Today's Message Index:
----------------------
1. 03:43 AM - Re: Now part of the community of pilots! (Bob Miller)
2. 03:57 AM - Re: Zenith-List Digest: 23 Msgs - 12/21/04 (alex trent)
3. 04:38 AM - Redesigned 701 (John Fulp)
4. 05:38 AM - gear leg failure (Grant Corriveau)
5. 05:38 AM - Re: FAA inspection N601TD (Jim and Lucy)
6. 05:41 AM - Collapsed gear (Aaron)
7. 05:51 AM - Re: FAA inspection N601TD (ron dewees)
8. 06:07 AM - Re: gear leg failure (N5SL)
9. 07:09 AM - Re: gear leg failure (Hinde, Frank George (Corvallis))
10. 07:27 AM - Re: gear leg failure (Larry McFarland)
11. 07:42 AM - Rotax 912 vs 912S for the CH701 (Jeffrey A Beachy)
12. 07:59 AM - Re: FAA inspection N601TD (Michel Therrien)
13. 08:08 AM - Re: gear leg failure (N5SL)
14. 08:27 AM - Re: FAA inspection N601TD (Hinde, Frank George (Corvallis))
15. 08:37 AM - TD Gear (Brandon Tucker)
16. 08:44 AM - 701 Engine Choice.... (Zed Smith)
17. 09:18 AM - Re: TD Gear (Mike Fothergill)
18. 09:57 AM - 701 - Attaching O.B. Hinge Plate to Rib - Stabilizer Question (Tommy Walker)
19. 10:25 AM - Re: Now part of the community of pilots! (Kent Brown)
20. 11:00 AM - Re: TD Gear (ron dewees)
21. 12:54 PM - Re: TD Gear (Mike Fothergill)
22. 01:53 PM - CH801 for sale (Thomas Butler)
23. 02:14 PM - Re: Fligh Sim Zodiacs (Paul Hartl)
24. 02:58 PM - Re: 701 Engine Choice.... (RURUNY@aol.com)
25. 05:00 PM - Re: CH801 for sale (Jason Ready)
26. 05:37 PM - Re: 701 Engine Choice.... (Gary Gower)
27. 05:58 PM - Re: Re: 701 Engine Choice.... (Ken Szewc)
28. 06:46 PM - Re: 601 XL Fuel System Photos (JAPhillipsGA@aol.com)
29. 07:02 PM - Re: 601 XL Fuel System Photos (JAPhillipsGA@aol.com)
30. 08:03 PM - Re: 701 - Attaching O.B. Hinge Plate to Rib - Stabilizer Question (RURUNY@aol.com)
31. 10:50 PM - Re: Re: 701 Engine Choice.... (Dabusmith@aol.com)
Message 1
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| Subject: | Re: Now part of the community of pilots! |
--> Zenith-List message posted by: "Bob Miller" <drmiller@cvillepsychology.net>
Way to go Michel! That might be a new record for speedy progress!
Bob Miller
Do Not Archive
----- Original Message -----
From: "Michel Therrien" <mtherr@yahoo.com>
Subject: Zenith-List: Now part of the community of pilots!
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> Hi group!
>
> Some of you may remember I started flying lesson on
> October 5th after I obtained the Airworthiness
> certificate and had my test pilot check my instructor
> for a few hours.
>
> Well. I got the flight school boss to sign the back of
> my student license today authorizing me to be on my
> own (PPL license). He is sending the paperwork so I
> will get the permanent license soon.
>
> I started as I said on Oct 5th, had first solo on Oct
> 26, passed in-flight examination on November 22 (after
> 43 hours) and theory exam just yesterday! I now have
> 48.2 hours on the plane (flight time) and the aircraft
> has 73.7 hours of air time.
>
> I know most people have their first solo as their
> prominent souvenir. For me, it is definitively the
> solo cross-country flight (I did a different circuit
> from the one I've done with the instructor).
>
> I like my CH601-HD, it is fun and easy to fly and
> handles very well in crosswinds.
