Today's Message Index:
----------------------
1. 12:04 AM - Re: Nose gear dropping on landing (Richard McLachlan)
2. 02:39 AM - List Fund Raiser - New Gift Addition! (Matt Dralle)
3. 03:50 AM - Re: CH701 Question (Rick Morawski)
4. 05:46 AM - Re: How to modify the riveter head (Scott Laughlin)
5. 06:28 AM - CH801 first flight (Tom Faulkner)
6. 07:38 AM - Re: 601XL Landing & Nose Gear (Hinde, Frank George (Corvallis))
7. 07:40 AM - 601HD aileron question (Trevor Page)
8. 08:14 AM - Re: Nose gear dropping on landing (Weston, Jim)
9. 09:11 AM - (Keystone Engineering LLC)
10. 09:23 AM - Alternator Hum (James Sagerser)
11. 10:49 AM - Re: Rivet questions (Kent Brown)
12. 11:08 AM - Re: How to modify the riveter head (bryanmmartin@comcast.net)
13. 11:48 AM - Re: Pre First Flight Training (Kent Brown)
14. 12:34 PM - CH701 in Las Cruces Area (Keith Ashcraft)
15. 12:41 PM - 912 idle speed (john H)
16. 01:12 PM - Re: Jabiru USA's New Home (Phil Owens)
17. 04:08 PM - 801 Tail (Rmtnview@aol.com)
18. 06:14 PM - Re: Re: Pre First Flight Training (Ron DeWees)
19. 06:23 PM - Re: CH801 first flight (Benford2@aol.com)
20. 06:43 PM - Re: CH801 first flight (Rmtnview@aol.com)
21. 07:08 PM - Re: 912 idle speed (Dave Alberti)
22. 07:14 PM - 601XL L angle for baggage floor support (Mark Stauffer)
23. 08:26 PM - Re: 601XL L angle for baggage floor support (Rico Voss)
24. 09:36 PM - Harmon Rocket Dogfight (off topic) (Brandon Tucker)
Message 1
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| Subject: | Re: Nose gear dropping on landing |
--> Zenith-List message posted by: "Richard McLachlan" <richard@rodsley.net>
Our HDS does exactly the same thing. It is impossible to hold the nose off
the ground after the main wheels have touched down, also you have to give it
a tug on take off to get it to rotate. It never just flies off the ground.
----- Original Message -----
From: "Frank Jones" <fjones@sympatico.ca>
Subject: RE: Zenith-List: Nose gear dropping on landing
> --> Zenith-List message posted by: "Frank Jones" <fjones@sympatico.ca>
>
> My nose has 271 lbs on it when empty. And the total a/c weight is 749.
> Certainly well north of 10%. I suspect the placement of the main gear is
> the main issue, but as noted it's likely where it is due to the
> necessary rear step.
>
> I'll see if I can train myself to pull back a bit after the main gear is
> down as has been suggested. Thanks.
>
> Frank Jones
>
> >As I remember my old airplane design texts, the nose gear should be
> >carrying
> >5% to 10% of the airplane's weight. Below 5% nose wheel steering may
> be
> >poor. Above 10% or so problems of take off rotation and nose gear
> >slapdown
> >may show up. Has anyone calculated or measured this at a typical
> landing
> >weight and CG. This would help to answer the question "Did Chris put
> the
> >main gear too far aft?" Somehow I doubt that he did. If he excceded
> 10% or
> >so, I'll bet he had a good reason for doing so.
> >
> >FWIW-George
>
>
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| Subject: | List Fund Raiser - New Gift Addition! |
--> Zenith-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Paul Besing of Aeroware Enterprises (www.kitlog.com) has generously
contributed free registered copies of his great Windows kit logging
software called Kitlog Pro to support this year's List Fund
Raiser! Beginning on November 13, anyone making a List Contribution of $50
or more will qualify to receive the Windows web site download distribution
of Kitlog Pro along with an official registration number via email on
December 5th. The offer will continue through the end of the Fund Raiser.
