Today's Message Index:
----------------------
1. 03:44 AM - Re: BRS in 701 (Johann G.)
2. 03:54 AM - Subaru ICM failure? and ignition performance (Michel Therrien)
3. 04:19 AM - Re: Zenith-List Digest: 42 Msgs - 11/26/04 (Grant Corriveau)
4. 05:43 AM - 701 Leading Edge Slats (Jake Reyna)
5. 06:08 AM - Re: Zenith Magazine articles! (Monty Graves)
6. 06:14 AM - 701 Wing Nose Skin (Phil Raker)
7. 06:46 AM - Re: steering rods (Larry Martin)
8. 06:46 AM - Re: CH701 BRS (Larry Martin)
9. 07:04 AM - Re: 701 Leading Edge Slats (Larry Martin)
10. 07:04 AM - Re: Subaru ICM failure? and ignition performance (Larry McFarland)
11. 07:34 AM - Re: 701 Wing Nose Skin (RURUNY@aol.com)
12. 07:59 AM - Re: 701 Leading Edge Slats (Robert Eli)
13. 08:51 AM - Re: 701 Leading Edge Slats (Jake Reyna)
14. 10:06 AM - Re: steering rods (Scott Laughlin)
15. 10:48 AM - Re: 701 Leading Edge Slats (JERICKSON03E@aol.com)
16. 11:34 AM - corvair (Rmtnview@aol.com)
17. 11:43 AM - Lister Comments - Please Support The Lists (Matt Dralle)
18. 12:00 PM - Re: 701 Top lexan installation (Doon47@aol.com)
19. 12:03 PM - Re: 701 Leading Edge Slats (Ken Lyons)
20. 12:12 PM - Balancing a wood propeller (James Sagerser)
21. 01:14 PM - Re: Spotlight on Chris Heintz in KITPLANES! ()
22. 01:33 PM - Re: corvair ()
23. 01:57 PM - Re: corvair (Rmtnview@aol.com)
24. 02:17 PM - Re: corvair (Jake Reyna)
25. 02:23 PM - Re: corvair (Jake Reyna)
26. 02:33 PM - steering rods (Flydog1966@aol.com)
27. 02:35 PM - Re: Subaru ICM failure? and ignition performance (Michel Therrien)
28. 03:18 PM - Re: 701 Leading Edge Slats (Hal Rozema)
29. 03:19 PM - Re: Re: corvair (Chris Boultinghouse)
30. 03:30 PM - Re: corvair (Ozarkseller2@aol.com)
31. 03:30 PM - Re: Balancing a wood propeller (Steve Dixon)
32. 04:06 PM - Re: GAS WELDING SUPPLIES (Scott Laughlin)
33. 04:14 PM - Tiny Tack Question (gpjann@juno.com)
34. 04:14 PM - Tiny Tack Question (gpjann@juno.com)
35. 04:26 PM - 701 Corvair solution (Rmtnview@aol.com)
36. 05:21 PM - Re: Re: corvair (Randy Stout)
37. 05:34 PM - Engines (John Fulp)
38. 05:50 PM - Re: corvair (Patrick Panzera)
39. 05:52 PM - Re: Subaru ICM failure? and ignition performance (Larry McFarland)
40. 06:59 PM - Re: 701 Wing Nose Skin (Robert Schoenberger)
41. 07:44 PM - Re: Re: corvair (Brett)
42. 07:56 PM - Re: Re: corvair (Brett)
43. 07:57 PM - Re: Re: corvair (Brett)
44. 08:05 PM - Re: Balancing a wood propeller (James Sagerser)
45. 08:43 PM - Re: 701 Leading Edge Slats (Chuck Deiterich)
46. 09:14 PM - Re: Subaru ICM failure? and ignition performance (Michel Therrien)
47. 09:19 PM - Corvair for Zenith 701 (Howard Carter)
48. 11:01 PM - Re: Tiny Tack Question (Mike H)
Message 1
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--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello Larry.
Look at the link to the left that says "GRS/Doors.
The GRS system is almost the same as BRS, just another manufacturer in
Europe.
Best regards,
Johann G.
Iceland.
Do not archive
----- Original Message -----
From: "Larry Martin" <lrm@isp.com>
Subject: Re: Zenith-List: BRS in 701
> --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
>
> I went there three times and still didn't see anything about a BRS, point
me
> please, I am blind in one eye and can't see out of the other. Larry
N1345L
>
> Do not Archive.
>
>
> ----- Original Message -----
> From: <owner-zenith-list-server@matronics.com>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: BRS in 701
>
>
> > --> Zenith-List message posted by:
> >
> > Hello list members.
> > regarding a BRS chute in a Z 701, see Ruth's and Fredy's homepage in
> > Switzerland
> > http://www.zenair.buz.ch/
> >
> > regards,
> > Johann G.
> > Iceland
> >
> >
>
>
Message 2
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| Subject: | Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
I noticed that several people had failures with the
Subaru Nippodenso ignition control module. Was the
module used with the Subaru Nippodenso K31 coil (the
stock coil)? Or with something else?
My aircraft flew about 80 hours this year and during
all that time, we were dissatisfied with engine
performance. I tried replacing cyl. heads, tuning
carb, reajusting lifters, tuning exhaust, I even
dismantled the engine and had it checked at the
machine shop.
Yesterday, I decided to try the stock Subaru ignition
system in lieu of the ND pickup/TP45/IC107
combination. With the GM HEI system, I obtained 4300
rpm static on the ground (plane attached). Well,
with the Subaru ignition, I got 5050 rpm (you read
right 700+ additional static rpms)!!! This is not the
same engine at all!! I did not check timing or
temperatures or anything as I was too excited to
think. It just seems that my performance problem may
be a thing of the past.
Michel
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
Message 3
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| Subject: | Re: Zenith-List Digest: 42 Msgs - 11/26/04 |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> ... When I asked the guy at
> the shop what he thinks of Corvairs, he said: "these
> engines were pieces of junk in cars.... I don't expect
> to be better in planes!".
>
> Well.... today, who can we believe?
>
> Michel
Hi Michel,
That's truly "The 64,000 dollar question" !!! how do we know who to trust?
My two cents worth:
Watch out for people who make blanket statements like "these engines are all
junk" ... some (many?) people have a tendancy to form very strong opinions
based up scant evidence. This is especially true if their experience
involved adreneline (i.e. fear or anger). Then they will broadcast these
opinions very loudly becasue often times it is a weakness in us listeners,
that we'll confuse passion (volume) with truth. (just listen to the local
news-talk radio station for evidence of this ;-).
Over the past 30 years in aviation, I've had pilots tell me that Pipers are
dangerous airplanes to fly!!! I've had pilots tell me that Cessnas should
never be landed with full flaps!!! I've had pilots tell me that Airbus
automation is 'dangerous'!!! Of course all these opinions reflected more
upon the individuals than on the actual aircraft involved.
Discerning wisely is one of life's most precious skills -- especially when
it comes to building and flying an aircraft. You've gotten this far (a
flying 601, almost completed PPL) , so I sugest that you are pretty good at
answering questions like the one you posed. Keep me posted on what you
discover about the Corvair.
best
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 4
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| Subject: | 701 Leading Edge Slats |
--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
I'm bored, can't even take the boat out because of the wind ....
