Today's Message Index:
----------------------
1. 12:18 AM - Corrosion X (Dylan Caldwell)
2. 01:31 AM - Re: 801 on mo-gas (Benford2@aol.com)
3. 02:15 AM - Re: Zenith 701 & Fold Back Wings (thobgret)
4. 04:53 AM - Re: Zenith 701 & Fold Back Wings (Aaron)
5. 06:30 AM - Fw: Flying Instructions for Sport Pilot in Zenith 601 (burylhill)
6. 06:42 AM - 'dual' Key switch with electronic ignition? (Grant Corriveau)
7. 07:04 AM - Gas Strut Supplier UK (Clive Richards)
8. 07:27 AM - Re: Gas Strut Supplier UK (Richard McLachlan)
9. 07:32 AM - Re: Fw: Flying Instructions for Sport Pilot in Zenith 601 (Jack Russell)
10. 07:40 AM - Re: Corrosion X ()
11. 07:53 AM - Re: 'dual' Key switch with electronic ignition? (Clive Richards)
12. 08:15 AM - 912 Engine Question - low RPM after takeoff (T. Graziano)
13. 08:15 AM - Re: Gas Strut Supplier UK (Ron Butterfield)
14. 09:54 AM - CH-640 almost ready for first test flight (Jeff Paden)
15. 03:08 PM - Re: 801 on Jet-A (Bryan Martin)
16. 04:06 PM - Airworthiness - FINALLY (Andrew SanClemente)
17. 05:16 PM - Re: Airworthiness - FINALLY (Larry McFarland)
18. 06:34 PM - Re: Gas Strut Supplier UK (Jim and Lucy)
19. 06:40 PM - Fw: Re: Gas Strut Supplier UK (Jim and Lucy)
20. 07:14 PM - Re: Airworthiness - FINALLY (Ron DeWees)
21. 08:23 PM - Re: Fw: Flying Instructions for Sport Pilot in Zenith 601 (Mark Stauffer)
22. 09:13 PM - Blind Rivets - Question (Dave VanLanen)
Message 1
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--> Zenith-List message posted by: Dylan Caldwell <macquistan@macquistan.com>
Hello,
Does anyone have any experience with Corrosion X? Can it be used in
lieu of zinc chromate or other primers?
Thanks much,
Dylan Caldwell
Message 2
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| Subject: | Re: 801 on mo-gas |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 10/21/2004 12:40:18 PM Mountain Daylight Time,
davids601xl@yahoo.com writes:
>
> Hey Ben. Perhaps you can clarify something for me. I was at a rotax engine
> and fuel system seminar this summer and heard something about a - well sort
> of like a half-life of octane. Whether it evaporates or disappears by some
> other means I don't recall. Since the rotax engines were very sensitive to
> octane levels, we were told always to use "fresh" gas since the octane would
> be decreasing with time. Buying 1000 gallons at a time would lead to having
> "not very fresh" gas by the time you reach the end of the tank. Can you shed
> some light on this for me and the rest of the group? Thanks Ben
> David
>
The bulk purchase of fuel is used for all of my company engines, ie,
turbocharged snowblower, company trucks and of course N801BH, owned by
HaasPowerAir.INC. It is in the development stage so fuel is charged out to a separate
entity.
I refill my tank at least three times a year so the fuel freshness is not a
big issue. Also my supplier will contact me when a new production run comes in
from the refiner so i can refill the bulk tank with the newest product
possible. In aviation you have to try to maximize ones odds for a safe flight...
Happy Flying.
Ben Haas N801BH
Message 3
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| Subject: | Re: Zenith 701 & Fold Back Wings |
--> Zenith-List message posted by: "thobgret" <thobgret@wanadoo.fr>
Hi Gary,
Having also the folding-wing option I take the 701 home several times a
year.
With the help of a small wing supporting ladder and some compressing tools I
can fold the wings alone and with unfolding I only need someone to put the
ladder in place (don't like someone else touching my plane).
The trailering job takes me one and a half hour.
Toby Piek
Ch701
France
Message 4
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| Subject: | Re: Zenith 701 & Fold Back Wings |
--> Zenith-List message posted by: "Aaron" <agustafson@chartermi.net>
Check out "The New Kolb Aircraft Co." Easily foldable wings! I have a
Firestar 2 And when I was folding the wings regularily I could do it and
have it in a trailer and ready to pull in about 25 minutes.A Mark 3 would
compare w/ size performance of 701.