I want to thank Andy Gold (www.buildersbooks.com) and Paul Besing for their
generous contributions in support of the Matronics Email Lists this
year! Won't you take a minute and support these Lists as well? It is
exclusively your contributions that enable the continue operation and
upgrade of these Lists. The SSL Secure web site for making your
Contribution can be found here:
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
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Message 3
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| Subject: | Re: CH701 Question |
--> Zenith-List message posted by: "Rick Morawski" <morawski@highway1.com.au>
Hi Howard,
I have built the pegastol wing on a 701 fuse with 912ul 80hp motor.
I easily cruised at 80knots (1 up) at 4800rpm. 90 knots at 5200rpm.
Stall speed was hard to determine but below 25kt. I once flew 7kts backward
in about a 15kt wind.(full flap)
The wing is stronger because of extra ribs @ 300 centers and 20 thou top and
bottom skins but you have a weight penalty there. My aircraft weighed in at
306kg empty (with four wing tanks)
In my opinion It is a better wing and I would not hesitate to build them
again.
Rick Morawski
morawski@highway1.com.au
----- Original Message -----
From: "Howard Carter" <howado@cwia.com>
Subject: Zenith-List: CH701 Question
> --> Zenith-List message posted by: Howard Carter <howado@cwia.com>
>
> Has anyone built a Pegastol wing and tried it on a CH701? Chris Heintz
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| Subject: | How to modify the riveter head |
--> Zenith-List message posted by: "Scott Laughlin" <cookwithgas@hotmail.com>
Matt:
I bought the same riveter 1-1/2 years ago and mailed the two rivet heads to
ZAC along with $16. They machined the heads and mailed them back to me.
This way I was sure they were done correctly.
I'd be willing to try it myself now if I needed to, but the two heads are
still in great shape after completing the wings, the tail and most of the
fuselage. And the riveter is still working just like new.
Scott Laughlin
Rudder installed on fuselage
http://www.cooknwithgas.com/
----Original Message Follows----
From: "Matt & Jo" <archermj@swbell.net>
What is the best way to do this???
Thanks for the help
Cheers
Matt
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| Subject: | CH801 first flight |
--> Zenith-List message posted by: "Tom Faulkner" <tomtafcor@triton.net>
List: I made my first flight in my CH801 yesterday. What an adrenalin rush!
I have an Eggenfellner H6 Subaru with a Quinti 4 blade in flight variable
prop. All performed as expected. I did 5 t/o's and landings and am very glad
I took an hour check ride with Roger at the Zenith factory prior to my first
flight. I would highly recommend it as this bird lands like nothing else I
have flown, which includes Champs, Maules, all Cessna singles, & all Pipers
thru Aztecs. Tom Faulkner.
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Message 6
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| Subject: | 601XL Landing & Nose Gear |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
I have alwaya attributed the nose drop to forward CG.
But this is not a bad thing...My Wife and I use the A/C fro camping
trips and load that puppy to bursting...I know I can get at least 100lbs
behind the seats and I have never had to do a W&B check for the cross
countires.
Just add a touch of power at touch down and you will get used to it real
quick.
FRank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Stanley
Challgren
Subject: Re: Zenith-List: 601XL Landing & Nose Gear
--> Zenith-List message posted by: Stanley Challgren <challgren@mac.com>
Frank:
Our 601 HDS has much the same problem. I believe it is due to the
forward CG that normally exists on our aircraft. We finally put a 5
pound lead weight just forward of the tail skag and that reduced the
rate of nose down movement after touchdown. We have a heavier battery
in the engine compartment than many and either moving it to just behind
the seat or replacing it with a smaller battery would probably have the
same impact on the landing CG. However, we have had no start problems
as many report on and so are reluctant to change what is working.
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Message 7
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| Subject: | 601HD aileron question |
--> Zenith-List message posted by: Trevor Page <webmaster@upac.ca>
I've just finished my wings and I'm now going to built the ailerons and
I have a question about trimming the ends.