Here's a question to help burn some holiday calories.
Has anyone flown the 701 without leading edge slats? Zenith states "The
disadvantage of leading-edge slats is that the air acceleration in the slot
requires energy (it creates additional drag)" My warped thinking tells me
that the wing would still fly, but you would lose the STOL performance. I
live in Texas, the shortest airfield I'm going to fly into will be at least
3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
unobstructed. The 701 is a great airplane, but what if you don't need the
high lift? There's no doubt that take off roll would increase, as would
stall speed, but that's not an issue. Would the airplane fly safely? What
about using vortex generators instead of leading edge slats?
I have an enquiring mind .... And time on my hands :-)
Jake
Message 5
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| Subject: | Re: Zenith Magazine articles! |
--> Zenith-List message posted by: Monty Graves <mgraves@usmo.com>
Also an article this month of the PRIVATE PILOT (used to be CUSTOM PLANES)
about Brett Ray and HOG AIR, and his adaptation of the Harley engine to
the 601
Monty
At 07:54 PM 11/26/04 -0600, you wrote:
>--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
>Notice to all Zen builders....
>
>There is a wonderful spread in Kitplanes that just arrived.... Designer
spotlight on Chris Heintz... lots of photos, history, and details..
>
>After reading that... I was about to put the mag down... when lo and
behold... there was the followup article from our own Scott Laughlin (601
scratch man) on gas welding part II, including a photo of Scott himself....
in dark glasses...
>
>Have to keep this issue... the rest can go...
>
>Jon
>
>www.CH701.com
>
>
Message 6
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
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| Subject: | 701 Wing Nose Skin |
--> Zenith-List message posted by: Phil Raker <phadr1@yahoo.com>
Rick,
You may be doing nothing wrong at all. That's especially true if you're
building from a ZAC kit!
I'm certain that the 701 kit is the same as my 601 kit in that the leading
edge skins are partially pre-bent at the tightest part of the bend. Om one of
my leading edge skins, that bend was in the wrong place. My skin came up
approximately 5-8cm short! You read that correctly, about 10 times your error.
I called ZAC< talked to Linda, who relayed the situation to Nicholas. He
said OK to replacing the skin. They still had one large box of stuff to send
to me, so they added it to that box to save on crating & shipping costs.
If it's obvious that they have made a mistake, ZAC will admit it and make
it right. Check the dimensions thoroughly. If ZAC made the skin incorrectly,
I think they'll send you another one.
Phil Raker N556P HDS/Stratus ~85% completed
> --> Zenith-List message posted by: Rick <n701rr@yahoo.com>
>
> Guys,
> What am I doing wrong?
>
> I attached the nose skin to the bottom spar cap and ribs as instructed but
> when I go to form it into the leading edge, I come up about 5-8mm shy if my
> needed rivet line on the top side spar cap.
>
__________________________________
http://my.yahoo.com
Message 7
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| Subject: | Re: steering rods |
--> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
I can't agree with that unless you really know welding. If you do, grind
the weld down, slide a short tube over it with the weld in the center and
weld both ends. Larry N1345L
----- Original Message -----
From: "Brett " <brett@hog-air.com>
Subject: Re: Zenith-List: steering rods
> --> Zenith-List message posted by: "Brett " <brett@hog-air.com>
>
> Cut the head off a fine thread bolt and weld the threads to a plain
> rod.
>
> > --> Zenith-List message posted by: Flydog1966@aol.com
> >
> > The 701 uses 5/16-24 threaded rod for the steering rods. Where
> does one
> > find this elusive fine pitch threaded rod? Not my neighborhood
> hardware
> > store,Grainger, or Aircraft Spruce. Tried to thread a 5/16 rod, but
> that die is
> > kickin' my butt.Maybee
> > 'cause I'm using a wrench to turn it,instead of the proper handle?
> (It will
> > not go on
> > perpendicular to the rod) Any sugestions? do not archive
> >
> >
> > _-
> =====================================================================
> > _-> _-
> =====================================================================
> > _-
> =====================================================================
> > _-
> =====================================================================
> >
> >
> >
> >
> >
> >
>
> Thanks
> Brett Ray
> www.hog-air.com
>
>
Message 8
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--> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
About the only way you could lose a wing or elevator in a 701 is to have a
mid-air. One part of the 701 I really like is the elevator control system,
it appears to be pretty much bullet proof. Plus you should remove the
belly service door and check stuff once in a while. One little trick I used
on my gryos and will use on my 701 is to paint mark every nut and bolt. Get
one of those little tubes with a brush in it, of automotive red touch up
paint you can get at Wally World and run a line from the nut to the bolt or
whatever. That way you can tell at a glance if something has moved.
However, if one feels comfortable with a BRS, then go for it. From what I
have studied and found out a 701 doesn't stall in the traditional manner and
go into a spin, it just flutters, comes down sorta like a kit. That doesn't
apply to any other aircraft that I know of. So if I am wrong, someone
please set me straight. I'd rather be wrong than dead.
Larry N1345L
----- Original Message -----
From: "Jim Pellien" <jim@pellien.com>
Subject: RE: Zenith-List: CH701 BRS
> --> Zenith-List message posted by: "Jim Pellien" <jim@pellien.com>
>
> What happens if you lose a wing or the elevator? There certainly is a
> place for an All-Airplane chute of the type BRS and GRS produce, when
> there is no possibility for a controlled landing.
>
> Jim
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry
> Martin
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: CH701 BRS
>
> --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
>
> Now that I know what one is, I guess a "BRS" wasn't in my things to
> consider
> for a 701, therefore "BRS" didn't register with me. I think you could
> land
> slower in 701 without a "BRS" and have some sort of control, than you
> could
> with a "BRS" and have zero control. Larry N1345L
>
>
> I fire when things go really wrong, Brings you down plane an all.
> > Dont know why onyone wants to put this on a 701 though, you can land
> almost anywhere.
> > Dirk
> > 701.
> > ----- Original Message -----
> > From: Larry Martin
> > To: zenith-list@matronics.com
> > Sent: Friday, November 26, 2004 3:42 PM
> > Subject: Re: Zenith-List: CH701 BRS
> >
> >
> > --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
> >
> > OK, it's too early in the morning, what is BRS? I probably know,
> just
> don't
> > know I know, you know. I may even have two or three of them.
> >
> > Larry N1345L
> >
> > ----- Original Message -----
> > From: "Roma L. Skinner" <roma@airmail.net>
> > To: <zenith-list@matronics.com>
> > Subject: Zenith-List: CH701 BRS
> >
> >
> > > --> Zenith-List message posted by: "Roma L. Skinner"
> <roma@airmail.net>
> > >
> > > First post to list,
> > >
> > > Anyone operating CH701 with BRS, what model of BRS? installation
> ideas
> > etc.
> > >
> > > Thanks
> > > R. Skinner
> > >
> > >
> >
> >
>
>
Message 9
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
There is no logical reason it shouldn't, you might have to adjust you CG.
You should pick you some speed too. If you really don't want the slats you
might consider not having the slats to stand off, just attack flush to the
leading edge. Larry N1345L
----- Original Message -----
From: "Jake Reyna" <jake@lockhart-tx.com>
Subject: Zenith-List: 701 Leading Edge Slats
> --> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
>
> I'm bored, can't even take the boat out because of the wind ....