>
> Michel :)
>
>
> =====
> ----------------------------
> Michel Therrien CH601-HD, C-GZGQ
> http://mthobby.pcperfect.com/ch601
> http://www.zenithair.com/bldrlist/profiles/mthobby
> http://pages.infinit.net/mthobby
>
>
>
> __________________________________
> http://info.mail.yahoo.com/mail_250
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: Zenith-List Digest: 23 Msgs - 12/21/04 |
--> Zenith-List message posted by: alex trent <atrent7@cogeco.ca>
/ I would be very interested in a photo of your gear leg. I too
have closed a runway with a collapsed gear on my taildragger.
The ignomous ground loop. It really wasn't that bad if the gear had not
collapsed. I am in the process of repairing and plan on replacing the
complete leg. Your story of the failure at the weld has me concerned. My
weld held ok but the plate was badly bent along with the fork./
alex
atrent7@cogeco.ca
>From: "royt.or@netzero.com" <royt.or@netzero.com>
>Subject: Zenith-List: 601HDS main gear failure; possibly defective part
>
>--> Zenith-List message posted by: "royt.or@netzero.com" <royt.or@netzero.com>
>
>
>Or how to close a runway at a Tower controlled airport with a Jet on 3 mile final!
>
>Thursday evening, 12/16/04, after making a normal approach to landing, when I
applied
>the brakes in my CH601HDS w/tricycle gear, the left main gear failed. The
>plane has 318 hours total time and has made 403 landings.
>
>(No one was hurt and there is comparatively little damage to the plane. None of
>the wings, fuselage, propeller etc touched the ground. There is a 2-3 inch hole
>in the bottom wing skin behind the main gear box). The left entry step was
>damaged. The left wing root fairing was crunched while moving the plane off the
>active runway.)
>
>The HD&HDS main gear legs are 2in steel tubes that have a square steel plate welded
>to the bottom with a butt joint. Same design as the nose gear in all 601s
>and I believe all 701s. The square steel plate that the wheel fork bolts to failed
>around the weld. The weld itself held and is attached to the landing gear
>tube still. Several mechanical engineers have looked at the failed parts and
>believe the weld was not properly heat treated and or stress relieved. I'm not
>ready to post pictures, but if you are keenely interested send me a private
>message and I'll send a copy with the understanding they will not be forwarded
>or posted.
>
>I met with the FAA who said there did not appear to be a problem with my piloting.
>I talked to the NTSB who classified this as an incident. The FAA person said
>it would not be classified as an accident, but did not use the word incident.
>
>
>I've sent an email to Zenith with several questions.
>Happy Holidays and Best Regards,
>
>Roy
>N601RT
>
>
>
>
Message 3
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--> Zenith-List message posted by: "John Fulp" <jrfulp@ncia.net>
I copied this info from the www.sportplanes.com website. Has anyone heard when the new model will be available? I have the rudder/horizontal tail complete and would like to have a higher gross
weight plane.
John
STOL CH 701 aircraft is being redesigned to meet the sLSA and eLSA standards. It
was developed as an "off-airport" short take-off and landing kit aircraft to
fulfill the demanding requirements of both sport pilots and first-time builders.
First introduced in 1986. A new model is being developed for the sLSA and
eLSA category. It will have higher gross weight.
Message 4
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| Subject: | gear leg failure |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> Yes my plane was built from a kit with the part that failed coming from Zenith
> in May of 1997.
I know of one other similar failure that occurred locally. Are there any
others 'out there'? Maybe there's a group of bad welds all produced around
the same time by the same employee of Zenair?
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 5
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| Subject: | Re: FAA inspection N601TD |
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
At 04:55 AM 12/21/2004 -0800, you wrote:
>The corrections I had to do were:
>. safety wire at various places (distributor cap,
>gascolator...)
Hi Michel
How did you safety wire the distrubutor cap?
Jim Pollard
Merlin Ont.
Message 6
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--> Zenith-List message posted by: "Aaron" <agustafson@chartermi.net>
The reasons are ever growing for Grove conversions!
Aaron DO NOT ARCHIVE
Message 7
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| Subject: | Re: FAA inspection N601TD |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Hi listers,
Thanks so much for the encouragement and ideas for the inspection. I
thought I was almost ready for the FAA, but will check it over again and
incorporate your suggestions. I'm sure not Santa Claus, but I am
checking my list twice or more now.