As currently laid out, my ailerons extend pas the I/B edge about 15 to
20 mm. I'm not sure if I should trim these flush with the end of the
upper wing skin or leave them as-is. The best pictures I have are of
Michel Therrien's HD and his appear to be a bit longer by about the
same amount.
Any thoughts??
Thanks!
Trevor Page
601HD 98% complete.
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Message 8
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| Subject: | Nose gear dropping on landing |
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Perry,
I think that you'll find that the three degrees of down thrust is
correct to keep the plane from having large trim differences between
full power and cruise. i.e. the downthrust is needed. The tendency to
both drop the nose immediately on touchdown, and tend to pop up during
takeoff is due to the placement of the main gear relative to the CG.
The gear is a bit far back, but that is needed for those that run the CG
closer to the aft limit. I've found that for takeoff (mine is toward
the forward limit), if I hold a good bit of back pressure the nose will
come up and the plane flies off the ground more normally. Just be ready
to ease off on the backpressure once the plane starts to lift. As for
the landing, most times, if I can touch down softly, I can immediately
pull additional back pressure to hold the nose gear off. If I touch
down firmly at all, the nose drops to wheel touchdown far to quickly to
react and stop it. Just some characteristics of the main gear
placement. I believe that Chris had to design the gear that far back to
keep the plane from setting on its tail when stepping onto the boarding
step, if the CG was very far toward the aft limit.
Jim
601HDS, Stratus, 226 hours
Concord, Ga.
-----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: Nose gear dropping on landing
--> Zenith-List message posted by: "Dr. Perry Morrison"
--> <perrymorrison@yahoo.com>
My HD has always had this feature and never flies off. Always needs a
bit of
a tug on the stick to rotate on t/off. However I have discovered the
engine mount places
the thrust line 3 deg below horizontal and I hope after correcting it
the behaviour
will disappear.
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 11/12/2004 1:30:07 PM Mountain Standard Time,
fjones@sympatico.ca writes:
>
> Is anyone else having trouble gently setting the nose gear down on
> landing? It seems that no matter how hard I try and no matter how
gently
> the main gear comes down, the nose just wants to come down right away
> and there's no way to let it down nicely. I'm assuming this is a
> feature.
>
> Frank Jones
> C-GYXQ 601XL 912S
>
>
801's do the same thing.. Must be a Chris Heinz feature....
Ben Haas N801BH do not archive
__________________________
Dr. Perry Morrison
Morrison Associates Pty Ltd
0408892638
perrymorrison@yahoo.com
__________________________
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Message 9
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--> Zenith-List message posted by: Keystone Engineering LLC <keystone@gci.net>
I had thought about turning my main gear around to get some of the weight off the
nose gear. Empty about 30% of the weight is on the nose wheel. This summer
I got real heavy and rearward on my CG. The 801 over rotated on take off.
I'm not considering this an option any more. At the rear end of the CG envelope
the weight is almost over the rear wheels and when you rotate the CG moves
rearward in relationship to the main gear.
If you are taking you want to impress for a ride, land a little fast and the nose
doesn't clunk. Save the slow speed landing for when you need them. It is
like a lot of things where they are impressed by how smooth you are not how short
you land.
Bill Wilcox
N801BW
Valdez
Almost flown off the 5 hrs on the VGs on the tail
140 hrs
Time: 04:48:06 PM PST US
From: "George Swinford" <grs-pms@comcast.net>
Subject: Re: Zenith-List: Nose gear dropping on landing
--> Zenith-List message posted by: "George Swinford" <grs-pms@comcast.net>
As I remember my old airplane design texts, the nose gear should be carrying
5% to 10% of the airplane's weight. Below 5% nose wheel steering may be
poor. Above 10% or so problems of take off rotation and nose gear slapdown
may show up. Has anyone calculated or measured this at a typical landing
weight and CG. This would help to answer the question "Did Chris put the
main gear too far aft?" Somehow I doubt that he did. If he excceded 10% or
so, I'll bet he had a good reason for doing so.