>
> Here's a question to help burn some holiday calories.
>
> Has anyone flown the 701 without leading edge slats? Zenith states "The
> disadvantage of leading-edge slats is that the air acceleration in the
slot
> requires energy (it creates additional drag)" My warped thinking tells me
> that the wing would still fly, but you would lose the STOL performance. I
> live in Texas, the shortest airfield I'm going to fly into will be at
least
> 3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
> unobstructed. The 701 is a great airplane, but what if you don't need the
> high lift? There's no doubt that take off roll would increase, as would
> stall speed, but that's not an issue. Would the airplane fly safely? What
> about using vortex generators instead of leading edge slats?
>
> I have an enquiring mind .... And time on my hands :-)
>
> Jake
>
>
Message 10
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| Subject: | Re: Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Michel,
I hope you find out which component provided the increased rpm.
Recently, I was working out a roughness in the engine and use the
dual pickup, TP45, IC107coils setup you describe but the miss continued
and rpms didn't seem as strong, even at timing variations. Then, I replaced
the distributor case and advance counter-weights with the originals that
came
with the Stratus and the engine is much stronger, steady firing and smooth.
I see a difference in shape of the original from the other ND advance
counterweights, but wouldn't have concluded performance would vary
but it did. The dual pickup, TP45, IC107s don't seem to have been the
problem, but something in the distributor shell, shaft, reluctor and
flyweights was.
Larry McFarland
----- Original Message -----
From: "Michel Therrien" <mtherr@yahoo.com>
Subject: Zenith-List: Subaru ICM failure? and ignition performance
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> I noticed that several people had failures with the
> Subaru Nippodenso ignition control module. Was the
> module used with the Subaru Nippodenso K31 coil (the
> stock coil)? Or with something else?
>
> My aircraft flew about 80 hours this year and during
> all that time, we were dissatisfied with engine
> performance. I tried replacing cyl. heads, tuning
> carb, reajusting lifters, tuning exhaust, I even
> dismantled the engine and had it checked at the
> machine shop.
>
> Yesterday, I decided to try the stock Subaru ignition
> system in lieu of the ND pickup/TP45/IC107
> combination. With the GM HEI system, I obtained 4300
> rpm static on the ground (plane attached). Well,
> with the Subaru ignition, I got 5050 rpm (you read
> right 700+ additional static rpms)!!! This is not the
> same engine at all!! I did not check timing or
> temperatures or anything as I was too excited to
> think. It just seems that my performance problem may
> be a thing of the past.
>
>
> Michel
>
Message 11
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| Subject: | Re: 701 Wing Nose Skin |
--> Zenith-List message posted by: RURUNY@aol.com
Phil,
This is a link to a photo album showing how I strapped mine.
http://share.shutterfly.com/osi.jsp?i=EeBM2LNo3Ysn-Q¬ag=1
The wing is supported on vinal posts as I kept everything clecoed on the bottom
till I was done with the skins. The posts are screwed to the table at each end.
I screwed wood down the whole trailing edge to keep the wing from sliding backward.
The red straps start from the bottom of the table, across the top of the wing and
back down to the opposite side of the table. When you tighten these down, they
basically pull the skin down across the wing. The yellow straps start at the
wood by the trailing edge, go around the wing and back to the trailing edge.
The wood supports the ratchet of this strap. This strap pulls the leading edge
backwards towards the ribs.
I used many of these straps 8 total to pull that leading edge back to the proper
place. Until I did this, I ran into the same problem as you.
Also make sure the leading edge skin is the proper width.
There is not too much overlap of the bottom spar cap and skin.
These are unlikely. If you can get backward force on that skin
spread over many straps(to prevent damage)you will find the skin ends up on your
rivet line. I found all of this very time
consuming but the end result was terrific.
Brian Unruh
Message 12
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| Subject: | 701 Leading Edge Slats |
--> Zenith-List message posted by: "Robert Eli" <robert.eli@adelphia.net>
I talked to Chris Heintz about the design details of the 701 airfoil and
origins of the slat during AirVenture this past summer. He used a very old
classic airfoil, the NACA 640-18. The slat slot was created by simply taking
the standard airfoil cross section drawing and adding a properly shaped
channel from the lower side to the upper side of the airfoil. Thus, the
slat is the nose portion of the standard NACA 640-18 airfoil. If you remove
the slat, you have, for all practical purposes, cut the nose off the
airfoil. If you look at the airfoil shape from the slot back, it has a very
blunt nose and is not an acceptable airfoil. In my opinion, in removing the
slat, some effective wing area is lost (the slat produces some lift on its
own)and the very blunt nose will result in very unsatisfactory performance,
possibly very dangerous. I suspect the stall characteristics might be very
poor, and certainly unpredictable. My advice is NOT TO REMOVE THE SLAT.
The proper modification (if one must) is to build covers for the slat slots,
which maintains the original NACA 640-18 shape. Of course, by removing the
slots, the lift distribution and behavioral characteristics of the airfoil
are changed, and the aircraft flight characteristics will be significantly
affected. I have been toying with the idea of making removable slat slot
covers, but have given it up because of the danger of flying the same
aircraft with drastically different low speed handling characteristics,
depending on whether the covers are on or off. I'm an "absent-minded
professor", and I'm afraid that I might react to an emergency as if the
plane were in the opposite wing configuration.
Bob Eli
CH-701
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry Martin
Subject: Re: Zenith-List: 701 Leading Edge Slats
--> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
There is no logical reason it shouldn't, you might have to adjust you CG.
You should pick you some speed too. If you really don't want the slats you
might consider not having the slats to stand off, just attack flush to the
leading edge. Larry N1345L
----- Original Message -----
From: "Jake Reyna" <jake@lockhart-tx.com>
Subject: Zenith-List: 701 Leading Edge Slats
> --> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
>
> I'm bored, can't even take the boat out because of the wind ....
>
> Here's a question to help burn some holiday calories.
>
> Has anyone flown the 701 without leading edge slats? Zenith states "The
> disadvantage of leading-edge slats is that the air acceleration in the
slot
> requires energy (it creates additional drag)" My warped thinking tells me
> that the wing would still fly, but you would lose the STOL performance. I
> live in Texas, the shortest airfield I'm going to fly into will be at
least
> 3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
> unobstructed. The 701 is a great airplane, but what if you don't need the
> high lift? There's no doubt that take off roll would increase, as would
> stall speed, but that's not an issue. Would the airplane fly safely? What
> about using vortex generators instead of leading edge slats?
>
> I have an enquiring mind .... And time on my hands :-)
>
> Jake
>
>
Message 13
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| Subject: | RE: 701 Leading Edge Slats |
--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
Thanks for the input Bob and Larry. I was having similar thoughts, but I'm
not an expert. Since there is an air pressure slat wing available
aftermarket, my first thought was to make some sort of ground adjustable
retraction system that would allow you to fly one way or the other. This
seems like the safest approach. The other, to keep the original airfoil,
would be to build some sort of slat covers like Bob mentioned. The goal
would be to reduce drag thereby reducing the power required. Less power,
less fuel, more time in the air .....
