---------------------------------------------------------- Zenith-List Digest Archive --- Total Messages Posted Sat 09/18/04: 8 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 02:49 AM - Re: Lift Reserve Indicator (John Flavin) 2. 04:08 AM - Re: Lift Reserve Indicator (Elwood140@aol.com) 3. 07:07 AM - Re: Lift Reserve Indicator (Roger Roy) 4. 12:06 PM - [ Larry Martin ] : New Email List Photo Share Available! (Email List Photo Shares) 5. 12:08 PM - (Richard T. Perry) 6. 02:11 PM - Re: (cgalley) 7. 03:59 PM - Zenith builders list and info... (MillrML@aol.com) 8. 08:21 PM - 601 (Jim Pellien) ________________________________ Message 1 _____________________________________ Time: 02:49:39 AM PST US From: "John Flavin" Subject: Re: Zenith-List: Lift Reserve Indicator --> Zenith-List message posted by: "John Flavin" Larry: I mounted my LRI on the right wing centered between the outermost two ribs as you described, except just behind the spar vice a foot back. At least one other 701 builder I've seen on this list have put their's out there as well, although I don't know of anybody who is flying yet. If I remember the mounting instructions correctly, putting it a foot behind the spar would result in the tip of the probe being too far back on the airfoil. As far as the effect of the slats, for what its worth I had asked this same question of the manufacturer and they had assured me that their presence doesn't pose a problem. Thought about it a while and makes sense to me. Definitely needs to have a good stout doubler and skin stiffener behind it, as you probably already know. I came up with something that seems to work real well. Let me know if you need pictures and dimensions. John Flavin CH701 Raleigh, NC --> Zenith-List message posted by: Elwood140@aol.com Hi, All I am about to install a lift reserve (or AOA) indicator probe on the left wing of my 701 while the wing is still open. I wonder if any other 701 builders have had experience on placing the probe. My thought is to place the probe between the last two ribs inboard of the wing tip and about a foot back of the spar. This would seem to be an area clear of prop wash. I'm wondering about the effect of the slat on airflow over (or under) the wing. The LRI is from InAir Instruments, LLC. Larry Wood N701LW Still Aborning ________________________________ Message 2 _____________________________________ Time: 04:08:14 AM PST US From: Elwood140@aol.com Subject: Re: Zenith-List: Lift Reserve Indicator --> Zenith-List message posted by: Elwood140@aol.com John, I would be interested in seeing your pictures and dimensions for the LRI mounting. Mine will be on the left wing, mostly because the right one is already closed up. Thanks for your response. Regards, Larry Wood ________________________________ Message 3 _____________________________________ Time: 07:07:08 AM PST US From: "Roger Roy" Subject: Re: Zenith-List: Lift Reserve Indicator Seal-Send-Time: Sat, 18 Sep 2004 10:06:43 -0400 --> Zenith-List message posted by: "Roger Roy" Larry, are you saying that the LRI has to be installed in the cavity of the wing? Can this unit be retrofitted to a completed wing? I sent email to the manufacturer but seeing it's the weekend I don't expect an answer until next week. DO NOT ARCHIVE RJ ----- Original Message ----- From: Subject: Re: Zenith-List: Lift Reserve Indicator > --> Zenith-List message posted by: Elwood140@aol.com > > John, I would be interested in seeing your pictures and dimensions for the > LRI mounting. Mine will be on the left wing, mostly because the right one > is > already closed up. Thanks for your response. > > Regards, > > Larry Wood > > > ________________________________ Message 4 _____________________________________ Time: 12:06:26 PM PST US Subject: Zenith-List: [ Larry Martin ] : New Email List Photo Share Available! From: Email List Photo Shares --> Zenith-List message posted by: Email List Photo Shares A new Email List Photo Share is available: Poster: Larry Martin Subject: Purty http://www.matronics.com/photoshare/lrm@isp.com.09.18.2004/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures@matronics.com ________________________________ Message 5 _____________________________________ Time: 12:08:51 PM PST US From: "Richard T. Perry" 1.16 MISSING_SUBJECT Missing Subject: header --> Zenith-List message posted by: "Richard T. Perry" The answer for certificated (or rather, standard category) aircraft is basically no. Practical application - I decide to do a full restoration on a J-3 Cub. I take it down to the frame to get it media blasted and repainted. At this point, the airworthiness certificate is not valid. When I get it back together, though, I do not have to apply for a new airworthiness certificate, I just return it to service like any other aircraft (well, given this scenario, I'd have a test flight plan to execute, but strictly speaking it's not required under Pt. 91) under the original type and airworthiness certificate. What's happening is that I'm (as an A&P/IA) certifying that the condition of the aircraft meets the airworthiness and type certificate standards. So, for standard category aircraft, there's typically only one airworthiness certificate issued. It might be the original one that came with the Cub in 19XX...