FWIW-George
----- Original Message -----
From: "Dr. Perry Morrison" <perrymorrison@yahoo.com>
Subject: Zenith-List: Nose gear dropping on landing
> --> Zenith-List message posted by: "Dr. Perry Morrison"
<perrymorrison@yahoo.com>
>
>
> My HD has always had this feature and never flies off. Always needs a bit
of
>
> a tug on the stick to rotate on t/off. However I have discovered the
engine mount places
>
> the thrust line 3 deg below horizontal and I hope after correcting it the
behaviour
>
> will disappear.
>
>
> --> Zenith-List message posted by: Benford2@aol.com
>
> In a message dated 11/12/2004 1:30:07 PM Mountain Standard Time,
> fjones@sympatico.ca writes:
>
>
> >
> > Is anyone else having trouble gently setting the nose gear down on
> > landing? It seems that no matter how hard I try and no matter how
> gently
> > the main gear comes down, the nose just wants to come down right away
> > and there's no way to let it down nicely. I'm assuming this is a
> > feature.
> >
> > Frank Jones
> > C-GYXQ 601XL 912S
> >
> >
>
> 801's do the same thing.. Must be a Chris Heinz feature....
>
> Ben Haas N801BH do not archive
>
>
> __________________________
> Dr. Perry Morrison
> Morrison Associates Pty Ltd
> 0408892638
> perrymorrison@yahoo.com
> __________________________
>
Message 10
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0.12 HTML_TITLE_EMPTY BODY: HTML title contains no text
--> Zenith-List message posted by: James Sagerser <alaskajim@cox.net>
I am experiencing a "hum" in the headset of my Zenith CH 701 with a
Jabiru 2200 after I turn on the alternator. I assume there is a fix but
where and how? Thanks in advance for your response.
Message 11
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--> Zenith-List message posted by: "Kent Brown" <kentbrown@verizon.net>
Second, when I pull the Avex rivets with either a hand tool or the Zenith
supplied gun, they always leave a small gap between the outer edge of the
rivet and the skin. Is that really how it is supposed to look?
There should be no gap between the rivet "domed over" heads and the skin.
Maybe you are not getting the riveter squarely on the head, this would leave
a gap on one side of the head. Also check that all bolts are tight on the
air riveter, as leaks will cause problems. If you still have probs, try to
find some experienced help to see what is going on, maybe an EAA tech
counselor.
Message 12
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| Subject: | Re: How to modify the riveter head |
--> Zenith-List message posted by: bryanmmartin@comcast.net
Serch the archives. You'll find a few different procedures descirbed. Click on
the search engine link at the bottom of the page.
--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
In phase I testing.
do not archive
-------------- Original message --------------
> --> Zenith-List message posted by: "Matt & Jo"
>
> Hello all,
>
>
> I picked up a rivet gun at Harbor Freight. I am wondering the best way to
> modify the head for the domed rivets. I am sure that everyone has gone through
> this. What is the best way to do this???
>
> Thanks for the help
>
> Cheers
>
> Matt
>
Serch the archives. You'll find a few different procedures descirbed. Click on
the search engine link at the bottom of the page.
--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
In phase I testing.
do not archive
-------------- Original message --------------
-- Zenith-List message posted by: "Matt Jo" <ARCHERMJ@SWBELL.NET>
Hello all,
I picked up a rivet gun at Harbor Freight. I am wondering the best way to
modify the head for the domed rivets. I am sure that everyone has gone through
this. What is the best way to do this???
Thanks for the help
Cheers
Matt
Message 13
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| Subject: | RE: Pre First Flight Training |
--> Zenith-List message posted by: "Kent Brown" <kentbrown@verizon.net>
My first flight (601HDS) is still at least a year away, but I am starting to
plan for some training ahead of time to be better prepared for it.