I have a XL on order, but am having second thoughts based on comments
recently on the list. My wife and I like go sightseeing and we've been
discussing the type of flying we would actually do on a regular basis. We're
leaning more to low and slow with a high wing for a better view. The 701
doesn't require any modifications .... It's just nice to know the
possibilities.
Thanks again for the info.
Jake
Message 14
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| Subject: | Re: steering rods |
--> Zenith-List message posted by: "Scott Laughlin" <cookwithgas@hotmail.com>
Guys:
I've been following this thread and want to thank you for the input. I have
been wanting to come up with a clever idea for some time for these rods, but
only just now came up with what I want to do thanks to your input.
I'll take a plain rod a little larger in diameter than 5/16 and bore a hole
the end. I'll then turn down a fine-thread bolt to fit in the hole on my
lathe, slide it in the hole and gas-weld it together. It's similar to this
photo, but smaller and the head will be turned all the way down. (The photo
was for my flap mechanism.)
http://www.cooknwithgas.com/11_21_04_Adjuster.JPG
This way it will have extra strength and be very straight. Also the threads
won't be rubbing on the seals while in use (in the case of the all-thread).
Larry- your tube idea is a good one in case a lathe is not available.
Thanks again for the discussion,
Scott Laughlin
N5SL (Reserved)
http://www.cooknwithgas.com/
Finishing up baggage floor installation (601XL)
----Original Message Follows----
From: "Larry Martin" <lrm@isp.com>
Subject: Re: Zenith-List: steering rods
--> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
I can't agree with that unless you really know welding. If you do, grind
the weld down, slide a short tube over it with the weld in the center and
weld both ends. Larry N1345L
----- Original Message -----
From: "Brett " <brett@hog-air.com>
Subject: Re: Zenith-List: steering rods
> --> Zenith-List message posted by: "Brett " <brett@hog-air.com>
>
> Cut the head off a fine thread bolt and weld the threads to a plain
> rod.
Message 15
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: JERICKSON03E@aol.com
In a message dated 11/27/2004 9:04:56 AM Central Standard Time, lrm@isp.com
writes:
I
> live in Texas, the shortest airfield I'm going to fly into will be at
least
> 3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
> unobstructed.
What is the shortest field that you will make an emergency landing on?
Changing air foil shape would really put us into the EXPERIMENTAL { in BIG
caps } part of the sport. Not to mention the C of G thing.
Happy Holidays.
Message 16
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--> Zenith-List message posted by: Rmtnview@aol.com
Have any of you 701 guys looked at the corvair? In the past few weeks, I've
seen some discussion from 601 builders but I'm most likely going to build a
701 and the more I look at the corvair engine the better it looks. Dick Proos
is our EAA chapter president and he's going to put one in his 601. I'd like to
hear some pros and cons from any 701 builder or stalker that has taken an
honest look at the corvair engine. The ZAC 701 web site states that it is
designed for engines up to 185 lbs. From what I can tell, the corvair is going
to
be right at 200-205 lbs. Having said that, I looked at the photo section in
701 engine installations and there I saw several Subaru's, continentals, etc.,
and I know the soob is heavier than the corvair. I was surprised to see a wt
recommendation for the 601 at 300 lbs max, wow, that gives some leeway
there. Too bad I have to have a high wing airplane.
Thanks in advance. rog
Message 17
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| Subject: | Lister Comments - Please Support The Lists |
--> Zenith-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
Wow! People have been including some very nice comments along with their
Contributions lately! I've included another set of below and will send
another set in a couple of days.
Guys, I really appreciate your kind words and support. In the last few
days, the contributions have really started to come in and its looking like
support this year may slightly surpass last year's. There's still a few
days left in this year's Fund Raiser, so if you've been waiting until the
last minute to make your Contribution, now's the time!
Make Your Contribution Today: http://www.matronics.com/contribution
Thank you!
Matt Dralle
Email List Administrator
----------------- More of What Listers Are Saying... --------------------
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Robert G.
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Great service!
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I have made some great friends, because of it!
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Great resource!!
Richard S.
I learn something of value every time I read the messages.
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Great list!
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Now that I am close to completion of my [homebuilt], I look back
and wonder how I could ever have made it this far without [the Lists].
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Outstanding site and administration.
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Great forum for our projects.
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I have become a List Addict!
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A very helpful resource for me.
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Great for staying up on the latest.
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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
Message 18
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| Subject: | Re: 701 Top lexan installation |
--> Zenith-List message posted by: Doon47@aol.com
Brian - I just cut it with a 5" ryobi skill saw. If you find the edges sharp
or rough you can polish them with a light abraisive pad on an air tool. Chip
Muldoon 701 SP 912s - wiring.
Message 19
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: Ken Lyons <krl55@ccser.com>
I was under the impression that at cruise angle of attack, there was
very little drag penalty for the slats. I think this was because there
is little air flow through the slat at that AOA. I would be interested
to hear of the results of an A-B comparison between a plane with its
slats open and covered.
Ken Lyons
701 kit
Robert Eli wrote:
> --> Zenith-List message posted by: "Robert Eli" <robert.eli@adelphia.net>
>
>
> I talked to Chris Heintz about the design details of the 701 airfoil and
> origins of the slat during AirVenture this past summer. He used a very old
> classic airfoil, the NACA 640-18. The slat slot was created by simply taking
> the standard airfoil cross section drawing and adding a properly shaped
> channel from the lower side to the upper side of the airfoil. Thus, the
> slat is the nose portion of the standard NACA 640-18 airfoil. If you remove
> the slat, you have, for all practical purposes, cut the nose off the
> airfoil. If you look at the airfoil shape from the slot back, it has a very
> blunt nose and is not an acceptable airfoil. In my opinion, in removing the
> slat, some effective wing area is lost (the slat produces some lift on its
> own)and the very blunt nose will result in very unsatisfactory performance,
> possibly very dangerous. I suspect the stall characteristics might be very
> poor, and certainly unpredictable. My advice is NOT TO REMOVE THE SLAT.
>
> The proper modification (if one must) is to build covers for the slat slots,
> which maintains the original NACA 640-18 shape. Of course, by removing the
> slots, the lift distribution and behavioral characteristics of the airfoil
> are changed, and the aircraft flight characteristics will be significantly
> affected. I have been toying with the idea of making removable slat slot
> covers, but have given it up because of the danger of flying the same
> aircraft with drastically different low speed handling characteristics,
> depending on whether the covers are on or off. I'm an "absent-minded
> professor", and I'm afraid that I might react to an emergency as if the
> plane were in the opposite wing configuration.
>
> Bob Eli
> CH-701
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry Martin
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: 701 Leading Edge Slats
>
> --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
>
> There is no logical reason it shouldn't, you might have to adjust you CG.
> You should pick you some speed too. If you really don't want the slats you
> might consider not having the slats to stand off, just attack flush to the
> leading edge. Larry N1345L
> ----- Original Message -----
> From: "Jake Reyna" <jake@lockhart-tx.com>
> To: <Zenith-List@matronics.com>
> Subject: Zenith-List: 701 Leading Edge Slats
>
>
>
>>--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
>>
>>I'm bored, can't even take the boat out because of the wind ....