(Probably not - it probably got lost and had to be reissued along the way somewhere, but it meets the original standards.) Now, for experimental/LSA aircraft ... I doubt the FAA will change that procedure. I wouldn't hold your breath, in other words. Regards, Richard T. Perry perryrt@hotmail.com "Fraser, there's a guy on my corner who asks me every morning if I've seen God; do you really think he expects me to point Him out?" "Well, you know, Ray, if you did, perhaps he'd stop asking." Ray Vecchio and Benton Fraser, "Hawk and a Handsaw", Due_South ________________________________ Message 6 _____________________________________ Time: 02:11:50 PM PST US From: "cgalley" Subject: Zenith-List: Re: --> Zenith-List message posted by: "cgalley" You have everything right except for the original COA. It was replaced at the first annual and the COA then was replaced every year at annual time until the CAA got smart and issued "permanent" COAs about 1957 give or take a year. Just a bit of history. Cy Galley EAA Safety Programs Editor Always looking for ideas and articles for EAA Sport Pilot ----- Original Message ----- From: "Richard T. Perry" > --> Zenith-List message posted by: "Richard T. Perry" > > The answer for certificated (or rather, standard category) aircraft is > basically no. > > Practical application - I decide to do a full restoration on a J-3 Cub. I > take it down to the frame to get it media blasted and repainted. > > At this point, the airworthiness certificate is not valid. > > When I get it back together, though, I do not have to apply for a new > airworthiness certificate, I just return it to service like any other > aircraft (well, given this scenario, I'd have a test flight plan to execute, > but strictly speaking it's not required under Pt. 91) under the original > type and airworthiness certificate. What's happening is that I'm (as an > A&P/IA) certifying that the condition of the aircraft meets the > airworthiness and type certificate standards. > > So, for standard category aircraft, there's typically only one airworthiness > certificate issued. It might be the original one that came with the Cub in > 19XX...(Probably not - it probably got lost and had to be reissued along the > way somewhere, but it meets the original standards.) > > Now, for experimental/LSA aircraft ... I doubt the FAA will change that > procedure. I wouldn't hold your breath, in other words. > > Regards, > > Richard T. Perry perryrt@hotmail.com > "Fraser, there's a guy on my corner who asks me every > morning if I've seen God; do you really think he > expects me to point Him out?" > "Well, you know, Ray, if you did, perhaps he'd stop > asking." > > Ray Vecchio and Benton Fraser, "Hawk and a Handsaw", Due_South > > ________________________________ Message 7 _____________________________________ Time: 03:59:38 PM PST US From: MillrML@aol.com Subject: Zenith-List: Zenith builders list and info... --> Zenith-List message posted by: MillrML@aol.com Ray, this is the Zenith user group, builders, etc. I spoke of. Send a note to zenith-list-digest@matronics.com to subscribe or http://www.matronics.com/subscription not sure which it is now, but I'm also forwarding todays mail from them for you to see some of what they discuss. talk soon, Mike ________________________________ Message 8 _____________________________________ Time: 08:21:34 PM PST US From: "Jim Pellien" Subject: Zenith-List: 601 --> Zenith-List message posted by: "Jim Pellien" Does anybody know of a completed 601 located at an airport in the Washington, DC area. I have client who wants to take a look at the exterior of one. No need for the owner to be there when they look at the exterior. Jim -----Original Message----- From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of xl Subject: RE: Zenith-List: Sport plane Vs. Sport Pilot --> Zenith-List message posted by: xl You write your aircraft's manual. You are required to have a POH in the airplane. I used a boiler plate one and filled in the blanks. The stall speed is documented in the aircraft log book by the builder. One of the requirements of the airworthyness certification process is to determine and record the stall speed and the weight of the aircraft when it was determined. The stall speed is determined during Phase I of the process. After Phase I the aircraft is flown under the Phase II requirements - including carrying a passenger, flying over populated areas, and at night. Joe E N633Z @ BFI 114 hours + climbing! On Wed, 15 Sep 2004, Bruce Johnson wrote: > --> Zenith-List message posted by: "Bruce Johnson" > > The reg's say "has continued to meet since its original certification" so > no, you can't modify the plane to stall a certain speed, and then fly as a > sport pilot. > > My question, is on an experimental, where is the stall speed in the > "official" record of the plane??? > > I know on a certificated plane it's well known and in the "manual" (I know > there is an official name for that, I just can't think of it) > > But on an experimental, where is the stall speed documented??? For an > Am-build experimental, the FAA can't rely on the specs of the kit > manufacturer since each builder is really the manufacturer. > > For E-LSA, the builder will have to essentially build to the kit makers > specs, but for AM-built, that is not true. > == == == ==