I know of an FBO within a few hours drive that has an Alarus, the
certificated version of the 601 family. Any thoughts on how relevant a few
hours in the Alarus would be to the flight characteristics of the HDS?
Comments? Anyone flown the Alarus?
Thanks,
Kent
Message 14
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| Subject: | CH701 in Las Cruces Area |
0.12 HTML_TITLE_EMPTY BODY: HTML title contains no text
--> Zenith-List message posted by: Keith Ashcraft <keith.ashcraft@itt.com>
Hey 701 builders/flyers, I am going to be in the Las Cruces area for the
next few days and would like to hook-up with anybody there. E-mail me
off-line for details.
Thanks,
Keith
keith.ashcraft@itt.com
ch701builder@yahoo.com
CH701
tail 98% -- kit
all else 2% -- scratch
N 38.9947
W 105.1305
Alt. 9,100'
--
*************************************
*Keith Ashcraft*
ITT Industries
Advanced Engineering & Sciences
5009 Centennial Blvd.
Colorado Springs, CO
80919
(719) 599-1787 -- work
(719) 332-4364 -- cell
keith.ashcraft@itt.com
************************************
This e-mail and any files transmitted with it are proprietary and intended solely
for the use of the individual or entity to whom they are addressed. If you
have received this e-mail in error please notify the sender. Please note that
any views or opinions presented in this e-mail are solely those of the author
and do not necessarily represent those of ITT Industries, Inc. The recipient should
check this e-mail and any attachments for the presence of viruses. ITT Industries
accepts no liability for any damage caused by any virus transmitted
by this e-mail.
************************************
Message 15
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--> Zenith-List message posted by: "john H" <professor71@hotmail.com>
Hi List
I'm doing my engine run up and I've hit a snag so I ask for your help. I can't
get my idle speed lower than 2200 rpms. I have the idle stops backed of so the
arms are not making contact. Right now my rpms run from 2200 to 5600 static rpms.
I know the prop has to be pitched to bring the high end down to 5300-5400
static but would this also slow down the idle speed? I took the motor and prop
off a ground looped kitfox that had only 1 airfilter with 2 hose going from
the air/carb heat box. I am using 2 airfilters so I assume I am getting much better
performance with more air. Does anyone have any ideas about how to lower
the idle rpms? What idle speed are you using? I know Rotax is recommending 1600
but that seems a little high and might contribute to a long float on landing.
The idle speed problem is the last issue I need to work out before calling
for my inspection.
Thanks in advance
John 601HD almost there
Message 16
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| Subject: | Re: Jabiru USA's New Home |
--> Zenith-List message posted by: "Phil Owens" <owensp@charter.net>
Dear Pete,
Haven't been able to reach you by phone, wanted to know what plans are
to get my nose cowl and updated engine manual, and return to you the
original engine mount as well as the exhaust mufflers.
Phil Owens
-------Original Message-------
From: zenith-list@matronics.com
zenith-list@matronics.com; info@sonex-ltd.com; info@jabirucanada.com;
info@jabirupacific.com; info@suncoastjabiru.com; info@titanaircraft.com;
Mark Beth sandy@grtavionics.com
Subject: Zenith-List: Jabiru USA's New Home
--> Zenith-List message posted by: "Pete Krotje" <pkrotje@athenet.net>
Beginning December 1st, Jabiru USA Flight Center, LLC will be located in our
new home at the Shelbyville, Tennessee airport. We will be closed from
Thanksgiving day, November 25th thru Tuesday, November 30th to complete the
move.