>>
>>Here's a question to help burn some holiday calories.
>>
>>Has anyone flown the 701 without leading edge slats? Zenith states "The
>>disadvantage of leading-edge slats is that the air acceleration in the
>
> slot
>
>>requires energy (it creates additional drag)" My warped thinking tells me
>>that the wing would still fly, but you would lose the STOL performance. I
>>live in Texas, the shortest airfield I'm going to fly into will be at
>
> least
>
>>3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
>>unobstructed. The 701 is a great airplane, but what if you don't need the
>>high lift? There's no doubt that take off roll would increase, as would
>>stall speed, but that's not an issue. Would the airplane fly safely? What
>>about using vortex generators instead of leading edge slats?
>>
>>I have an enquiring mind .... And time on my hands :-)
>>
>>Jake
>>
>>
>
>
>
>
>
>
>
>
>
Message 20
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| Subject: | Balancing a wood propeller |
--> Zenith-List message posted by: James Sagerser <alaskajim@cox.net>
I have a 701CH with a Tennessee wood propeller. I've noticed it is
slightly heavy on one side when I did a knife edge static balance. What
is the proper way to rebalance? I've tried to add washers to the light
side but it's too out of balance for the fine adjustment. Do I remove
material from the trailing edge on the heavy tip? Thanks for your
response. Jim
Message 21
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| Subject: | Re: Spotlight on Chris Heintz in KITPLANES! |
Seal-Send-Time: Sat, 27 Nov 2004 15:11:55 -0600
--> Zenith-List message posted by: <PAULROD36@msn.com>
Amen on that article, the series is a good primer on welding pros and cons. Scott,
if you're listening (reading), it would be good to know who you got your
mail order components from. Those prices sound really good.
Paul Rodriguez
601XL, Corvair-ed
About to start cutting and welding rudder pedals, stick, etc.
----- Original Message -----
From: Jon Croke<mailto:jon@joncroke.com>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Friday, November 26, 2004 7:54 PM
Subject: Zenith-List: Spotlight on Chris Heintz in KITPLANES!
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com<mailto:jon@joncroke.com>>
Notice to all Zen builders....
There is a wonderful spread in Kitplanes that just arrived.... Designer spotlight
on Chris Heintz... lots of photos, history, and details..
After reading that... I was about to put the mag down... when lo and behold...
there was the followup article from our own Scott Laughlin (601 scratch man)
on gas welding part II, including a photo of Scott himself.... in dark glasses...
Have to keep this issue... the rest can go...
Jon
www.CH701.com<http://www.ch701.com/>
Message 22
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Seal-Send-Time: Sat, 27 Nov 2004 15:31:32 -0600
--> Zenith-List message posted by: <PAULROD36@msn.com>
Rog, I think it may have been a year or two ago, but I think someone on the list
mentioned asking ZAC about putting the Corvair in a 701, and got a negative
recommendation. My recollection isn't all that clear, but I think I recall them
saying the airframe wasn't designed for that kind of weight and mass. Maybe
someone can recall the thread? It would be a neat engine, but IMO what would
be the point of putting all those horses into an 85mph plane? Vertical takeoff
is the only thing that comes to mind.
Paul Rodriguez
601XL Corvair
----- Original Message -----
From: Rmtnview@aol.com<mailto:Rmtnview@aol.com>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Saturday, November 27, 2004 1:32 PM
Subject: Zenith-List: corvair
--> Zenith-List message posted by: Rmtnview@aol.com<mailto:Rmtnview@aol.com>
Have any of you 701 guys looked at the corvair? In the past few weeks, I've
seen some discussion from 601 builders but I'm most likely going to build a
701 and the more I look at the corvair engine the better it looks. Dick Proos
is our EAA chapter president and he's going to put one in his 601. I'd like
to
hear some pros and cons from any 701 builder or stalker that has taken an
honest look at the corvair engine. The ZAC 701 web site states that it is
designed for engines up to 185 lbs. From what I can tell, the corvair is going
to
be right at 200-205 lbs. Having said that, I looked at the photo section in
701 engine installations and there I saw several Subaru's, continentals, etc.,
and I know the soob is heavier than the corvair. I was surprised to see a wt
recommendation for the 601 at 300 lbs max, wow, that gives some leeway
there. Too bad I have to have a high wing airplane.
Thanks in advance. rog
Message 23
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--> Zenith-List message posted by: Rmtnview@aol.com
Thanks Paul,
I've already heard from a couple of guys (off list) that are putting a
corvair on their 701's. I'd be interested to know if you or any of you other guys
had been to William Wynns Corvair College. And any information, ADVISE, that
you could throw my way would be coveted. It looks like we'll be doing the 701
and not the 801. I can get in the air for a lot less money if we make that
change. My son and I went to Osh in '98 just to look at the 701 and we bought
the plans while we were there, but over time decided to do the 801. Now he's
into something else that takes ALL his money (girls) and I'm back to doing
this solo. So, 701 it is. I have an 801 tail kit that is for sale. $800, it's
still in the crate, never started. Our local airport NC14 has a runway that is
8 foot wide and 30 foot long with a stream running down one side and a ditch
on the other with buildings very close on BOTH sides. Vertical takeoff is not
a bad idea. Thanks again. rog
Message 24
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--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
Here's a quote from http://www.flycorvair.com "The Heintz family tells me
that the 701 was engineered for lighter motors. Although they have flown
with engines like the O-200, which are in the same weight category as the
Corvair, the family feels that 701 builders should really stay with lighter
motors."
Ready to fly weight of the Corvair will be at least 220 pounds according to
the site.
Jake
Message 25
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--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
Another option for the 701 would be the AeroVee 2002
http://www.aeroconversions.com/ 2180cc, 80hp, 161 lb VW conversion that you
assemble for $5,700. This could be a sweet package .....
Jake
Message 26
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--> Zenith-List message posted by: Flydog1966@aol.com
Thanks to everyone that responded to my question. I had considered welding
a bolt to the rod, but only if I could find that piece of 3/8" i.d. tubing to
use as a sleeve welded over it. Never did find it,and I wont clean the shop
'till this projects done. So ended up spending the big bucks for the right tool
to hold the die,$7.49, ouch!
Threaded the first rod fine, but the other one did'nt come out as well.
Oh-well,
good enough, not building a jet fighter right?
do not archive this drivel
Message 27
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|
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=FaAKzFoCoPRcQY3APOfMFo6FQF4zwFFsS75x931su5NITgUFN0RIeSGsGVuWSkIVDdKeOwcR1y9qSoQWL/GRzrc3A9okRcmXDL1mvCHMNsD5wXYWphE2dRhXUdSEER53FPCrATApkfnQBTQ2k7SfFsUC06ylF3b5LYwqzKdQZTo=
;
| Subject: | Re: Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
Hi Larry,
Today, I went back to airport to look at my
installation some more before doing the conversion. I
could not replicate the results I got yesterday... to
the point I'm wondering if I only had such dream. I'm
puzzled. Today, both Subaru and HEI ignition systems
were showing the same performance.
Michel
--- Larry McFarland <larrymc@qconline.com> wrote:
> --> Zenith-List message posted by: "Larry McFarland"
> <larrymc@qconline.com>
>
> Michel,
> I hope you find out which component provided the
> increased rpm.