Ron N601TD
Jim and Lucy wrote:
>--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
>
>At 04:55 AM 12/21/2004 -0800, you wrote:
>
>
>>The corrections I had to do were:
>>. safety wire at various places (distributor cap,
>>gascolator...)
>>
>>
>
>
>Hi Michel
>
>How did you safety wire the distrubutor cap?
>
>
>Jim Pollard
>Merlin Ont.
>
>
Message 8
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| Subject: | Re: gear leg failure |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Scott Laughlin here - I'd like to provide some input on this subject. I did something
different from the plans that I hope is an improvement. I'm talking about
just the nose-gear since I'm using the 601XL aluminum main gear.
I used a thicker material for the plate and drilled a 2" hole in the middle to
insert the 2" pipe. It was a tight fit. Then I welded it on the bottom and on
the top. Here's a photo before welding:
http://www.cooknwithgas.com/12_12_04_flange.JPG
Here's a photo after gas-welding the bottom:
http://www.cooknwithgas.com/12_12_04_flange2.JPG
I suspect gas-welding takes care of the worries of improper stress-relieving and
the weight of the thicker material is offset by the loss of material from the
hole.
Comments, questions, concerns?
Scott Laughlin
http://www.cooknwithgas.com/
Grant Corriveau <grantc@ca.inter.net> wrote:
--> Zenith-List message posted by: Grant Corriveau
> Yes my plane was built from a kit with the part that failed coming from Zenith
> in May of 1997.
I know of one other similar failure that occurred locally.
---------------------------------
Message 9
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| Subject: | gear leg failure |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
I dunno but my wheel pants are coming off before I fly again!
Frank 1997 601 HDS 350 hours
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Grant
Corriveau
Subject: Zenith-List: gear leg failure
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> Yes my plane was built from a kit with the part that failed coming
> from Zenith in May of 1997.
I know of one other similar failure that occurred locally. Are there
any others 'out there'? Maybe there's a group of bad welds all produced
around the same time by the same employee of Zenair?
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 10
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| Subject: | Re: gear leg failure |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Scott,
Heavier thickness does add strength to the remaining material, but the hole
in the plate permits flexure more readily on any one side, where without a
hole, the stresses were shared across the entire diameter of the weld.
The center material reinforces rigidity of the whole weld, where any point
on the rim with the hole can bend more readily and flex until the weld gives
way. If you have any problems with the gear, it will probably fail on only
one side and bend about the rest.
Welds on two sides can also concentrate too much heat on an area and cause
stress-cracking if the heat isn't really controlled to acheive a nearly
annealed condition.
I'd have only added a small 1/8" drain hole and kept the weld down to one
good fillet-weld, tube to plate.
This is just a note of caution where I think the original designer had it
right the first time.
Best regards, respectfully,
Larry McFarland
----- Original Message -----
From: "N5SL" <nfivesl@yahoo.com>
Subject: Re: Zenith-List: gear leg failure
> --> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
>
> Scott Laughlin here - I'd like to provide some input on this subject. I
> did something different from the plans that I hope is an improvement. I'm
> talking about just the nose-gear since I'm using the 601XL aluminum main
> gear.
>
> I used a thicker material for the plate and drilled a 2" hole in the
> middle to insert the 2" pipe. It was a tight fit. Then I welded it on the
> bottom and on the top. Here's a photo before welding:
>
> http://www.cooknwithgas.com/12_12_04_flange.JPG
>
> Here's a photo after gas-welding the bottom:
>
> http://www.cooknwithgas.com/12_12_04_flange2.JPG
>
> I suspect gas-welding takes care of the worries of improper
> stress-relieving and the weight of the thicker material is offset by the
> loss of material from the hole.
>
> Comments, questions, concerns?
>
> Scott Laughlin
> http://www.cooknwithgas.com/
Message 11
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| Subject: | Rotax 912 vs 912S for the CH701 |
--> Zenith-List message posted by: Jeffrey A Beachy <beachyjeff@juno.com>
I will be building a 701 next year. I would appreciate some input on the
912 vs the 912S for my plane.
