. You cross them on base too. I opted to extend my
downwind a bit and planned on bleeding off more altitude than usual on
final. All seemed to be going according to plan. I turned base slowed to
around 80 and added full flaps. Then turned final.
It was clear at this point that I was too high. I began some
sideslipping. This helped bleed off the altitude but I was not going to
flare at the numbers. I ended up maintaining 80mph (too fast for a full
flap approach) and tried to get onto the ground as soon as I could. In
retrospect this is when I should have made a decision to go around, but
I didn't.
About 1/3 of the way down the runway I was still doing 80 with full
flaps and made the initial touch down with the main gear. It was very
smooth, but of course the plane wasn't ready to land yet and still
wanted to fly. I pushed forward on the stick to get the nose wheel down
and began applying the brakes. As soon as I pushed the nose down it when
down a lot faster than anticipated (due to speed) and I wheelbarrowed.
The gear compressed and shot us back up into the air. This began a
series of porpoises with each iteration becoming higher and higher. At
this point I should have added power and probably could have stopped the
cycle and gone around, but didn't. On the last hop we were getting
pretty high. It was only at this point that my brain caught up and told
me to add power as airspeed was getting low. The nose hit the ground and
the nose gear collapsed. We slid down the runway a bit, and slid off to
the side where we made a clean exit from the plane with no scratches or
bruises (other than my ego of course).
When we walked back to the ramp there was a noticeable light wind in our
faces indicating that 27 would have been a better choice.
The firewall is nicely bent as is the lower forward fuselage.
Fortunately the spar, wings, and everything else are fine. The GSC wood
prop turned to toothpicks and saved the Rotax engine from any damage (I
believe). I've got a bit of work to do to fix everything, but overall
I'm quite happy that the price of my lesson will be about $1000 in
materials and no one was hurt.
Hope this prevents anyone else from repeating the same act. Too high,
too fast, too short a field, too slow to realize that you can't recover
from a series of porpoise oscillations without adding power on the first
bounce or two.
Do not archive
Frank Jones
C-GYXQ
Message 11
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| Subject: | Re: 601 friction block position |
--> Zenith-List message posted by: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
I junked my friction block too. The firewall would flex when I moved the
throttle and give me 1or 200 rpm opposite of what I set. I have a vernier
throttle from spruce. The only drawback, the right throttle handle is almost
useless if you don't use excessive force. I sit in the left seat.
Leo Corbalis
----- Original Message -----
From: "Randy Stout" <n282rs@earthlink.net>
Subject: RE: Zenith-List: 601 friction block position
> --> Zenith-List message posted by: "Randy Stout" <n282rs@earthlink.net>
>
> I never could get the thing to work smoothly and it would slowly slip on
me
> causing the RPMs to increase. I ended up throwing the entire assembly in
> the trash and ordered a ratcheting throttle cable from AS&S.
>
> Randy Stout
> n282rs"at"earthlink.net
> www.geocities.com/r5t0ut21
>
>
> > [Original Message]
> > From: Bill Steer <bsteer@gwi.net>
> > To: Zenith_list <zenith-list@matronics.com>
> > Date: 8/9/04 5:22:51 PM
> > Subject: Zenith-List: 601 friction block position
> >
> > --> Zenith-List message posted by: "Bill Steer" <bsteer@gwi.net>
> >
> > Hello. I'm installing the throttle linkage and friction block shown on
> drawing 6E5. The sketch on that page seems to indicate that the friction
> block is bolted through the top stiffener, 6F8-2, but I don't see anything
> in the instructions to that effect. Also, the text in the installation
> sheet ZAC sent me says to "Determine the height by the position of the
> Friction Clamp and the clearance of the Bellcrank arms to clear the Top
> Skin." That seems to contradict bolting the clamp to the top stiffener.
> >
> > What have you guys done there? I'm using the Stratus engine.
> >
> > Bill
> >
> >
>
>
Message 12
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| Subject: | Nose gear collapse story |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Thankyou for being so candid Frank.
I too have been in situations where I screwed up, loooked back and said
"what was I thinking?"
The truth of the matter is that sometimes all logic goes completely out
the window, you have a second or two make a choice and go for it. I can
quite imagine you looked up at the ever closer trees and imagined it was
a better choice for a slow impact on the runway than ptentially not
making it off the end of the runway.
How do I know?...'cos I did almost exactly the same thing at Arlington
two years ago when I decided to land on the grass thinking it was 5000'
long 'cos it ran next to the tarmac....So I landed at normal speed,
higher on approach to clear the plane parked across my path. Imagine my
horror when looking up at the 6' tall grass after about 1200 feet at a
bout 60mph!
