Today's Message Index:
----------------------
1. 06:26 AM - Re: Re: Propellers (Thilo Kind)
2. 07:35 AM - Re: Training (Jim Fosse)
3. 10:48 AM - CH601 owners- Please read this. (Richard McLachlan)
4. 12:07 PM - XL Retro-fitting Questions (Daniel Vandenberg)
5. 12:53 PM - Re: XL Retro-fitting Questions (Ray Montagne)
6. 02:31 PM - props (Paul Moore)
7. 05:33 PM - Re: props (Jeff Small)
8. 05:39 PM - first flight redux (Gerald A. Applefeld)
9. 06:01 PM - 6-F-7-2 & 3 mount failure questions (Larry McFarland)
10. 08:00 PM - Re: CH601 owners- Please read this. (George Swinford)
11. 08:02 PM - Richard McLachlan's engine mount failure (George Swinford)
12. 09:09 PM - Re: McMaster-Carr (Gary Gower)
Message 1
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--> Zenith-List message posted by: "Thilo Kind" <thilo.kind@gmx.net>
Hi Dave,
The intial quote from Woodcomp for the SR 3000 without the automatic RPM
controller was 2,400 Euro (approx.$2,900). However, I picked the prop up
at their factory in the Chzeck Republik. No dealer / agent was involved.
Best regards
Thilo Kind
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Dabusmith@aol.com
Subject: Zenith-List: Re: Propellers
--> Zenith-List message posted by: Dabusmith@aol.com
>comparing the Woodcomp Klassic propeller to the Warp
It is my understanding the Warp drive is better if you want to fly in
rain
or off water. I have been happy with mine.
How much does the in-flight adjustable Woodcomp cost? Has anyone tried
it in
the 701?
Dave Smith
Graham WA.
==
==
==
==
Message 2
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--> Zenith-List message posted by: "Jim Fosse" <jfosse1@shawneelink.net>
All. I noted on the sportsplane web site that the representative for
Missouri was located in Mexico, his name is Roger and his email
address is info@zenithair.com.
Jim Fosse, Goreville, IL 701 kit
----- Original Message -----
From: "Jeffrey Davidson" <jeffrey.davidson@earthlink.net>
Subject: Re: Zenith-List: Training
--> Zenith-List message posted by: "Jeffrey Davidson"
<jeffrey.davidson@earthlink.net>
>
> Noticed in the Sport Pilot article in General Aviation News
that
> this company, http://www.sportsplanes.com , is going to start
setting
> up training in 20 locations, using 601XLs and 701's.
David,
I asked Nick about this at the Oshkosh Builder's Dinner after I
saw some
advertising too. He was non-committal about a lot of details. He did
say
that the industry now has to take the final Sport Pilot/LSA rule,
develop
manufacturing processes to implement the rules, agree on the processes
industry wide, and that that would be a lengthy process. He said that
he
wasn't expecting a factory built LSA 601 to be available for sale
until at
least next Spring at the earliest. So these schools may not have any
LSA
Zenairs for a significant period of time. I asked if there was any
relationship between this new venture and ZAC like AMD or Chip Erwin
has,
but he wouldn't comment. We also talked about the liability problem.
That
hasn't been addressed yet from the manufacturing perspective. There
is a
big difference between selling kits and selling completed aircraft.
He did
say that ZAC, his company, would continue selling kits. Then there is
a
question about the flight schools getting insurance to cover LSA for
flight
training purposes. We won't find out about that until the first LSA
601
goes shopping for flight instruction insurance. And there may be a
question
concerning flight instructors themselves wanting to put their
CFI/CFII/MEI
ticket at risk for Sport Pilots. So I expect that lots will have to
be
worked out over the next year to make a factory built LSA "certified?"
aircraft available for training purposes.
Others may have additional insights.
Jeff Davidson
CH 601 HD - putting the top skins & canopy on the fuselage
====
====
====
====
Message 3
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| Subject: | CH601 owners- Please read this. |
--> Zenith-List message posted by: "Richard McLachlan" <richard@rodsley.net>
We own and operate G-BVAB, which is the first CH601HDS that was built in the
UK in 1995. We have just discovered severe cracks in the engine mounts and
consider ourselves very lucky to have done so. However, as we did not build
it ourselves, we have no idea whether we are unique or whether any mods that
we don't know about.have been brought out since to correct this problem. I
would advise all CH601 owners to inspect their engine mounts in case they
have the same problem. Our has done 550 hours from new.
I have put full details on my web site at http://www.rodsley.net/BVAB/
Please take the time to have a look and do let me know if anybody finds the
same problem.