Details:
I weigh 170 lbs. My family (except for a 230 lb brother who will fly in
this plane) is all my weight or lighter. I do not foresee ever using
floats. I will fly off of a grass strip, plenty of length with no
obstructions. Much of my flying will be in my local area (flat farmland)
with some occasional trips to airports within 200 miles or so. Cost
between the 912 and 912S is not a factor.
My motivating factor in considering the 912S is a higher cruise speed for
when I fly around Ohio. I have also read here on list of the 100 hp 912S
being "too much engine" for the 701. Your thoughts would be appreciated.
I would especially appreciate any input from those of you who have flown
the 701 with both engines and can directly compare between them.
Thank-you to all.
Jeff Beachy
Message 12
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| Subject: | Re: FAA inspection N601TD |
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
There are two clips on each side to hold the cap. I
simply had a wire around the cap also catching the two
clips. The wire prevents the clips from opening. If
you want my opinion, this is useless as I don't see
how the clips would open in the first place.... but
the inspector insisted on that. One benefit I see is
that with one quick look, you see that all is OK. I
also had to secure the timing adjustment bolt on the
distributor.
Michel
--- Jim and Lucy <jpollard@ciaccess.com> wrote:
> --> Zenith-List message posted by: Jim and Lucy
> <jpollard@ciaccess.com>
>
> At 04:55 AM 12/21/2004 -0800, you wrote:
> >The corrections I had to do were:
> >. safety wire at various places (distributor cap,
> >gascolator...)
>
>
> Hi Michel
>
> How did you safety wire the distrubutor cap?
>
>
> Jim Pollard
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
http://info.mail.yahoo.com/mail_250
Message 13
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| Subject: | Re: gear leg failure |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Larry:
Thanks for the reply. I was hoping you would give me some advise here. I found
that it's easier to get a good weld on the bottom where the pipe goes through
the hole. Gas-welding a piece of pipe to a plate has been a challenge to me
for some reason and it's hard for me to tell if I'm getting good penetration on
the top.
Since my wheel fork is 3/8" thick, with six bolts, I don't think the little plate
will have much of a chance to bend just one side, but time will tell. I plan
to do a lot of taxi-testing so the wheel configuration will get a pretty good
workout before it ever leaves the ground. I'll be able to inspect it since
the fairings won't be installed until the very last thing.
Thanks as always for your input.
Scott Laughlin
Larry McFarland <larrymc@qconline.com> wrote:
--> Zenith-List message posted by: "Larry McFarland"
Scott,
Heavier thickness does add strength to the remaining material, but the hole
in the plate permits flexure more readily on any one side, where without a
hole, the stresses were shared across the entire diameter of the weld.
The center material reinforces rigidity of the whole weld, where any point
on the rim with the hole can bend more readily and flex until the weld gives
way. If you have any problems with the gear, it will probably fail on only
one side and bend about the rest.
Welds on two sides can also concentrate too much heat on an area and cause
stress-cracking if the heat isn't really controlled to acheive a nearly
annealed condition.
I'd have only added a small 1/8" drain hole and kept the weld down to one
good fillet-weld, tube to plate.
This is just a note of caution where I think the original designer had it
right the first time.
Best regards, respectfully,
Larry McFarland
----- Original Message -----
From: "N5SL"
Subject: Re: Zenith-List: gear leg failure
> --> Zenith-List message posted by: N5SL
>
> Scott Laughlin here - I'd like to provide some input on this subject. I
> did something different from the plans that I hope is an improvement. I'm
> talking about just the nose-gear since I'm using the 601XL aluminum main
> gear.
>
> I used a thicker material for the plate and drilled a 2" hole in the
> middle to insert the 2" pipe. It was a tight fit. Then I welded it on the
> bottom and on the top. Here's a photo before welding:
>
> http://www.cooknwithgas.com/12_12_04_flange.JPG
>
> Here's a photo after gas-welding the bottom:
>
> http://www.cooknwithgas.com/12_12_04_flange2.JPG
>
> I suspect gas-welding takes care of the worries of improper
> stress-relieving and the weight of the thicker material is offset by the
> loss of material from the hole.
>
> Comments, questions, concerns?