I could have cleared it easily but instead tried to stop and didn't. I
was very lucky there was not a ditch in the grass!
Frank
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Frank Jones
Subject: Zenith-List: Nose gear collapse story
--> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
So here's what happened. Let me say up front that I feel pretty stupid
about the whole thing. Total pilot error.
I was flying from a local field near our cottage, Haliburton Stanhope.
It is a 1500' paved field. In all past landings at this airport I
enjoyed a decent 5-10 knot wind and landed on runway 27. On the fateful
day the winds were light and variable. I took off on 09 and a passenger
and I went for a 45 minute flight around the area. It was a beautiful
clear day.
Upon returning to the airport it was difficult to tell which runway
should be used. The sock at one end showed that 09 was the best choice
while at the other it showed 27 as the better pick. Either way the winds
were light. I opted for 09. This was my first landing on 09 and there
are some geographic differences that you notice on 09 that aren't a
factor on 27. The hills below on the downwind leg are around 200' above
the field altitude. You cross them on base too. I opted to extend my
downwind a bit and planned on bleeding off more altitude than usual on
final. All seemed to be going according to plan. I turned base slowed to
around 80 and added full flaps. Then turned final.
It was clear at this point that I was too high. I began some
sideslipping. This helped bleed off the altitude but I was not going to
flare at the numbers. I ended up maintaining 80mph (too fast for a full
flap approach) and tried to get onto the ground as soon as I could. In
retrospect this is when I should have made a decision to go around, but
I didn't.
About 1/3 of the way down the runway I was still doing 80 with full
flaps and made the initial touch down with the main gear. It was very
smooth, but of course the plane wasn't ready to land yet and still
wanted to fly. I pushed forward on the stick to get the nose wheel down
and began applying the brakes. As soon as I pushed the nose down it when
down a lot faster than anticipated (due to speed) and I wheelbarrowed.
The gear compressed and shot us back up into the air. This began a
series of porpoises with each iteration becoming higher and higher. At
this point I should have added power and probably could have stopped the
cycle and gone around, but didn't. On the last hop we were getting
pretty high. It was only at this point that my brain caught up and told
me to add power as airspeed was getting low. The nose hit the ground and
the nose gear collapsed. We slid down the runway a bit, and slid off to
the side where we made a clean exit from the plane with no scratches or
bruises (other than my ego of course).
When we walked back to the ramp there was a noticeable light wind in our
faces indicating that 27 would have been a better choice.
The firewall is nicely bent as is the lower forward fuselage.
Fortunately the spar, wings, and everything else are fine. The GSC wood
prop turned to toothpicks and saved the Rotax engine from any damage (I
believe). I've got a bit of work to do to fix everything, but overall
I'm quite happy that the price of my lesson will be about $1000 in
materials and no one was hurt.
Hope this prevents anyone else from repeating the same act. Too high,
too fast, too short a field, too slow to realize that you can't recover
from a series of porpoise oscillations without adding power on the first
bounce or two.
Do not archive
Frank Jones
C-GYXQ
==
direct advertising on the Matronics Forums.
==
==
==
Message 13
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| Subject: | Re: Alumin angle 701 spar caps sources?? |
--> Zenith-List message posted by: "jnbolding1" <jnbolding1@mail.ev1.net>
---------- Original Message ----------------------------------
From: "baileys" <baileys@ktis.net>
>--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
>
>Hello all,
>I'm trying to buy materials and cannot seem to find 3/4 x 3/4 0.093" 6061-T6
>angle as called out for the spar caps. What I have been told by several
>places is that 0.125" is the thinest they carry. Beside needing a slightly
>longer rivet what are the ramifications of using the thicker material. The
>weight difference should not be much of a factor.
>Incidently Shaprio in St. Louis is $0.95 per foot and Airparts in KC is
>$1.10. Yarde Metals on the East Coast is $0.95 and they will only ship 20
>foot lengths.
>Shaprio will cut it for me and I can pick it up. Any other recommended
>sources in the midwest??
>Thanks in advance,
>Bob B. - Missouri
The 093 is Zeniths extrusion, $3-4 per foot from them, .125 is approved by them
and weight penalty is about 3-4 #s for the entire airplane. Have fun John
Bolding
Message 14
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| Subject: | Re: Nose gear collapse story |
--> Zenith-List message posted by: David Tellet <telletdl99@mac.com>
Frank,
Thanks for the lessons learned. Glad the damage wasn't greater.
But I don't understand why you don't want to archive this. Granted, it
isn't construction related (except maybe for choice of prop), but it's
great information nonetheless - especially for we novices.