New address:
Jabiru USA Sport Aircraft, LLC
2842 Highway 231 North
Shelbyville, Tennessee, 37160
931-680-2800
The email address and the 800-JABIRU1 number will remain the same (although
it may take a few days to get the 800 number transferred)
Please take the opportunity to stop in and visit if you are in Middle
Tennessee (50 miles south of Nashville)
Pete Krotje
Jabiru USA Flight Center, LLC
Message 17
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--> Zenith-List message posted by: Rmtnview@aol.com
Gentlemen,
I have an 801 tail kit that I ordered several years ago and because we moved
and have built a new house, it never got started. I'm now just about ready
to begin. My question: is the newer, wider horizontal stab and elevator worth
ordering the pieces and incorporating them into my kit? Or should I just build
it, as is, like the older ones? Does the wider tail make that much
difference? I'll be doing most all my flying in the mountains of NC, mostly on
and off
a narrow and short paved strip. Thanks ahead of time.
rog
Message 18
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| Subject: | Re: RE: Pre First Flight Training |
--> Zenith-List message posted by: "Ron DeWees" <rdewees@mindspring.com>
Hi Kent,
Don't know if you are referring to Phil's Flying school near Atlanta, GA or
not, but he has 2 or 3 Alarus planes in his school and Phil also used to
have a 601 HDS before the Subbie self-destructed in flight and set him down
in a field. He said the Alarus is quite similar to the 601 HDS so I got a
couple of hours in the Alarus and it was really fun. Flies more like my
Mooney than anything light I have flown. I would reccomend some time in it
if it's possible. I can't tell you personally about a 601 as I only did my
first taxi in mine tonight and flight is a few weeks away.
Ron DeWees
Atlanta, Ga
N601TD
do not archive
----- Original Message -----
From: "Kent Brown" <kentbrown@verizon.net>
Subject: Zenith-List: RE: Pre First Flight Training
> --> Zenith-List message posted by: "Kent Brown" <kentbrown@verizon.net>
>
>
> My first flight (601HDS) is still at least a year away, but I am starting
> to
> plan for some training ahead of time to be better prepared for it.
>
> I know of an FBO within a few hours drive that has an Alarus, the
> certificated version of the 601 family. Any thoughts on how relevant a
> few
> hours in the Alarus would be to the flight characteristics of the HDS?
> Comments? Anyone flown the Alarus?
>
> Thanks,
>
> Kent
>
Message 19
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| Subject: | Re: CH801 first flight |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 11/15/2004 7:29:46 AM Mountain Standard Time,
tomtafcor@triton.net writes:
>
> --> Zenith-List message posted by: "Tom Faulkner" <tomtafcor@triton.net>
>
> List: I made my first flight in my CH801 yesterday. What an
> adrenalin rush!
> I have an Eggenfellner H6 Subaru with a Quinti 4 blade in flight variable
> prop. All performed as expected. I did 5 t/o's and landings and am very glad
> I took an hour check ride with Roger at the Zenith factory prior to my first
> flight. I would highly recommend it as this bird lands like nothing else I
> have flown, which includes Champs, Maules, all Cessna singles, & all Pipers
> thru Aztecs. Tom Faulkner.
>
>
Congrats to ya.....You are right, this bird is like nothing else in the
world....
Ben Haas N801BH do not archive
Message 20
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| Subject: | Re: CH801 first flight |
--> Zenith-List message posted by: Rmtnview@aol.com
Ben Haas, do you have the old style tail on yours or do you have the new
"wider" stab? Thanks, rog
Message 21
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--> Zenith-List message posted by: "Dave Alberti" <daberti@execpc.com>
Rotax doesn't recommend less than 2000 for the 912uls and 914. And if the
single filter was sized correct you will have plenty of air. The K&N filter
site has formulas for sizing their filters for any application.
>I can't get my idle speed lower than 2200 rpms. <
Message 22
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| Subject: | 601XL L angle for baggage floor support |
--> Zenith-List message posted by: "Mark Stauffer" <mark.stauffer@cablespeed.com>
Fellow 601 Builders,
Reference Builder Guide 6B16-a and 16-b Installing baggage floor support
angles to the side skins. How did you transfer the rivet line from the
inside of the side skins to the outside. I'm going through major "tunnel
vision" right now and just can't seem to see the "easy" or "best" way to do
it.