> Recently, I was working out a roughness in the
> engine and use the
> dual pickup, TP45, IC107coils setup you describe but
> the miss continued
> and rpms didn't seem as strong, even at timing
> variations. Then, I replaced
> the distributor case and advance counter-weights
> with the originals that
> came
> with the Stratus and the engine is much stronger,
> steady firing and smooth.
> I see a difference in shape of the original from the
> other ND advance
> counterweights, but wouldn't have concluded
> performance would vary
> but it did. The dual pickup, TP45, IC107s don't
> seem to have been the
> problem, but something in the distributor shell,
> shaft, reluctor and
> flyweights was.
>
> Larry McFarland
>
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
Message 28
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: Hal Rozema <hartist1@cox.net>
Some months ago, someone wrote an e-mail about actual wind tunnel
analysis of a slated airfoil.
He was either a college student with access to the facility or an
engineer with a company tunnel. I recall they also used a computer flow
program to study the issue as well.
Results were inconclusive. The difference in cruise attitude was too
small to be of significance or with in the range of error.
For one thing, the higher the cruising speed the less variation could be
detected.
As far as the result in a real world test plane..... So far I have not
found a single experiment where the Zenith slat wing was replaced with a
similar unslated airfoil, same square footage and tip and then tested.
For the test to mean anything everything else has to be kept constants.
Same weight, same altitude, same engine, same prop, same RPM, same
temperature, same fuel, same everything. Home builders always want to
add something else at the same time, new prop, BIG wheels, wheel pants,
bubble doors.... something.. Use GPS not IAS.
"It seems faster" is not a valid test result either. 10 to 15 MPH
slower stalling speed or controllable air speed with the slats is still
anecdotal but it IS valid.
Meanwhile, if you have the money and want to experiment, no one outside
of your household will object. Just realize that any combination of
bits and pieces makes you the designer and head experimenter... to
paraphrase "Ya'll be Kerful, Hear!"
Hal
ThePlaneFolks.Net
Message 29
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--> Zenith-List message posted by: "Chris Boultinghouse" <sonex260@austin.rr.com>
IMO, the AeroVee would NOT make a good choice for the 701. It works well on
high-speed designs like the Sonex, but for a slow and draggy design like the
701, the high rpm and small prop will not give the kind of climb performance
the airframe deserves.
Perhaps a better VW-derivative would be one fitted with the reduction drive
unit by Great Plains:
http://www.greatplainsas.com/scpg12a.html
and
http://www.greatplainsas.com/vwreduction.html
There is at least one 701 flying with this package already. I do not know if
the owner is on the list.
-Chris
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com]On Behalf Of Jake Reyna
> Sent: Saturday, November 27, 2004 4:23 PM
> To: Zenith-List@matronics.com
> Subject: Zenith-List: Re: corvair
>
>
> --> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
>
> Another option for the 701 would be the AeroVee 2002
> http://www.aeroconversions.com/ 2180cc, 80hp, 161 lb VW
> conversion that you
> assemble for $5,700. This could be a sweet package .....
>
> Jake
Message 30
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--> Zenith-List message posted by: Ozarkseller2@aol.com
In a message dated 11/27/2004 3:58:01 PM Central Standard Time,
Rmtnview@aol.com writes:
> I've already heard from a couple of guys (off list) that are putting a
> corvair on their 701's. I'd be interested to know if you or any of you other
> guys
> had been to William Wynns Corvair College. And any information, ADVISE,
> that
> you could throw my way would be coveted.
I camped (literally, in my pickup) at Corvair College # 8, and stayed on an
extra week to finish my Wheelerized 2900. My advise would be to attend if you
are interested in building a Corvair. I've made a lot of bad mistakes in my
life, and just a few good ones, but attending the College now feels like the best
decision of my life. The knowledge gained from the highly professional
Corvair Authority crew, with their devoted attention to meticulous detail is
astounding, and well above and beyond what one can gain just from reading the WW
Manual and other Corvair references.
I'm now sure that no mistakes were made in my engine assembly, and look
forward to flying behind an engine with which I will feel more comfortable than
with any much more expensive certified engine, or with any less reliable other
auto conversion. I'm a happy camper!
Message 31
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| Subject: | Re: Balancing a wood propeller |
--> Zenith-List message posted by: "Steve Dixon" <dix39@charter.net>
Jim,
I think if it's close already, just adding a little compatible paint/varnish
to the light side would do it.
Good luck with it.
Steve
DO NOT ARCHIVE
----- Original Message -----
From: "James Sagerser" <alaskajim@cox.net>
Subject: Zenith-List: Balancing a wood propeller
> --> Zenith-List message posted by: James Sagerser <alaskajim@cox.net>
>
> I have a 701CH with a Tennessee wood propeller. I've noticed it is
> slightly heavy on one side when I did a knife edge static balance. What
> is the proper way to rebalance? I've tried to add washers to the light
> side but it's too out of balance for the fine adjustment. Do I remove
> material from the trailing edge on the heavy tip? Thanks for your
> response. Jim
>
>
Message 32
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| Subject: | Re: GAS WELDING SUPPLIES |
--> Zenith-List message posted by: "Scott Laughlin" <cookwithgas@hotmail.com>
Paul:
I'm here. There's a website called tinmantech.com
(http://www.tinmantech.com/) where I got the torch, regulators and hose. I
got my bottles and flashback arrestors on Ebay. The dolly, fire
extinguisher and toolbox came from Lowes. I did a quick search on
"Acetylene tank" and found several with free shipping to 48 states. I
recommend the larger Acet. tank (75 CF) - mine is smaller than I like and
I've had to re-fill it once already.
Enjoy building your pedals.
Scott Laughlin
Baggage Floor finally installed permanently
http://www.cooknwithgas.com/
----Original Message Follows----
From: <PAULROD36@msn.com>
Scott, if you're listening (reading), it would be good to know who you got
your mail order components from. Those prices sound really good.
Paul Rodriguez
601XL, Corvair-ed
About to start cutting and welding rudder pedals, stick, etc.
Message 33
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| Subject: | Tiny Tack Question |
--> Zenith-List message posted by: gpjann@juno.com
Need your help as I can't find the installation instructions for my Tiny
Tack.
Need to know how to install the Tiny Tack.
Thanks,
Greg Jannakos
Message 34
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| Subject: | Tiny Tack Question |
--> Zenith-List message posted by: gpjann@juno.com
Need your help as I can't find the installation instructions for my Tiny
Tack.
Need to know how to install the Tiny Tack.
Thanks,
Greg Jannakos
Message 35
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| Subject: | 701 Corvair solution |
--> Zenith-List message posted by: Rmtnview@aol.com
I've got it, why didn't I figure this out before, I'm an idiot. I'll put the
WW corvair up front, the 801 tail on it to counterbalance for CG, replace
the wheels with skis (short ones, weight ya know), and no instruments, (who
needs'em). I've got some bubble wrap I can use for seat cushions. No paint. I
can use a cell phone taped to the inside wall for the ELT. (I've got a big old
analog one). No doors. No windshield for that matter, I've got goggles. Only
need one fuel tank, what with no windshield, I won't be up there for very
long stretches.