>
> Scott Laughlin
> http://www.cooknwithgas.com/
---------------------------------
Message 14
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| Subject: | FAA inspection N601TD |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Rather than wire I would recommend a black tie wrap...Having bare wire
near high tension electrics makes me a little nervous.
Frank
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Michel
Therrien
Subject: Re: Zenith-List: FAA inspection N601TD
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
There are two clips on each side to hold the cap. I
simply had a wire around the cap also catching the two
clips. The wire prevents the clips from opening. If
you want my opinion, this is useless as I don't see
how the clips would open in the first place.... but
the inspector insisted on that. One benefit I see is
that with one quick look, you see that all is OK. I
also had to secure the timing adjustment bolt on the distributor.
Michel
--- Jim and Lucy <jpollard@ciaccess.com> wrote:
> --> Zenith-List message posted by: Jim and Lucy
> <jpollard@ciaccess.com>
>
> At 04:55 AM 12/21/2004 -0800, you wrote:
> >The corrections I had to do were:
> >. safety wire at various places (distributor cap,
> >gascolator...)
>
>
> Hi Michel
>
> How did you safety wire the distrubutor cap?
>
>
> Jim Pollard
=====
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________
http://info.mail.yahoo.com/mail_250
Message 15
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--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
Gus,
Do you have any additional information about the
exact height and width of the new TD gear? I bent my
HDS gear to the same dimentions as the XL gear, but I
plan to mount it externally, so it might work out O.K.
I still have not drilled for the axles, so a small
amount of adjustment can still be made.
Also, for anyone with an HDS TD model, where do
the axles end up longitudinally, 90 deg from the lower
longeron? They look to be pretty much lined up with
the leading edge of the wing, but I would like to be
slightly more precise than "Look to be" from a
picture.:)
Respectfully,
Brandon Tucker
HDS Wings, tail done
Fuselage mostly clecoed
__________________________________
http://my.yahoo.com
Message 16
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| Subject: | 701 Engine Choice.... |
--> Zenith-List message posted by: Zed Smith <zsmith3rd@earthlink.net>
My 701 is not flying yet. That said, I would offer that the 912, 80 HP, is plenty.
If memory serves, somebody at ZAC told me that the 701 will fly quite nicely with
40 to 50 HP, and that the 912 is just about the upper limit both for W&B and design.
If speed is necessary there are other, less draggy, machines.
My 912 previously powered a Genesis in the pusher configuration at nearly 115 MPH.
That was entirely TOO FAST for the aircraft, and battery placement was dictated
by
the scales.
Bottom line.....I would suggest NOT straying too far from the design.
Merry Christmas to all!
Zed/701/R912/same 90%/and we have a raging snow storm in Paris, Texas (Hi,Jon!)
do not archive
Message 17
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--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
Hi Brandon;
The axle does line up with the leading edge. You will find that that is
usual for most TD's.
Regards
Mike
UHS Spinners
Brandon Tucker wrote:
> --> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
>
> Gus,
>
> Do you have any additional information about the
> exact height and width of the new TD gear? I bent my
> HDS gear to the same dimentions as the XL gear, but I
> plan to mount it externally, so it might work out O.K.
> I still have not drilled for the axles, so a small
> amount of adjustment can still be made.
>
> Also, for anyone with an HDS TD model, where do
> the axles end up longitudinally, 90 deg from the lower
> longeron? They look to be pretty much lined up with
> the leading edge of the wing, but I would like to be
> slightly more precise than "Look to be" from a
> picture.:)
>
> Respectfully,
>
> Brandon Tucker
> HDS Wings, tail done
> Fuselage mostly clecoed
>
>
>
> __________________________________
> http://my.yahoo.com
>
>
>
>
>
>
>
Message 18
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| Subject: | 701 - Attaching O.B. Hinge Plate to Rib - Stabilizer Question |
--> Zenith-List message posted by: "Tommy Walker" <twalker@cableone.net>
Listers,
We are getting ready to skin the stabilizer on our 701. Should there be a
reinforcing 'L' behind the 7H1-1 outboard rib to strengthen this area. The
Hinge is 7H3-1 O.B. Hinge Plate, and the drawing reference is 7-H-3. I've
looked but can't find a reference but since I'm new at this, I may be
missing the obvious.