All I can come up with is to drill end holes in the angle, place the angle
and then back drill through the side skin. At that point you can "connect
the dots" on the outside of the skin and then set the rivet pitch, also
minding the placement of the Rear Channel Uprights.
There has got to be a better way. I'm still working on getting a large/long
scrap piece of aluminum, sliding it into position between the longerons and
skins, and then marking the scrap where it meets the top of the side skins.
Then slip it out and line it up on the outside of the skin and trace a line
that represents the top of the angle. This just doesn't give me a warm and
confident feeling! That's what the picture kind of looks like in the
builders guide 6B-16b.
Also, for those that are working on the rear fuselage. Read 6-B-16a, page 11
top right. Quote; "For now remove the first 2 vertical L angles from the
fuselage side skin" You'll end up cutting them shorter than you expected to
make room as you place the baggage support angles from bulkhead B5 to the
Upper Seat and Baggage Floor Support 6B16-1. I had to drill out these
vertical L angles and now am hoping that the rivet holes that are already
drilled in the side skin will match up to what I have to do now. Take a look
at the plans and guide, you'll see what I mean.
Any suggestions will be greatly appreciated.
Mark
Mark Stauffer
601XL Tail finished
Wings are waiting for tank installation
Working on fuselage
Odenton, MD
Do not archive
Message 23
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=pPv8ebn1v8hH5s1lobfZm35NZipAXgk24MAp4ye0d78klnJcDBX2zmicFYyIW7gUadJHECu4GAXGEHG5QEUE/fExq3qLVhJ7Fvaa/+6tHjt0VbLSjobASE+/WotlvUX/KG+Vv1G4Eswys+rOTbRgOIlmDTq96CEdPqP5yxVmp28=
;
| Subject: | Re: 601XL L angle for baggage floor support |
--> Zenith-List message posted by: Rico Voss <vozzen@yahoo.com>
--- Mark Stauffer <mark.stauffer@cablespeed.com>
wrote:
>How did you transfer the
> rivet line from the
> inside of the side skins to the outside. I'm going
> through major "tunnel
> vision" right now and just can't seem to see the
> "easy" or "best" way to do
> it.
Mark,
I think you're basically on the right track.
Somewhere between reading the confusing instructions
for the 14th time, and scratching your head till it's
bare, you'll figure out something that'll work.
If I recall...
With a long flat straight-edge, I marked a line on
inside of side skin where I wanted the floor to lay.
From that, I drew another line offset about 10 mm for
the rivet line. At the intersection points (with
vertical support rivet lines), marked and drilled a
couple pilot holes thru the side skin. This gave me 2
points to mark a line on the outside of the side skin,
and measuring along that line for the rest of the
rivet positions. I believe I drilled all the pilot
holes thru the side skin, then clamped the L on the
inside, marked it and drilled from the outside in.
Probably a dozen ways to skin this cat, some easier
than others. A good night's sleep will sometimes
solve the problem.
>now am hoping that the rivet
> holes that are already
> drilled in the side skin will match up to what I
> have to do now.
I think I lucked out on one side with the pre-drilled
holes, not the other -- not a problem.
Good luck,
Rico, XL awaiting back home
__________________________________
http://my.yahoo.com
Message 24
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
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;
| Subject: | Harmon Rocket Dogfight (off topic) |
--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
Gents,
While flying into Oceano California yesterday, I
made way for a couple of harmon rockets to get in
front of me (not hard at a 120 knot speed difference,
I was in a Citabria). After landing, they came over
to say thanks and struck up a conversation. The next
thing I knew, I was at 3000' inverted, in a rolling
scissors! It was insane! They were old Navy fighter
jocks from the Korea and Vietnam days, and taught this
young buck how to really have some fun. That thing
has as much thrust as the Hornet did!
I know what my next project will be!!!
Big eyed and smiling,
Brandon Tucker
HDS wings and tail complete
Center wing under const.
do not archive
__________________________________
http://my.yahoo.com
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