Aaron
Message 5
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| Subject: | Fw: Flying Instructions for Sport Pilot in Zenith 601 |
--> Zenith-List message posted by: "burylhill" <bus@commspeed.net>
----- Original Message -----
From: burylhill
Subject: Flying Instructions for Sport Pilot in Zenith 601
After four years of building a Zenith 601 HD and two more years waiting for the
FAA to pass " Sport Pilot" I made an appointment with Roger Dubbert, a 2500
hour Zenith factory pilot to get training in the same Make & Model. We flew their
601 XL. (as close to 601 HD that I could find) Roger says that the 601 XL
with 15 degree flaps lands similar to a 601 HD's high lift wing.
On 9-1-04 at 7:00 AM we flew at Mexico Missouri Airport in clear, cool, calm, smooth,
moist air. We did about ten takeoffs, with no flaps and ten landings in
the 15 degree down flap configuration.
I waited until 9-1-04 when I could use my state driver's license in lieu of a
3rd class airman's medical, because my most recent FAA medical had NOT been denied.
I have had quadruple by pass surgery and all the tests the FAA wanted me
to get for a medical for one year cost me $3500+. Six years times $3500 $21,000
that didn't go to doctors and went to Zenith to pay for my plane. (Zenith
Aircraft & I need the money more than the doctors) I am 66 years old and mountain
bike 30 minutes almost every morning in lieu of taking heart medication.
I self certify that there is no reason that I can't fly a Light Sport Aircraft
safely!
I soloed on my 16th birthday and have over 2000 hours flying, but have not been
flying for the last 6 years so was not very professional in my takeoff & landing
technique. Roger felt this actually helped me, as I didn't have so much to
unlearn from flying Cessna's & Pipers. The Zenith 601 as you know, is very responsive
in the pitch mode. I way over controlled for the first few landings and
Roger rescued a few of them. Roger Dubbert is an excellent teacher! We did
3 hours of flying & 45 minutes of ground instruction. Roger signed my log book
as SAFETY PILOT so I could log the time as PIC. (I had my BFR from a CFI before
going there.) I flew left seat after a 15 minutes of demonstration by Roger
with my following loosely on the controls to get a feel of sensitivity and
pressures involved.
My 601 HD meets the Light Sport Aircraft criteria although it is Experimental kit
built. I meet the SPORT PILOT rules. So after years of waiting I am legal to
fly again. I think I will get a test pilot for the first flight of my plane,
as just the thought of it stresses me.
On 10-10-04 Roger Dubbert came to Sedona AZ. on his way home from COPPERSTATE fly
in. He inspected my Zenair 601 HD
and found that I had only 14 degree up travel on my elevator. He cut out 2 inches
out of the center arm rest so the stick could go
back further giving the elevator the required 27 degree up and 27 down called for
in the design. Plus 21 other suggestions for improvements. Nicholas Heintz
arrived later and found an additional 10 mistakes to be corrected for long term
safety of the aircraft.
The next morning Roger test flew the aircraft for its first flight. He reported
that it flew well. I was nervous as recorded by the shaking of the video camera
I was filling with. Next Nicholas flew my 601 HD and said it was solid, but
needed 1 inch of play removed from the aileron control.
I sure appreciate their knowledgeable second set of eyes checking out my kit building.
It was well worth the money and my time helping them out in the mornings
at the tent/booth while the were flying prospective customers.
Thanks again men!
I am still looking for a CFI with time in make and model to instruct me in a Zenair
601 and endorse my log book for solo in my 601
Roger Dubbert can be reached by calling 1-573-582-9000 at the Zenith factory in Mexico Missouri from 6:30 am to 3:pm or through www.sportspalanes.com or www.zenithair.com
Buryl Hill bus@commspeed.net
Sedona, Arizona
Message 6
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| Subject: | 'dual' Key switch with electronic ignition? |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
My CAM100 engine uses an electronic ignition system. I have the ignition
system powered from a direct battery bus. I can feed this bus from either
(or both) of my 2 batteries. I'm currently using 2 individual switches
(kind of like magneto switches in concept), but I would prefer to use a
'normal' aircraft keyed ignition switch.
However--
Magnetos are switched OFF by grounding them -- So, can a 'standard' aviation
ignition key switch be installed in such a way as to allow me to supply
battery power to my ignition bus?