Richard McLachlan
CH601/R22
landing site details at www.rodsley.net
Message 4
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| Subject: | XL Retro-fitting Questions |
--> Zenith-List message posted by: Daniel Vandenberg <djvdb63@yahoo.com>
Hello all...
I am considering the purchase of a mostly finished Zodiac XL airframe as listed
here a couple of weeks ago. I have questions about the advisability and possibility
of retro-fitting some options that this kit does not have. Could XL builders
please comment on whether the following options could be reasonably retro-fitted:
1.) Left Aileron Trim-tab...including, I would assume, wiring and servo-motor
installation.
2.) Wing Baggage Lockers.
3.) NAV/Strobe kit.
Thanks...
Dan
---------------------------------
Message 5
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| Subject: | Re: XL Retro-fitting Questions |
Zenith List <zenith-list@matronics.com>
--> Zenith-List message posted by: Ray Montagne <ac6qj@earthlink.net>
On 8/29/04 12:06 PM, "Daniel Vandenberg" <djvdb63@yahoo.com> wrote:
> --> Zenith-List message posted by: Daniel Vandenberg <djvdb63@yahoo.com>
>
> Hello all...
>
> I am considering the purchase of a mostly finished Zodiac XL airframe as
> listed here a couple of weeks ago. I have questions about the advisability
> and possibility of retro-fitting some options that this kit does not have.
> Could XL builders please comment on whether the following options could be
> reasonably retro-fitted:
>
>
> 1.) Left Aileron Trim-tab...including, I would assume, wiring and servo-motor
> installation.
Installation of the aileron trim tab should not be any more difficult than
performing the installation at the time of original assembly. Should be one
of the more simple tasks...
>
> 2.) Wing Baggage Lockers.
Can't speak to that one.
>
> 3.) NAV/Strobe kit.
Installation of the strobe / nav lights and the power supply for the strobes
will require drilling out the rivets for the wing tip covers. If you're
careful then this should not be a problem. The most difficult task will be
running the wires. The original drawings have the wires routed along the
leading edge of the wing skin through rubber grommets in the wing tip ribs.
That will not be an accessible location on completed wings. You should be
able to run some small diameter PVC tubing through the forward lightening
hole of all 9 rear ribs and the run the wiring through the PVC. Make sure
the PVC is fastened down so that it cannot slide around. Leave ample
overhang of the PVC at rear rib 9 and rear rib 1 so that the wiring will not
chaff on the ribs. Shouldn't be too difficult...
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 6
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--> Zenith-List message posted by: "Paul Moore" <pmoore505@msn.com>
Jeff - you almost slipped through there untouched with that prop comment.
What fixed pitch prop are you running to get that kind of performance. I've
tried several places to get advice on prop selection and have yet to make
much progress.
If anyone else on the list has some advice, I'm always ready to learn. I'll
be using a fresh 0-200 on my XL, I expect weight to stay closer to heavy
than light, and my home field at 6,126' in So. New Mexico (ave. summer
density altitude at the field of ~8500') so I need to be careful. The
typical climb prop will act like a cruise and a cruise pitch will be a
no-fly version up here! I believe the Jab turns up a little higher RPM than
the 2800 or so I expect, but it would be a starting point to know what
others are using.
Paul
XL - N1054
Message 7
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--> Zenith-List message posted by: "Jeff Small" <zodiacjeff@msn.com>
Jeff - you almost slipped through there untouched with that prop comment.
What fixed pitch prop are you running to get that kind of performance.
+++ The standard 60x48 Australian hoop pine prop from Jabiru. I have a Sensenich
that will be installed for testing when cooler wx arrives. All the data on
cruise and climb with this original prop were collected with temps in the 40
to 50F range, and comparison, at least for my own curiosity, should be done with
that control in account. My a/c has a few drag reduction efforts applied and
might be a tick or two quicker than the average HDS. Might be...don't believe
speed claims until you see them in person - you're welcome to a demo flight
anytime you're in central Pennsylvania.
I've tried several places to get advice on prop selection and have yet to
make much progress.
+++ Rather a black art - at least for the average builder.
If anyone else on the list has some advice, I'm always ready to learn. I'll
be using a fresh 0-200 on my XL, I expect weight to stay closer to heavy
than light, and my home field at 6,126' in So. New Mexico (ave. summer
density altitude at the field of ~8500') so I need to be careful. The
typical climb prop will act like a cruise and a cruise pitch will be a
no-fly version up here!
+++ A bunch of other builders will tell you that "______" is the best; we all tend
to believe that what we use and the choices we make are the "best." Your
situation as described might lead you to an adjustable of some type. I just like
simple two-bladed, fixed wood props, thus my choices. If you do consider
Sensenich contact Steve Boser there and tell him your a/c and flying area parameters;
Steve knows Jabirus and I'm certain he might know a thing or two about
the 0-200.
