Today's Message Index:
----------------------
1. 02:55 AM - Identifying aircraft hardware (Richard T. Perry)
2. 03:47 AM - Source for aluminum tubing (fuel & brake lines) (Steve Sharp)
3. 04:06 AM - Finishing my 801, windshield and exhaust questions (Tom Faulkner)
4. 05:15 AM - 701 Hard IFR (roy vickski)
5. 07:38 AM - Re: Hard IFR and the 601 (Gig Giacona)
6. 08:16 AM - Battery Questions (Grant Corriveau)
7. 08:46 AM - Re: Battery Questions (Hinde, Frank George (Corvallis))
8. 09:36 AM - Re: Torque Question / AN bolts (Tommy Walker)
9. 06:35 PM - Re: Flaperon control rods on 701 (NYTerminat@aol.com)
10. 06:43 PM - Re: Re: Hard IFR and the 601 (n801bh@netzero.com)
11. 07:31 PM - Re: Matco brake mod (ron dewees)
12. 10:09 PM - vert tail horn (Mike H)
13. 10:09 PM - vert tail horn (Mike H)
Message 1
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| Subject: | Identifying aircraft hardware |
--> Zenith-List message posted by: "Richard T. Perry" <perryrt@hotmail.com>
Tommy -
>I'm looking for a little help in identifying bolts and nuts. I have the
>document described below, but I'm too slow to understand some of what I'm
>reading.
My suggestion would be to buy a aircraft parts catalog from a reputable
dealer. The one I use the most is from Genuine Aircraft Hardware in CA. It's
a good book - I use mine every day (I'm an A&P). I think it's about $6 for
the basic one, or $30 if you want to get the larger version in a binder.
Either version is fine, they're the exact same text - it's just a matter of
your vision and pocketbook preference. They're at
http://www.gen-aircraft-hardware.com/ on the web.
There are more suppliers out there, but my point is this - most decent
catalogs have all the information about the various
lengths/diameters/options printed out for you ready to use. Of course it's
so they can sell you parts, but in the process, they give you a decent
education on selecting aircraft hardware.
Now, on to your specific question -
>For instance, I'm told to use an AN3-4A Bolt in a certain instance. I
>think
>I remember this designates the type bolt and also the length. Does it also
>describe the number of threads per inch? I think that if I could identify
>the bolt then I could use the "Acceptable Methods...." document to come up
>with the torque. I don't want to over torque things, which would be easy
>to
>do with this kit. It seems like most of the stuff will be in in/lbs, but
>I'm sure some of the engine/gear bolts will be in ft/lbs.
Yes - that's a 3/16" shank, 1/2" long bolt without a drilled shank. All AN
bolts are....UNF series threads? Some kind of fine thread for sure. The
coarse part of that table (I assume you're talking about Table 7-1, right?)
- don't worry about that right now. If you have a coarse thread bolt, you'll
know it. Assume fine unless proven otherwise.
As an aside, it's been my experience that almost all aviation torques are
expressed in inch-pounds. Sometimes THOUSANDS of inch-pounds, but always
using the one notation. Safer in the end than mixing up the two and putting
hundreds of foot-pounds of torque on something that really only needed 16 or
so.
Regards,
Richard T. Perry perryrt@hotmail.com
"Fraser, there's a guy on my corner who asks me every
morning if I've seen God; do you really think he
expects me to point Him out?"
"Well, you know, Ray, if you did, perhaps he'd stop
asking."
Ray Vecchio and Benton Fraser, "Hawk and a Handsaw", Due_South
Message 2
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| Subject: | Source for aluminum tubing (fuel & brake lines) |
--> Zenith-List message posted by: Steve Sharp <stevensharp25@comcast.net>
I happened across the following link -
http://www.hotrodsurplus.com/index.php?cPath=10
They are listing 1/4" X 25' tubing at $7/roll, 3/16" X 25' for $6/roll,
3/8"X 25' for $10/roll
Thought someone might be interested. No, I'm not associated with them,
just trying to save someone some money and time searching for "just what
I need".