I want to feed the ignition from Bat1 only with the key at L (say); and from
Bat2 only with the key at R; and from Both batteries (takeoff and landing)
with the switch at BOTH.
Will this work or is the key's internal wiring incompatible?
Thanks,
Message 7
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| Subject: | Gas Strut Supplier UK |
--> Zenith-List message posted by: "Clive Richards" <stephen@crichards.flyer.co.uk>
Hi List
For information to UK Builders
Ray Lasnier has fitted the following made to measure gas struts to his front hinged
CH 601 HD Canopy
Length between fixings 710 mm stroke 280 mm with a steel
ball joint at each end
Obtained as adjastable pressure which was reduced to approx
35 lbs. by releasing gas while pressing on scales.
They were obtained from Gas Strut Engineering Unit 2,Lyon Close, Womburn Road Industrial Estate, Kempston,Bedford MK42 7SB. Tel 01234 843979 www.gasstrutengineering.co.uk
They were =A327.44 + VAT each. Note their standard stock sizes are cheaper.
Product Description 8-18-280-710-BBV
Clive Richards
Message 8
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| Subject: | Re: Gas Strut Supplier UK |
--> Zenith-List message posted by: "Richard McLachlan" <richard@rodsley.net>
Yes, these are what I use. just be careful not too let too much pressure
out, as if you go too far they have to go back to the factory to be
recharged again.
----- Original Message -----
From: "Clive Richards" <stephen@crichards.flyer.co.uk>
Subject: Zenith-List: Gas Strut Supplier UK
> --> Zenith-List message posted by: "Clive Richards"
<stephen@crichards.flyer.co.uk>
>
> Hi List
> For information to UK Builders
>
> Ray Lasnier has fitted the following made to measure gas struts to his
front hinged CH 601 HD Canopy
>
> Length between fixings 710 mm stroke 280 mm with a
steel ball joint at each end
> Obtained as adjastable pressure which was reduced
to approx 35 lbs. by releasing gas while pressing on scales.
>
> They were obtained from Gas Strut Engineering Unit 2,Lyon Close, Womburn
Road Industrial Estate, Kempston,Bedford MK42 7SB. Tel 01234 843979
www.gasstrutengineering.co.uk
>
> They were =A327.44 + VAT each. Note their standard stock sizes are
cheaper.
>
> Product Description 8-18-280-710-BBV
>
> Clive Richards
>
>
Message 9
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| Subject: | Re: Fw: Flying Instructions for Sport Pilot in Zenith 601 |
--> Zenith-List message posted by: Jack Russell <clojan@sbcglobal.net>
Buryl: I would be interested in hearing about some of the mistakes Nicholas found
if you have the time. It probably would help other builders. Jack in Clovis
CA
burylhill <bus@commspeed.net> wrote:. Plus 21 other suggestions for improvements.
Nicholas Heintz arrived later and found an additional 10 mistakes to be corrected
for long term safety of the aircraft.
Message 10
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--> Zenith-List message posted by: <pstafford@attglobal.net>
Dylan,
I am using the Corrosion X system in lieu of zinc chromate. The only issue
is that you need to buy their application system which uses compressed air
to spray the liquid which is rather viscous and by their direction, cannot
be diluted. They provide three applicators with the "Belt Pack" system
which has a regulator mounted onto an aluminum reservoir, and a spray wand.
The minimum air pressure/volume required is 80 PSI and 5-6 CFM, and the
whole system costs $249.00 as I recall. I am spraying it on each component
after installation to ensure good coverage, i.e. before closure of the
rudder, or wing.
Patrick M. Stafford
601 XL 80% on the fuselage and 100% on the rudder.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dylan Caldwell
Subject: Zenith-List: Corrosion X
--> Zenith-List message posted by: Dylan Caldwell
<macquistan@macquistan.com>
Hello,
Does anyone have any experience with Corrosion X? Can it be used in
lieu of zinc chromate or other primers?