I believe the Jab turns up a little higher RPM than
the 2800 or so I expect, but it would be a starting point to know what
others are using.
+++ I don't exceed 2850 in cruise, usually picking somewhere between 2750 and 2800
- wherever the tach settles in.
tailwinds jeff
Message 8
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| Subject: | first flight redux |
--> Zenith-List message posted by: "Gerald A. Applefeld" <jerryvmd@blazenet.net>
To the list,
Today was the first flight of my 601HD in almost a year. Last year
after the real first flight I had two engine failures in 5 hours using
EA-81. On the advice of Jeff Small and others I made the plung and
bought a Jabiru 3300. Due to busy work schedule and just a touch of
apprehension at not wanting to make another mistake, I finished the
installation in about9 months. The repeat of the first flight went
relatively smooth with just aslightly hot CHT on one side which should
be easy to fix before the next flight. If weather permits I hope to put
alot of hours on this plane safely and with a reliable powerplant.
Jerry
Message 9
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| Subject: | 6-F-7-2 & 3 mount failure questions |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Hi guys,
If you've not yet read Richard's post, don't put it off. The pictures
are clear and illustrate his problem well enough to see if this a wider problem
or possibility for cracks and possible solutions. Once yours has been
looked at closely, and if you've found any problems, please post a
comment to it and lets see what the frequency is and the number of hours that are
on the planes affected. I hope there aren't any more, but that's optimism.
http://www.rodsley.net/BVAB/
I agree with his assumption of flexure, in Richard's case a bumpy hard field, and
many hours.
The case for flexure is in the archive past-reported tendency of the firewall to
flex in landings etc.
The failed parts are a load sharing component of the larger skinned assembly reinforcing
all this in normal conditions, so I can't speculate further.
The post was forwarded to Nick at Zenith for his perview and I'd expect to hear
from him
as well, but only after you've finished looking at your planes and commenting to
what's found.
Really interested in only serious comments on this one.
Larry McFarland 601HDS (10.5 hours)
Message 10
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| Subject: | Re: CH601 owners- Please read this. |
--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
----- Original Message -----
From: "Richard McLachlan" <richard@rodsley.net>
Subject: Zenith-List: CH601 owners- Please read this.
> --> Zenith-List message posted by: "Richard McLachlan"
<richard@rodsley.net>
>
> We own and operate G-BVAB, which is the first CH601HDS that was built in
the
> UK in 1995. We have just discovered severe cracks in the engine mounts and
> consider ourselves very lucky to have done so. However, as we did not
build
> it ourselves, we have no idea whether we are unique or whether any mods
that
> we don't know about.have been brought out since to correct this problem. I
> would advise all CH601 owners to inspect their engine mounts in case they
> have the same problem. Our has done 550 hours from new.
>
> I have put full details on my web site at http://www.rodsley.net/BVAB/
>
> Please take the time to have a look and do let me know if anybody finds
the
> same problem.
>
> Richard McLachlan
>
> CH601/R22
>
> landing site details at www.rodsley.net
>
>
Message 11
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| Subject: | Richard McLachlan's engine mount failure |
--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
Richard:
Thanks for the clear description abd sharp pictures of this frightening failure.
We all owe you one.
George
Message 12
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| Subject: | Re: McMaster-Carr |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
I remember posting in the list the brand of the ones I used, there were
made in USA, check the archives, if not I will look at my work
computer for the stamp in the cilinder.
Is like Gates belts for reductions, if they dont want to sell their
belts to airplane nuts, there are other sources worldwide, even some of
the orient have perfect quality.
Saludos
Gary Gower.
do not archive.
--- LRM <lrm@isp.com> wrote:
> --> Zenith-List message posted by: "LRM" <lrm@isp.com>
>
> They did the same thing to me. They wouldn't explain it other than
> my
> address had gyrostabs in it and I was coded not to get hazardous
> materials.
> That's all the girl I talked to would say. I asked "how do I change
> it",
> she said "you can't that's the way it's coded". That is so stupid.
> I do a
> lot of fiberglassing and order all kinds of hazardous materials,
> e.g.,
> resin, thinners, cleaners, waxes, etc, from other places all the time
> without a problem. I tried to explain that to McMasters, but they
> wouldn't
> even answer me. I've been one of the biggest advocates for
> McMasters, and
> that really pissed me off. So I look elsewhere for what I need.
> I think you can go to NAPA and they generally have the specs for
> almost
> anything you need, so you can order by size, pressure, etc.
> I'll check it out next week and report back.
>
> Larry N1345L
>
>
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