Let's see.....weight.....weight...OH Yeah, I could fly naked, shave my head,
chest, back, butt. Naaaaah, I'll stop at the back.
I'll have to put some reeeeeal long legs on it for those skis, cause by now
I can put a chevy 427 on it turning a C-130 prop. So keep your ol' stupid
corvair engine. I'll see up there (when it's warm).
rog
Message 36
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--> Zenith-List message posted by: "Randy Stout" <n282rs@earthlink.net>
Rog
I had one of the Greatplains VW with redrive on my Zodiac. It was way too
slow for a Zodiac, but I always thought it would work good on a 701. With
the VW, my Zodiac had a cruise speed around 85 mph. I tried a couple of
props on it. One gave me a top speed of 105 mph, but it had too much pitch
and loaded down the engine too much. One of the good things about the VW
was that it's takeoff roll and climb was amazing. It is definitely STOL.
The down side is that you can't leave all that power in because the VW
heads are not capable of cooling that much power. After clearing the
pattern, you have to back off to cruise RPM. Climb is slow 100-200 fpm at
that point.
Randy Stout
n282rs"at"earthlink.net
www.geocities.com/r5t0ut21
> Perhaps a better VW-derivative would be one fitted with the reduction
drive
> unit by Great Plains:
>
> http://www.greatplainsas.com/scpg12a.html
> and
> http://www.greatplainsas.com/vwreduction.html
>
> There is at least one 701 flying with this package already. I do not know
if
> the owner is on the list.
Message 37
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--> Zenith-List message posted by: "John Fulp" <jrfulp@ncia.net>
All included,
I'm building a CH701 and have watched the list while I'm not at sea. My main concern
is the engine
for this aircraft. I'm not inclined for the 912 or the Jabiru (both great engines)
, but everything else has a weight problem. I would like to use the CAM100
which is about 70 lbs over weight . I could help the CG buy moving the engine
mounts back about 6" and installing the radiator under the fuselage but at 6'3
and 220 I don't have much room to play with and on top of that I would like
to use floats at some time for my camp in Maine.
So, I would like others who have gone through the same problem to send me an e-mail......
if you don't get a return you will know I'm in the Mid-East and should
be back by late Feb.
Larry you have great website........
John
Message 38
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--> Zenith-List message posted by: "Patrick Panzera" <panzera@experimental-aviation.com>
> > I've already heard from a couple of guys (off list) that are putting a
> > corvair on their 701's. I'd be interested to know if you or any of you other
> > guys had been to William Wynns Corvair College. And any information, ADVISE,
> > that you could throw my way would be coveted.
>
> I camped (literally, in my pickup) at Corvair College # 8, and stayed on an
> extra week to finish my Wheelerized 2900. My advise would be to attend if you
> are interested in building a Corvair.
Although it's not a full blown Corvair College, 4 of us are getting together at
the AEE hangar (in Hanford CA) this coming weekend (Dec 3-5) to assemble our
engines, and several others will be there taking their core engines apart. The
guys who built the Wheelerized 2900 will be there. The "event" will be similar
to Corvair College #5 (held in Hanford this past Jan) but with out William
Wynne. http://www.experimental-aviation.com/Corvair/WCCCEvent.html
We will be running engines too, if you've never heard an Corvair run.
I'll be building the Corvair engine for the official CONTACT! Magazine 601XL,
and while you are there, you can check out the freshly built (in the Czech
Republic) 601 we were donated.
If you'd like to attend, please contact me off the list.
Pat
editor@ContactMagazine.com
Message 39
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| Subject: | Re: Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Michel,
I believe the flyweight advance in the Stratus ignition
originally used was lubricated better with grease. Lots
found on the wall around the inside of the distributor.
My reluctor gap was checked at .008 and set with finger
pressure on the reluctor toward the pickups with .012 feeler
gage between when tightened. The timing is set 30-degrees
at 4500 rpm using a $23.00 induction timing light from Harbor
Freight. I'm going to order a Colortune plug from Bing Monday
to ascertain the specific mixture from idle to full throttle
at the smallest jet and fuel setting. It allows you to see the color
of the flame during running while adjusting the mixture. At $55,
it should be able to answer the complete EGT question.
Bing's number is 1-800-309-2464
Would like to see dry weather so I can fly these changes soon and
document the results.
Hope this info is useful.
Larry McFarland
----- Original Message -----
From: "Michel Therrien" <mtherr@yahoo.com>
Subject: Re: Zenith-List: Subaru ICM failure? and ignition performance
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> Hi Larry,
>
> Today, I went back to airport to look at my
> installation some more before doing the conversion. I
> could not replicate the results I got yesterday... to
> the point I'm wondering if I only had such dream. I'm
> puzzled. Today, both Subaru and HEI ignition systems
> were showing the same performance.
>
> Michel
>
Message 40
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| Subject: | Re: 701 Wing Nose Skin |
--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
Rick . . . the first thing to do is to check the width of the nose skin as
someone else suggested to make sure you're dealing with a full deck. If
width of the skin is short, then call the factory and ask for a replacement.
If it measures per the plans, then as Ed Kramer suggested you are probably
not snugging the skin tight enough against the very front edge of the nose
ribs where the bend around the ribs is severest. I checked this by pressing
the skin right nest to the flap brackets. If it is tight, there won't be
any give. If this is the problem, I found it helpful to put shorter pieces
of wood that fit between the slat brackets right on the nose and then to
apply pressure with the straps. Hold the wood in place with duct tape.It
does take a fair amount of strap pressure which should be applied a little
bit at a time up and down the entire wing. It does fit. Robert
Schoenberger. Finishing up the second 701 wing.
----- Original Message -----
From: "Rick" <n701rr@yahoo.com>
Subject: Zenith-List: 701 Wing Nose Skin
> --> Zenith-List message posted by: Rick <n701rr@yahoo.com>
>
> Guys,
> What am I doing wrong?
> I was having such a great day..everything on the right wing was going so
> great then WHAMMO! Brick wall time!
>
> I attached the nose skin to the bottom spar cap and ribs as instructed but
> when I go to form it into the leading edge, I come up about 5-8mm shy if
> my needed rivet line on the top side spar cap. I have used inch boards
> under my straps. I have stood on my head. I've had the skin off then on
> ...*&$%# I've lost it!
> I only have four straps however, so tomorrow I'll make sure I have a strap
> for every rib and give it all another shot.
>
> Any suggestions??
>
> Thanks in advance...
>
>
> Rick
> Orlando, FL
> http://www.geocities.com/n701rr/index.html
>
> ---------------------------------
>
>
>
Message 41
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--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
We have a special price right now on the 80HP Harley. $7500 We are
getting some of our cost down so we pass the savings along. You would
be at 195 lbs installed. A little heavy for the 701 but close.
Thanks
Brett Ray
www.hog-air.com
Message 42
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--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
We have a special price right now on the 80HP Harley. $7500 We are
getting some of our cost down so we pass the savings along. You would
be at 195 lbs installed. A little heavy for the 701 but close.
Thanks
Brett Ray
www.hog-air.com
Message 43
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--> Zenith-List message posted by: "Brett " <brett@hog-air.com>
We have a special price right now on the 80HP Harley. $7500 We are
getting some of our cost down so we pass the savings along. You would
be at 195 lbs installed. A little heavy for the 701 but close.