Steve
Message 3
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| Subject: | Finishing my 801, windshield and exhaust questions |
--> Zenith-List message posted by: "Tom Faulkner" <tomtafcor@triton.net>
Jay: I used a rubber molding that Zenith sells for that purpose. I used
Supertrapp mufflers on my Eggenfellner H6 engine.
Tom Faulkner
N801TP
20 hrs
I'm new to the list but I am nearing completion of my 801 project.
Wings, slats, flaps, rudder, elevator, and fuselage are complete. I
need to install the windows, engine, instruments and the wings to
complete. So I have a few questions for other 801 owners on how to
finish.
Next is windshield installation. The instructions call for caulking the
windshield around the skin above the firewall. I am not a big fan of
caulk and would rather see some sort of rubber weatherstripping. What
have you guys used? If you have a source and part number, I would
appreciate it.
I also would like opinions on exhaust systems. I will be installing a
O-360 A1A. I saw that Gary Liming used a Vetterman cross over exhaust
on his (thanks for the great website Gary! It has helped a lot). I
would love to see other web logs from 801 builders if you could direct
me to them.
Thanks,
Jay Herron
Salem, OH
Message 4
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--> Zenith-List message posted by: roy vickski <rvickski@yahoo.com>
Gents,
As a future 701 sport pilot I will fly IFR without all
the paraphernalia and requisite expense required for
IFR because to me IFR will mean "I Follow Roads" and
ya gotta see em to follo em.
That my -.02 cents, where do I pay.
Roy Szarafinski
701 plans ect.
Of course, do not archive.
__________________________________
http://smallbusiness.yahoo.com/resources/
Message 5
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| Subject: | re: Hard IFR and the 601 |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
There seems to be some failure on the list when it comes to reading for
comprehension. No where in my post did I even hint that I would fly into
ice. Hell, I wouldn't do it in many planes that are certified for known ice.
Add to that the entire point of my post was that the 601 was NOT suited for
hard IFR as someone had suggested they might find themselves in.
That said there are plenty of times when a properly equiped 601 would be
just fine for an IFR flight. Launching through some light morning fog,
getting above a light layer at 1-2k agl, flying into a busy airport I'm not
familier with (especially at night) and in this post-9/11 world flying
anywhere near where the President or VP happens to be.
Sombody mentioned "get-there-itis." I could agree more. But I have been
around flying for all of my 42 years and a pilot for 26 of them. I've know
several of those that have died from get-there-itis, and a fair number of
them would be alive today if they had of been IFR instead of scud running.
You have to know not just your limitations but those of your aircraft.
GigG
Message 6
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| Subject: | Battery Questions |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> Then with a still fully charged second batt go find somewhere to land.
I have the same dual battery setup (from the Bob Nuckols manual) as Michel.
One of the design considerations for flying around Canada, is that you can
easily be more than an hour away from an airport. So providing only a 1
hour electrical 'reserve' for an electrically-dependant ignition system
isn't good enough for me.
The concept behind Nuckol's system is that you will always have at least as
much electricity available to finish the flight as you have fuel in the
tanks. If the alternator fails in flight, you switch ON the ESS bus, switch
OFF both battery contactors, and continue to destination, or to some more
desirable alternate.
While I too am looking for ways to simplify my operations, I will not give
up this level of redundancy. Therein lies 'the rub' -- the balance between
redundancy (which infers more complexity) and simplicity of operation.
This design goal is complicated by the use of auto-engine conversions which
lack a mechanical fuel pump and electronic ignition systems that are
battery-dependant.
I like the discussions - very helpful.
--
Grant Corriveau
C-GHTF / HDS / CAM100
p.s. this electrical design already got me home once with a failed
alternator (pulley). Knowing how the system was designed, meant that I
could safely take off with a dead alternator BECAUSE I had 2 batteries, knew
the total draw from the ESS bus, and the flight home was only 15 minutes in
excellent weather... fwiw
Message 7
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| Subject: | Battery Questions |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Very good point Grant...I too like this forum and it's a good deal less
defensive than the subaruaircraft group...Ask me how I know...:)
The other point is machanical fuel pumps are really not a good solution
either from a vapour lock perspective.