Thanks,
Tommy Walker
Message 19
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| Subject: | Now part of the community of pilots! |
--> Zenith-List message posted by: "Kent Brown" <kentbrown@verizon.net>
Way to go Michel!
Kent
Do not archive
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-
> server@matronics.com] On Behalf Of Michel Therrien
> Sent: Tuesday, December 21, 2004 7:45 PM
> To: zenith-list@matronics.com
> Subject: Zenith-List: Now part of the community of pilots!
>
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> Hi group!
>
> Some of you may remember I started flying lesson on
> October 5th after I obtained the Airworthiness
> certificate and had my test pilot check my instructor
> for a few hours.
>
> Well. I got the flight school boss to sign the back of
> my student license today authorizing me to be on my
> own (PPL license). He is sending the paperwork so I
> will get the permanent license soon.
>
> I started as I said on Oct 5th, had first solo on Oct
> 26, passed in-flight examination on November 22 (after
> 43 hours) and theory exam just yesterday! I now have
> 48.2 hours on the plane (flight time) and the aircraft
> has 73.7 hours of air time.
>
> I know most people have their first solo as their
> prominent souvenir. For me, it is definitively the
> solo cross-country flight (I did a different circuit
> from the one I've done with the instructor).
>
> I like my CH601-HD, it is fun and easy to fly and
> handles very well in crosswinds.
>
> Michel :)
>
>
> =====
> ----------------------------
> Michel Therrien CH601-HD, C-GZGQ
> http://mthobby.pcperfect.com/ch601
> http://www.zenithair.com/bldrlist/profiles/mthobby
> http://pages.infinit.net/mthobby
>
>
>
> __________________________________
> http://info.mail.yahoo.com/mail_250
>
>
>
>
>
Message 20
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--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Mike Fothergill wrote:
>--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
>
>Hi Brandon;
>The axle does line up with the leading edge. You will find that that is
>usual for most TD's.
>Regards
>Mike
>UHS Spinners
>
>
Hi Mike,
My TD main gear precedes the leading edge by about 1/2 inch. You have
to make sure to elevate the tail to parallel to the ground to get an
accurate measurement. A plumbob is helpful. Also you can check the
lateral alignment of the axles by looking thru the hollow axles to the
opposite axle on the other wing. It's like looking thru a telescopic
sight. If the opposite axle is centered, the alignment is totally
perpendicular to the C/L of the fusalage. There is argument back and
forth about toe in or out, but at least be sure you know where neutral
is before you mess with it (IMHO)
Ron
N601TD
Message 21
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--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
Hi;
I use the thru the axle sighting to get the gear parallel too. It works
for me.
I don't think .5 inches will make much difference. The effect of load/CG
changes will make for greater change.
Mike
UHS Spinners
ron dewees wrote:
> --> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
>
> Mike Fothergill wrote:
>
>
>>--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
>>
>>Hi Brandon;
>>The axle does line up with the leading edge. You will find that that is
>>usual for most TD's.
>>Regards
>>Mike
>>UHS Spinners
>>
>>
>
> Hi Mike,
> My TD main gear precedes the leading edge by about 1/2 inch. You have
> to make sure to elevate the tail to parallel to the ground to get an
> accurate measurement. A plumbob is helpful. Also you can check the
> lateral alignment of the axles by looking thru the hollow axles to the
> opposite axle on the other wing. It's like looking thru a telescopic
> sight. If the opposite axle is centered, the alignment is totally
> perpendicular to the C/L of the fusalage. There is argument back and
> forth about toe in or out, but at least be sure you know where neutral
> is before you mess with it (IMHO)
>
> Ron
> N601TD
>
>
>
>
>
>
>
Message 22
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--> Zenith-List message posted by: Thomas Butler <tabranch@yahoo.com>
My partner decided to hang up his wings so our recently completed CH801 is
going to be sold unless I find a new partner close by. We have 60 hours on the
plane and Superior XP360. It is all electric and is really a STOL airplane.