Regards,
David Tellet, 601HD, ~50% done
On Aug 10, 2004, at 12:29 PM, Frank Jones wrote:
> --> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
>
> So here's what happened. Let me say up front that I feel pretty stupid
> about the whole thing. Total pilot error.
>
> I was flying from a local field near our cottage, Haliburton Stanhope.
> It is a 1500' paved field. In all past landings at this airport I
> enjoyed a decent 5-10 knot wind and landed on runway 27. On the fateful
> day the winds were light and variable. I took off on 09 and a passenger
> and I went for a 45 minute flight around the area. It was a beautiful
> clear day.
>
> Upon returning to the airport it was difficult to tell which runway
> should be used. The sock at one end showed that 09 was the best choice
> while at the other it showed 27 as the better pick. Either way the
> winds
> were light. I opted for 09. This was my first landing on 09 and there
> are some geographic differences that you notice on 09 that aren't a
> factor on 27. The hills below on the downwind leg are around 200' above
> the field altitude. You cross them on base too. I opted to extend my
> downwind a bit and planned on bleeding off more altitude than usual on
> final. All seemed to be going according to plan. I turned base slowed
> to
> around 80 and added full flaps. Then turned final.
>
> It was clear at this point that I was too high. I began some
> sideslipping. This helped bleed off the altitude but I was not going to
> flare at the numbers. I ended up maintaining 80mph (too fast for a full
> flap approach) and tried to get onto the ground as soon as I could. In
> retrospect this is when I should have made a decision to go around, but
> I didn't.
>
> About 1/3 of the way down the runway I was still doing 80 with full
> flaps and made the initial touch down with the main gear. It was very
> smooth, but of course the plane wasn't ready to land yet and still
> wanted to fly. I pushed forward on the stick to get the nose wheel down
> and began applying the brakes. As soon as I pushed the nose down it
> when
> down a lot faster than anticipated (due to speed) and I wheelbarrowed.
> The gear compressed and shot us back up into the air. This began a
> series of porpoises with each iteration becoming higher and higher. At
> this point I should have added power and probably could have stopped
> the
> cycle and gone around, but didn't. On the last hop we were getting
> pretty high. It was only at this point that my brain caught up and told
> me to add power as airspeed was getting low. The nose hit the ground
> and
> the nose gear collapsed. We slid down the runway a bit, and slid off to
> the side where we made a clean exit from the plane with no scratches or
> bruises (other than my ego of course).
>
> When we walked back to the ramp there was a noticeable light wind in
> our
> faces indicating that 27 would have been a better choice.
>
> The firewall is nicely bent as is the lower forward fuselage.
> Fortunately the spar, wings, and everything else are fine. The GSC wood
> prop turned to toothpicks and saved the Rotax engine from any damage (I
> believe). I've got a bit of work to do to fix everything, but overall
> I'm quite happy that the price of my lesson will be about $1000 in
> materials and no one was hurt.
>
> Hope this prevents anyone else from repeating the same act. Too high,
> too fast, too short a field, too slow to realize that you can't recover
> from a series of porpoise oscillations without adding power on the
> first
> bounce or two.
>
> Do not archive
>
> Frank Jones
> C-GYXQ
Message 15
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| Subject: | Re: CH 601 XL and range - bladder buster |
--> Zenith-List message posted by: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
Remember IT'S CORROSIVE !!!!!!
Leo Corbalis
do not archive
----- Original Message -----
From: "Hal Rozema" <hartist1@cox.net>
Subject: Re: Zenith-List: Re: CH 601 XL and range - bladder buster
> --> Zenith-List message posted by: Hal Rozema <hartist1@cox.net>
>
> Relief tubes are simple
>
> 3/8 poly tubing long enough to reach from front of pilot seat to
> exterior of aircraft in any location you prefer. Shorter is better.
> Suggest an oval hole to fit somewhere under the pilot seat that suits
> antenna locations etc. Don't want to hose them every time. Let the
> tubing curve aft and cut off to a square end. In flight a slight vacuum
> will form in the tube. Upper end... a simple small kitchen funnel,
> flexible plastic. Epoxy the funnel in place and epoxy the tubing in
> place where it exits the fuselage rather than a grommet.
>
> Hal
> theplanefolks.net
> VSTOL701-3300
> Phoenix AZ
>
>
Message 16
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| Subject: | Re: CH 601 XL and range - bladder buster |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Self Explained :-)
http://www.sneakyleaker.com/
Saludos
Gary Gower.