Thanks much,
Dylan Caldwell
Message 11
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| Subject: | Re: 'dual' Key switch with electronic ignition? |
--> Zenith-List message posted by: "Clive Richards" <stephen@crichards.flyer.co.uk>
Hi Grant The answer is no
Off Connects GRD L R Terminals together which are
used to earth both magnetos
Right Connects GRD L Terminals together which are
used to earth the left magneto
Left Connects GRD R Terminals together which are
used to earth the right magneto
Both Connect no Terminals together
Start Connects BAT S Terminals together for starter
solenoid
and GRD GRD Terminals together which are used
to earth right magneto
and BO LR L Terminals together not used in
the circuit I have
In the circuit that I have used a negative feed is connected to BAT , the
starter solonid to S. the Magneto screens which are earthed at the magneto
end are connected to the centre GRD terminal the The Right magneto is
connected to R The left magneto is connected to L And There is a link on
the switch connecting R To the adjacent GRD terminal. Why two seperate
terminals are marked GRD I have no idear.
Clive Richards
----- Original Message -----
From: "Grant Corriveau" <grantc@ca.inter.net>
Subject: Zenith-List: 'dual' Key switch with electronic ignition?
> --> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
>
> My CAM100 engine uses an electronic ignition system. I have the ignition
> system powered from a direct battery bus. I can feed this bus from either
> (or both) of my 2 batteries. I'm currently using 2 individual switches
> (kind of like magneto switches in concept), but I would prefer to use a
> 'normal' aircraft keyed ignition switch.
>
> However--
>
> Magnetos are switched OFF by grounding them -- So, can a 'standard'
aviation
> ignition key switch be installed in such a way as to allow me to supply
> battery power to my ignition bus?
>
> I want to feed the ignition from Bat1 only with the key at L (say); and
from
> Bat2 only with the key at R; and from Both batteries (takeoff and landing)
> with the switch at BOTH.
>
> Will this work or is the key's internal wiring incompatible?
>
> Thanks,
>
>
Message 12
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| Subject: | 912 Engine Question - low RPM after takeoff |
--> Zenith-List message posted by: "T. Graziano" <tgrazian@bellsouth.net>
I am replying for Bill Atkins who is a member of my EAA Chapter here in Tn. Bill
successfully flew his 701 yesterday, trouble free. He had extended his carb
bowl vent lines previously extended about 4 inches below the cowling. This
evidently cause a vacuum in the lines when he picked up speed after leveling off,
causing the low RPM problem. He had no problem when he put the lines in the
cowling.Bill, who has owned four different aircraft, says the 701 is easier
to fly than anything he has ever flew.Tony Graziano601XL Ser5342 N493TG Finishing
Canopy - hope to start engine installation (Jabriu 3300) next week.--> Zenith-List
message posted by: Ken Szewc <szewc@direcway.com>Not much information
to go on but it could be this.Make sure you have not extended the carburetor
bowl vent lines. The older 701 manual says to do this, however if you do it will
create avacuum and suck all of the fuel out of the carburetor bowls once you
getup to speed. This happened to a friend with a kitfox.Ken Szewc701SP 912S
65 hoursGetting ready to paint912S Engine question.. From: Jon Croke (jon@joncroke.com)
Date: Sun Oct 17 - 4:47 PM --> Zenith-List message posted
by: "Jon Croke" <jon@joncroke.com>
Bill, I am forwarding this to the Zenith list... full of knowledgeble
people....
Just finished a 701. 912S Rotax. I need some information.
Engine has about 6 hrs. Most of it on the ground. Aircraft climbs out
great (5000 rpms) About 5 sec after level off, the engine all but shuts
off. Maybe 3000 rpms. Sometimes not that much. I have been up 4 times.
The same every time. Has anyone else had the same trouble?
Bill Atkins
Message 13
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| Subject: | Re: Gas Strut Supplier UK |
--> Zenith-List message posted by: Ron Butterfield <r_butterfield@earthlink.net>
At 09:59 AM 10/22/04, Clive wrote:
>Ray Lasnier has fitted the following ...
>They were obtained from ...
>They were =A327.44 + VAT each ...
Ouch!!!
I've not had to deal with these guys for international orders before, but
have been extremely pleased with their service within the USl
www.mcmaster.com
Search for gas springs
Look on page 1061; they have latchable ones for ~$50 US, and regular ones
for ~$11 US. These are available in various forces from 15 pounds up. The
price difference will pay for a lot of shipping -)
Regards,
RonB
Message 14
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Received-SPF: none (MAIL-SERVER.madbbs.com: domain of jeffpaden@madbbs.com
does not designate any permitted senders)
| Subject: | CH-640 almost ready for first test flight |
--> Zenith-List message posted by: "Jeff Paden" <jeffpaden@madbbs.com>
The FAA was really GREAT about answering all of my questions and they have a
DAR that is going to inspect my aircraft on 10-27-2004. WOW, that is FAST!