Thanks
Brett Ray
www.hog-air.com
Message 44
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| Subject: | Re: Balancing a wood propeller |
--> Zenith-List message posted by: James Sagerser <alaskajim@cox.net>
On 11/27/04 4:31 PM, "Steve Dixon" <dix39@charter.net> wrote:
> --> Zenith-List message posted by: "Steve Dixon" <dix39@charter.net>
>
> Jim,
> I think if it's close already, just adding a little compatible paint/varnish
> to the light side would do it.
>
> Good luck with it.
>
> Steve
>
> DO NOT ARCHIVE
>
>
> ----- Original Message -----
> From: "James Sagerser" <alaskajim@cox.net>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: Balancing a wood propeller
>
>
>> --> Zenith-List message posted by: James Sagerser <alaskajim@cox.net>
>>
>> I have a 701CH with a Tennessee wood propeller. I've noticed it is
>> slightly heavy on one side when I did a knife edge static balance. What
>> is the proper way to rebalance? I've tried to add washers to the light
>> side but it's too out of balance for the fine adjustment. Do I remove
>> material from the trailing edge on the heavy tip? Thanks for your
>> response. Jim
>>
>>
>
>
>
>
>
>
That worked beautifully. Thanks you. Jim
Message 45
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
At Oshkosh C. Heintz told me that a low angles of attack (cruise) the slat
does not funnel air and acts more like a leading edge. I'd be cautious
about changing the wing shape without talking to Heintz.
Chuck D.
N701TX
----- Original Message -----
From: "Ken Lyons" <krl55@ccser.com>
Subject: Re: Zenith-List: 701 Leading Edge Slats
> --> Zenith-List message posted by: Ken Lyons <krl55@ccser.com>
>
> I was under the impression that at cruise angle of attack, there was
> very little drag penalty for the slats. I think this was because there
> is little air flow through the slat at that AOA. I would be interested
> to hear of the results of an A-B comparison between a plane with its
> slats open and covered.
>
> Ken Lyons
> 701 kit
>
> Robert Eli wrote:
>
> > --> Zenith-List message posted by: "Robert Eli"
<robert.eli@adelphia.net>
> >
> >
> > I talked to Chris Heintz about the design details of the 701 airfoil and
> > origins of the slat during AirVenture this past summer. He used a very
old
> > classic airfoil, the NACA 640-18. The slat slot was created by simply
taking
> > the standard airfoil cross section drawing and adding a properly shaped
> > channel from the lower side to the upper side of the airfoil. Thus, the
> > slat is the nose portion of the standard NACA 640-18 airfoil. If you
remove
> > the slat, you have, for all practical purposes, cut the nose off the
> > airfoil. If you look at the airfoil shape from the slot back, it has a
very
> > blunt nose and is not an acceptable airfoil. In my opinion, in removing
the
> > slat, some effective wing area is lost (the slat produces some lift on
its
> > own)and the very blunt nose will result in very unsatisfactory
performance,
> > possibly very dangerous. I suspect the stall characteristics might be
very
> > poor, and certainly unpredictable. My advice is NOT TO REMOVE THE SLAT.
> >
> > The proper modification (if one must) is to build covers for the slat
slots,
> > which maintains the original NACA 640-18 shape. Of course, by removing
the
> > slots, the lift distribution and behavioral characteristics of the
airfoil
> > are changed, and the aircraft flight characteristics will be
significantly
> > affected. I have been toying with the idea of making removable slat slot
> > covers, but have given it up because of the danger of flying the same
> > aircraft with drastically different low speed handling characteristics,
> > depending on whether the covers are on or off. I'm an "absent-minded
> > professor", and I'm afraid that I might react to an emergency as if the
> > plane were in the opposite wing configuration.
> >
> > Bob Eli
> > CH-701
> >
> > -----Original Message-----
> > From: owner-zenith-list-server@matronics.com
> > [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry
Martin
> > To: zenith-list@matronics.com
> > Subject: Re: Zenith-List: 701 Leading Edge Slats
> >
> > --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
> >
> > There is no logical reason it shouldn't, you might have to adjust you
CG.
> > You should pick you some speed too. If you really don't want the slats
you
> > might consider not having the slats to stand off, just attack flush to
the
> > leading edge. Larry N1345L
> > ----- Original Message -----
> > From: "Jake Reyna" <jake@lockhart-tx.com>
> > To: <Zenith-List@matronics.com>
> > Subject: Zenith-List: 701 Leading Edge Slats
> >
> >
> >
> >>--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
> >>
> >>I'm bored, can't even take the boat out because of the wind ....
> >>
> >>Here's a question to help burn some holiday calories.
> >>
> >>Has anyone flown the 701 without leading edge slats? Zenith states "The
> >>disadvantage of leading-edge slats is that the air acceleration in the
> >
> > slot
> >
> >>requires energy (it creates additional drag)" My warped thinking tells
me
> >>that the wing would still fly, but you would lose the STOL performance.
I
> >>live in Texas, the shortest airfield I'm going to fly into will be at
> >
> > least
> >
> >>3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
> >>unobstructed. The 701 is a great airplane, but what if you don't need
the
> >>high lift? There's no doubt that take off roll would increase, as would
> >>stall speed, but that's not an issue. Would the airplane fly safely?
What
> >>about using vortex generators instead of leading edge slats?
> >>
> >>I have an enquiring mind .... And time on my hands :-)
> >>
> >>Jake
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 46
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=Yz8wV8V166Lbq5spQ/hLwbVNzr08+0xfJSKmzIpV4Vu8iU6GFsBLAE2l3Y8YCmfovIpyhJF4B3G1y/Y4M9osiYBA7qpx0UqBTIdIN8GXGjPQoJP2Mp5jp2gF/Lww8mp9IrQMTtCN/O6PyhYVcsVPznH8NO6yYwD/+gimhl4FskQ=
;
| Subject: | Re: Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
OK... but when the ICM failed, what coils were used?
what pickup? (I assume it was a subaru ND picktup)
Michel
--- Larry McFarland <larrymc@qconline.com> wrote:
> --> Zenith-List message posted by: "Larry McFarland"
> <larrymc@qconline.com>
>
> Michel,
> I believe the flyweight advance in the Stratus
> ignition...
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
Message 47
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| Subject: | Corvair for Zenith 701 |
--> Zenith-List message posted by: Howard Carter <howado@cwia.com>
All this talk of putting a Corvair engine in a CH701 reminds me of the
middle fifties when there was talk of putting a Cadillac engine in a
Crossley!
Howard Carter
Do Not Archive
Message 48
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|
| Subject: | Re: Tiny Tack Question |
--> Zenith-List message posted by: "Mike H" <mhilderbrand@cox.net>
I think you just wrap it around one of your plug wires then gound the other
cable.
Michael H
----- Original Message -----
From: <gpjann@juno.com>
Subject: Zenith-List: Tiny Tack Question
> --> Zenith-List message posted by: gpjann@juno.com
>
> Need your help as I can't find the installation instructions for my Tiny
> Tack.
> Need to know how to install the Tiny Tack.
> Thanks,
> Greg Jannakos
>
>
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