--- Pilot <dhugunin@comcast.net> wrote:
> --> Zenith-List message posted by: "Pilot" <dhugunin@comcast.net>
>
> --> Zenith-List message posted by: Bryan Martin
> <bryanmmartin@comcast.net>
>
> >The standard fuel tank configuration for the 601 XL is a 12 gallon
> tank in
> >the leading edge of each wing. The long range option is for a second
> 12
> >gallon tank in leading edge of each wing outboard of the standard
> tank. The
> >fuel line for the second tank passes through a tube in the the
> inboard
> tank.
> >The two tanks are otherwise identical.
> Bryan Martin
>
> This brings up an interesting(?) point for me:
>
> The website for Zenith Aircraft had a bit on the extended tanks
> (which seems
> to have disappeared). They had claimed "1,200 statute mile range" for
> the
> aircraft. My question is regarding a "relief tube" installation. I
> have
> never seen anything published on how to make, install or use a relief
> tube.
> Is there anything "out there" that can give me information on how to
> make
> (and use, properly) a relief tube? I have used Ziploc bags for
> extended
> flights in the past, but would appreciate any information on the
> construction and use of relief tubes.
>
> David Hugunin - pleading total ignorance
>
__________________________________
http://promotions.yahoo.com/new_mail
Message 17
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| Subject: | Re: Alumin angle 701 spar caps sources?? |
--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
> --> Zenith-List message posted by: "baileys" <baileys@ktis.net>
>
> Hello all,
> I'm trying to buy materials and cannot seem to find 3/4 x 3/4 0.093"
6061-T6
> angle as called out for the spar caps. What I have been told by
several
> places is that 0.125" is the thinest they carry. Beside needing a
slightly
> longer rivet what are the ramifications of using the thicker
material. The
> weight difference should not be much of a factor.
> Incidently Shaprio in St. Louis is $0.95 per foot and Airparts in KC
is
> $1.10. Yarde Metals on the East Coast is $0.95 and they will only
ship 20
> foot lengths.
> Shaprio will cut it for me and I can pick it up. Any other
recommended
> sources in the midwest??
> Thanks in advance,
> Bob B. - Missouri
> 701 - #75552
You can take some .093 sheet and put it in a break. Then shear it to
3/4 x 3/4 That is what Zenith does I belive.
you are only talking about a half a pound more or so for 10' of
the .125 over the .093
Thanks
Brett Ray
www.hog-air.com
Message 18
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| Subject: | Re: Alumin angle 701 spar caps sources?? |
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
> You can take some .093 sheet and put it in a break. Then shear it to
> 3/4 x 3/4 That is what Zenith does I belive.
> you are only talking about a half a pound more or so for 10' of
> the .125 over the .093
>
>
That raises an interesting question......
Generally speaking: is extruded angle the same strength as a similar metal
composition but in bend sheet form of the same dimension????
Message 19
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| Subject: | Re: Aluminum sheet question |
--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
I have some paper patterns for the front canopy flashing if you need
one. I did them on my plotter. They can be a little tricky to get
right.
Thanks
Brett Ray
www.hog-air.com
Message 20
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| Subject: | Re: Alumin angle 701 spar caps sources?? |
--> Zenith-List message posted by: "Ronnie Wehba" <rwehba@cox.net>
nope!
----- Original Message -----
From: "Jon Croke" <jon@joncroke.com>
Subject: Re: Zenith-List: Alumin angle 701 spar caps sources??
> --> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
> >
> > You can take some .093 sheet and put it in a break. Then shear it to
> > 3/4 x 3/4 That is what Zenith does I belive.
> > you are only talking about a half a pound more or so for 10' of
> > the .125 over the .093
> >
> >
> That raises an interesting question......
>
> Generally speaking: is extruded angle the same strength as a similar metal
> composition but in bend sheet form of the same dimension????
>
>
Message 21
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| Subject: | Aluminum sheet question |
--> Zenith-List message posted by: "Cdngoose" <601xl@sympatico.ca>
Brett, could you send me a copy of that pattern for the www.ch601.org
website? Also How was your turn out for Oshkosh? I'm so looking forward
to Sun & Fun just to see and maybe hear one of your engine
installations.
Mark Townsend
Alma, Ontario
Zodiac 601XL EJ 2.2L
Osprey 2 serial # 751
www.ch601.org
www.Osprey2.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Brett
Subject: Re: Zenith-List: Aluminum sheet question
--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
I have some paper patterns for the front canopy flashing if you need
one. I did them on my plotter. They can be a little tricky to get
right.
Thanks
Brett Ray
www.hog-air.com
==
==
==
==
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