With a little luck we will have our airworthy certificate the same day and
if the weather is good we hope to do the first test flight next Saturday!
Thank you all for your help, if I had just sent the paper work to the FSDO I
have been told that I would not have been flying until spring.
Jeff Paden
CH-640 still 99.9% complete
Message 15
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| Subject: | Re: 801 on Jet-A |
--> Zenith-List message posted by: Bryan Martin <bryanmmartin@comcast.net>
The biggest difference between a Diesel and a gasoline engine has nothing to
do with the method of achieving ignition.
In a gasoline engine, the fuel is mixed with the air before it is compressed
and the compression ratio must be kept low enough to prevent the mixture
from igniting from the heating caused by compression because there would be
no reliable way of controlling the exact timing of the onset of ignition if
that were allowed to happen. A carefully timed spark from a spark plug is
then used to control the ignition process.
In a Diesel engine, the fuel is not mixed with the air until it is injected
into the cylinder near top dead center during the compression stroke. A very
high pressure injection system is required. The timing of the fuel injection
process controls when ignition occurs. Typically the compression ratio in a
Diesel is so high that the compressed air charge is hot enough to ignite the
fuel as soon as it is injected. Although in some cases glow plugs are used
to assist the start up of a cold engine.
You can't use diesel fuel in a typical engine designed to run on gasoline
because the fuel/air mixture will pre-ignite during the compression stroke
and the resulting "knock' will tear the engine apart. The engine must be
designed to run on diesel fuel. On the other hand, a Diesel engine can be
made to run on gasoline if the mixture is set up for it.
on 10/21/04 2:29 PM, Dan Knezacek at dan@knezacek.ca wrote:
> --> Zenith-List message posted by: "Dan Knezacek" <dan@knezacek.ca>
>
> Last December in Scientific American's special on aviation they did an
> article on the first model to fly across the Atlantic.
>
> Some guy from New York city developed a very efficient way of running his
> model aircraft motor on kerosene. He leaned it out so much that he had to
> install spark plugs and he had to add some sort of synthetic lubricant to
> the fuel.
>
> Why can't we develop some system like that for our planes?
>
> It's true that the engine was originally diesel but the way he ran it it had
> to have an ignition system.
>
> Dan
>
Message 16
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| Subject: | Airworthiness - FINALLY |
--> Zenith-List message posted by: Andrew SanClemente <ansancle@townisp.com>
I finally had my inspection and received my airworthiness certificate
after about 1 1/2 months of paperwork nightmare. First flight will be
next week, Ill report results (hopefully positive) after the fact.
Some advice for those of you nearing completion. When they say to
start the paperwork 6 months in advance - DO IT. Make sure your
registration is completed long before you are and ensure you have the
information listed as your local FSDO wants it.
Anyways, hard to believe after 10 years its about to fly....
- Andy
601 HDS
Stratus Subaru
Ram Heads
DO NOT ARCHIVE
Message 17
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| Subject: | Re: Airworthiness - FINALLY |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Congratulations Andy! It's a noteworthy event that offers huge
relief getting past it. Do keep us up on your progress.
Larry McFarland
Do not archive
Subject: Zenith-List: Airworthiness - FINALLY
> --> Zenith-List message posted by: Andrew SanClemente
> <ansancle@townisp.com>
>
> I finally had my inspection and received my airworthiness certificate
> after about 1 1/2 months of paperwork nightmare. First flight will be
> next week, Ill report results (hopefully positive) after the fact.
> Anyways, hard to believe after 10 years its about to fly....
>
> - Andy
> 601 HDS
> Stratus Subaru
> Ram Heads
>
> DO NOT ARCHIVE
Message 18
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| Subject: | Re: Gas Strut Supplier UK |
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
At 02:59 PM 10/22/2004 +0100, you wrote:
>--> Zenith-List message posted by: "Clive Richards"
><stephen@crichards.flyer.co.uk>
>
>Hi List
> For information to UK Builders
>
>Ray Lasnier has fitted the following made to measure gas struts to his
>front hinged CH 601 HD Canopy
>
> Length between fixings 710 mm stroke 280 mm with a
> steel ball joint at each end
> Obtained as adjastable pressure which was reduced
> to approx 35 lbs. by releasing gas while pressing on scales.