Tom Butler
N801TB
Payson, AZ
Message 23
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| Subject: | Re: Fligh Sim Zodiacs |
--> Zenith-List message posted by: "Paul Hartl" <paulhartl@cox-internet.com>
Hi Bob, and others who would like to use Flight Simulator Zodiacs
The Zodiacs I made for Zenith at their website are a bit dated, and somehow I forgot
the
Airspeed Indicator in that package long ago.
But I have re-made them (several times), and you can find my complete and much
improved
Zodiac line-up for FS2002 and FS2004 at my website:
http://www.cox-internet.com/paulhartl
Merry Christmas, all!
Paul
>
> Time: 07:11:22 PM PST US
> From: "Bob Miller" <drmiller@cvillepsychology.net>
> Subject: Zenith-List: microsoft flight simulator
>
> --> Zenith-List message posted by: "Bob Miller"
> <drmiller@cvillepsychology.net>
>
> Has anyone used the Zodiac module for FS2002?
> Somebody (from this list, I believe) said they used it to prepare for
> their first flight and it was a big help. Unfortunately, I cannot get
> an airspeed indicator to show up on the panel of either the HD or HDS
> obtained from the Zenith website. Any tips? Bob
>
Paul Hartl, 601HDS, Jabiru 3300, finishing stages
Flight Simulator 2002/4 Zodiac Website: http://www.cox-internet.com/paulhartl
Sun Valley, Idaho 83340 208-788-9147
Message 24
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| Subject: | Re: 701 Engine Choice.... |
--> Zenith-List message posted by: RURUNY@aol.com
Jeff,
This is a good time to bring this up as I am ordering my 912 or 912s this
week. I have always planned on getting a 912s from the start of the project. I
planned on putting the plane on floats at a later date thus the "s". After
much investment in getting this project where it is, I feel the float investment
slipping a couple of years or more. Will I be happy flying with the 912s for
this amount of time wishing I had gotten the 912 ? Has anyone with either of
these engines have any regrets that they should have gotten the other one. I
purchased the 912s firewall fwd package with my kit. I talked to Seb at
Zenith today and he said going to the 912 is not a problem with any of the
provided components, even the prop. I am not looking for speed here either.
Thanks for any input.
Brian
Long Island,NY
Message 25
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| Subject: | Re: CH801 for sale |
--> Zenith-List message posted by: "Jason Ready" <jready@efni.com>
What is the asking price? And do you have any pics to see?
Jason
(someday I will have my plane to put near the fishing cabin)
"Are you still wasting your time with spam?...
There is a solution!"
Protected by GIANT Company's Spam Inspector
The most powerful anti-spam software available.
http://mail.spaminspector.com
Message 26
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| Subject: | Re: 701 Engine Choice.... |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Our 701 912S is flying... in my personal opinion, Zed is correct
We chosed the 100 hp because our strip is at 5,000 ft ASL and all the strips around
the area are higher, in fact we normally cruise over 9,500 and in some
areas (on the Sierra Madre) up to 10,500, in the valleys, so the extra power
is justified. When we went to Guayabitos (near Puerto Vallarta) we flew
at sea level for two days, The plane flew great, only 4 mph more at 5,000
rpm cruise, so the extra power was not that noticed... on the way back home
we climbed without efort all the way up to 10,500 ft ASL at 80 mph- 5000 rpm
trimed to 500 ft/m
Normal cruise is around 87 mph @ 5,000 rpm level flight (if there are no thermals
:-)
In short I will advise the 80HP engine.., use the extra money in flying gasoline
:-)
Saludos
Gary Gower.
Still learning and enjoying a lot the 701.
Zed Smith <zsmith3rd@earthlink.net> wrote:
--> Zenith-List message posted by: Zed Smith
My 701 is not flying yet. That said, I would offer that the 912, 80 HP, is plenty.
If memory serves, somebody at ZAC told me that the 701 will fly quite nicely with
40 to 50 HP, and that the 912 is just about the upper limit both for W&B and design.
If speed is necessary there are other, less draggy, machines.
My 912 previously powered a Genesis in the pusher configuration at nearly 115 MPH.
That was entirely TOO FAST for the aircraft, and battery placement was dictated
by
the scales.