In Oregon you can't spit without hitting an airport and I probably would
not take off with a dead alt...Interesting idea for my RV though....
Frank
Soob 352 hours...with new rudder pedals...Yay!
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Grant
Corriveau
Subject: Zenith-List: Battery Questions
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
> Then with a still fully charged second batt go find somewhere to land.
I have the same dual battery setup (from the Bob Nuckols manual) as
Michel.
One of the design considerations for flying around Canada, is that you
can easily be more than an hour away from an airport. So providing only
a 1 hour electrical 'reserve' for an electrically-dependant ignition
system isn't good enough for me.
The concept behind Nuckol's system is that you will always have at least
as much electricity available to finish the flight as you have fuel in
the tanks. If the alternator fails in flight, you switch ON the ESS
bus, switch OFF both battery contactors, and continue to destination, or
to some more desirable alternate.
While I too am looking for ways to simplify my operations, I will not
give up this level of redundancy. Therein lies 'the rub' -- the balance
between redundancy (which infers more complexity) and simplicity of
operation.
This design goal is complicated by the use of auto-engine conversions
which lack a mechanical fuel pump and electronic ignition systems that
are battery-dependant.
I like the discussions - very helpful.
--
Grant Corriveau
C-GHTF / HDS / CAM100
p.s. this electrical design already got me home once with a failed
alternator (pulley). Knowing how the system was designed, meant that I
could safely take off with a dead alternator BECAUSE I had 2 batteries,
knew the total draw from the ESS bus, and the flight home was only 15
minutes in excellent weather... fwiw
Message 8
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| Subject: | Re: Torque Question / AN bolts |
--> Zenith-List message posted by: "Tommy Walker" <twalker@cableone.net>
Many thanks for the heads up on bolt sizes, designations and torque. Great
bunch of guys (and gals?).
Tommy Walker in Alabama
Do Not Archive
Message 9
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| Subject: | Re: Flaperon control rods on 701 |
--> Zenith-List message posted by: NYTerminat@aol.com
Johann
I look forward to finding out what lenghts that you come up with. I Tried
your website and when I click on the wing part of the Zenith section no pictures
come up. Is it on my end?
Bob Spudis
CH-701
Do not archive
Message 10
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| Subject: | Re: re: Hard IFR and the 601 |
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
There seems to be some failure on the list when it comes to reading for
comprehension. No where in my post did I even hint that I would fly into
ice. Hell, I wouldn't do it in many planes that are certified for known ice.
Add to that the entire point of my post was that the 601 was NOT suited for
hard IFR as someone had suggested they might find themselves
Well, If you lived where I live one quickly learns if ya ever even get close to
a cloud you will ice it up.
Ben Haas N801BH Jackson Hole Wy
Message 11
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| Subject: | Re: Matco brake mod |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Hi listers,
I posted, or at least tried to post the documents for the suggested
Matco modification of the brakes on our 601s to CH601.org, and Matronics
picture share, but don't think they ever showed up. Since then I have
done the brake mod and tried it out today. There is some improvement
but it's not dramatic. I spent about 3 or 4 hours per brake to make the
modification and generally think it's worthwhile. I took pictures and
will send them to individuals, or try again to send them to Matronics or
601 if there is interest. The diagrams from Matco are a good starting
point, but there is a lot of cut and try to it before it works. If you
are serious about doing the mod I suggest looking at my pix as it took a
while to work out the building from the drawings.
Thanks
Ron
N601TD--- 39 hours!!!
Message 12
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--> Zenith-List message posted by: "Mike H" <mhilderbrand@cox.net>
Will pick up my tail 21march. Looking through the plans and manual I did not see
6-T-5-3 as being installed with the rudder assembly. Are most people leaving
this part off until later?
Thanks,
Mike
Message 13
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--> Zenith-List message posted by: "Mike H" <mhilderbrand@cox.net>
Will pick up my tail 21march. Looking through the plans and manual I did not see
6-T-5-3 as being installed with the rudder assembly. Are most people leaving
this part off until later?
Thanks,
Mike
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