>
>They were obtained from Gas Strut Engineering Unit 2,Lyon Close, Womburn
>Road Industrial Estate, Kempston,Bedford MK42 7SB. Tel 01234
>843979 www.gasstrutengineering.co.uk
>
> They were =A327.44 + VAT each. Note their standard stock sizes
> are cheaper.
>
>Product Description 8-18-280-710-BBV
>
>Clive Richards
Another strut that is made by them that will work for an HD
part number GSE 1914 -170N
The price was $37 dollars canadian each a couple years ago
direct form the factory.
Message 19
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| Subject: | Re: Gas Strut Supplier UK |
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
>>
>>They were obtained from Gas Strut Engineering Unit 2,Lyon Close, Womburn
>>Road Industrial Estate, Kempston,Bedford MK42 7SB. Tel 01234
>>843979 www.gasstrutengineering.co.uk
>>
>> They were =A327.44 + VAT each. Note their standard stock sizes
>> are cheaper.
>>
>>Product Description 8-18-280-710-BBV
>>
>>Clive Richards
>
>
>Another strut that is made by them that will work for an HD
>
>part number GSE 1914 -170N
>
>The price was $37 dollars canadian each a couple years ago
>direct form the factory.
I made a mistake on the price. These were ordered for a friends
canopy. The price was 37 British LBS. each.
Mine were from Canadian tire at about $17 dollars can. each.
Jim Pollard
Message 20
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| Subject: | Re: Airworthiness - FINALLY |
--> Zenith-List message posted by: "Ron DeWees" <rdewees@mindspring.com>
That's GREAT!
Can't wait to hear how it flies.
Ron DeWees
N601TD going to the field tomorrow
----- Original Message -----
From: "Andrew SanClemente" <ansancle@townisp.com>
Subject: Zenith-List: Airworthiness - FINALLY
> --> Zenith-List message posted by: Andrew SanClemente
> <ansancle@townisp.com>
>
> I finally had my inspection and received my airworthiness certificate
> after about 1 1/2 months of paperwork nightmare. First flight will be
> next week, Ill report results (hopefully positive) after the fact.
>
> Some advice for those of you nearing completion. When they say to
> start the paperwork 6 months in advance - DO IT. Make sure your
> registration is completed long before you are and ensure you have the
> information listed as your local FSDO wants it.
>
> Anyways, hard to believe after 10 years its about to fly....
>
> - Andy
> 601 HDS
> Stratus Subaru
> Ram Heads
>
> DO NOT ARCHIVE
>
>
>
Message 21
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| Subject: | Fw: Flying Instructions for Sport Pilot in Zenith 601 |
--> Zenith-List message posted by: "Mark Stauffer" <mark.stauffer@comcast.net>
I would like to second that thought. If you have the time please do tell.
Mark Stauffer
601XL Tail finished, working on fuselage
Odenton, MD
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Jack Russell
Subject: Re: Zenith-List: Fw: Flying Instructions for Sport Pilot in
Zenith 601
--> Zenith-List message posted by: Jack Russell <clojan@sbcglobal.net>
Buryl: I would be interested in hearing about some of the mistakes Nicholas
found if you have the time. It probably would help other builders. Jack in
Clovis CA
burylhill <bus@commspeed.net> wrote:. Plus 21 other suggestions for
improvements. Nicholas Heintz arrived later and found an additional 10
mistakes to be corrected for long term safety of the aircraft.
Message 22
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| Subject: | Blind Rivets - Question |
--> Zenith-List message posted by: "Dave VanLanen" <davevanlanen@sbcglobal.net>
I just read the article in the October Sport Aviation entitled "Leading the
Blind", which addresses blind rivets. Basically, it states that blind rivet
systems developed for the aviation industry are of 2 types, friction-lock
and mechanical-lock, and that friction-lock blind rivets tend to be
sensitive to vibrations, which can cause the stem to fall out, greatly
reducing their strength. The article then goes on to recommend the
mechanical-lock CherryMax rivets, although it states that these rivets are
expensive ($.25 to .$75 apiece).
Are the Avex rivets used on the Zenair aircraft considered friction-lock or
mechanical-lock? If they are friction-lock, has anyone had problems with
loose rivets on higher-time aircraft?
Thanks in advance for any information you can provide.
Dave Van Lanen
Madison, WI
(still looking)
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