Bottom line.....I would suggest NOT straying too far from the design.
Merry Christmas to all!
Zed/701/R912/same 90%/and we have a raging snow storm in Paris, Texas (Hi,Jon!)
do not archive
---------------------------------
Send holiday email and support a worthy cause. Do good.
Message 27
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| Subject: | Re: 701 Engine Choice.... |
--> Zenith-List message posted by: Ken Szewc <szewc@direcway.com>
Brian,
I have the 912S on mine and have 72 hours on the airplane. I do not
regret having the extra power. Of course I live in southern Oregon where
there are mountains and the temperatures can get up to 100 degrees or
more in the summer. I have heard/read that some people think the 912S is
too much for the airplane, but I disagree, I think it is perfect. It's
better to have enough power at 5000' on a 90 degree day than not enough
and have to wait until morning. Of course that is usually the formula
for a bumpy ride also : )
Ken Szewc
N701SZ 72 hours (finally getting around to painting this week) Floats
are patiently waiting to be built.
--> Zenith-List message posted by: RURUNY@aol.com
Jeff,
This is a good time to bring this up as I am ordering my 912 or 912s
this
week. I have always planned on getting a 912s from the start of the
project. I
planned on putting the plane on floats at a later date thus the "s".
After
much investment in getting this project where it is, I feel the float
investment
slipping a couple of years or more. Will I be happy flying with the
912s for
this amount of time wishing I had gotten the 912 ? Has anyone with
either of
these engines have any regrets that they should have gotten the other
one. I
purchased the 912s firewall fwd package with my kit. I talked to Seb at
Zenith today and he said going to the 912 is not a problem with any of
the
provided components, even the prop. I am not looking for speed here
either.
Thanks for any input.
Brian
Long Island,NY
Message 28
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| Subject: | Re: 601 XL Fuel System Photos |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Message 29
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| Subject: | Re: 601 XL Fuel System Photos |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Frank, Sorry took a while to respond I was buffing out the paint last night
till one and just came in tonight. I have two wing tanks; gravity feed to the
fuel valve, then to the gasolator, then to the electric fuel pump mounted on
the floor just forward of the rudder doubler bar. Then through the firewall to
inline filter, then to mech fuel pump, then the carb. Jabiru says to mount
electric pump inside as to is not to get more than 140 degrees. Everything up to
the electric pump is inches below the fuel tank exit nipple so gravity should
do it's magic. Remember the wings are not level, they go up out board and the
in board exit nipple is almost a foot up wing, four wing ribs worth ? No plans
for inverted flight anyway. Merry Christmas to you and yours, Bill of Georgia
Message 30
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| Subject: | Re: 701 - Attaching O.B. Hinge Plate to Rib - Stabilizer |
Question
--> Zenith-List message posted by: RURUNY@aol.com
Tommy,
I looked at my stabilizer and I riveted the hinge plate directly to the end
rib and there is no reinforcing L on the inside. I looked over my plans 4th
edition, they do not specify any L angle in that location. Look on builder
pages and look at updates of plans. There is a new revision plans. There is a
document with updates included in the 5th edition 4th revision
dated Nov 23 2004 and there is some updates for the horizontal stabilizer
and elevator.
Some of those updates might come in handy while you're skinning it.
Brian
>Should there be a reinforcing 'L' behind the 7H1-1 outboard rib to
strengthen this area.
Message 31
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| Subject: | Re: 701 Engine Choice.... |
--> Zenith-List message posted by: Dabusmith@aol.com
>Zenith said going to the 912 is not a problem with any of the
provided components, even the prop. I am not looking for speed here either.
Thanks for any input.
Having flown in the 701 with the 912 and the 912s. The 912 engine is not as
abrupt starting and shutdown. The power is more than adequate. The 912s is
almost violent at shut down and sometimes at start up with the high compression
and gear drive. Otherwise the 912s is the best engine out there for getting
the most out of the 701. Mine gets exactly 4 gal/hr at 5500 RPM. at approx.
94 MPH. There are no short landing strips with this aircraft!
Dave Smith
N701XL 912s Warp drive prop 340 hrs.
Graham WA.
> Do not archive
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