Today's Message Index:
----------------------
1. 05:49 AM - New Can-Zac (Dave & Darlene)
2. 06:08 AM - Re: Prop lenght (n801bh@netzero.com)
3. 07:17 AM - Re: New Canadian Zenair reps... (David Barth)
4. 07:40 AM - Turn & Bank Noise (charles.long@gm.com)
5. 08:03 AM - Re: Prop lenght (Eldo@unb.ca)
6. 08:43 AM - Fuel Filter Placement - Lessons Learned (charles.long@gm.com)
7. 09:25 AM - Re: Fuel Filter Placement - Lessons Learned (Hinde, Frank George (Corvallis))
8. 09:35 AM - Re: Fuel Filter Placement - Lessons Learned (Kent Brown)
9. 09:38 AM - Re: belt drive noise (Gary Gower)
10. 11:23 AM - Randy culp (Zodie Rocket)
11. 11:44 AM - Atlantic Canada (Zodie Rocket)
12. 11:45 AM - CH 601 Friends and Other Interested Folks (JAPhillipsGA@aol.com)
13. 12:37 PM - Re: CH 601 Friends and Other Interested Folks (Larry McFarland)
14. 01:08 PM - Re: CH 601 Friends and Other Interested Folks (Leo Gates)
15. 03:46 PM - Re: Turn & Bank Noise ()
16. 04:06 PM - Re: Atlantic Canada (Steve Hulland)
17. 04:58 PM - Re: Fuel Filter Placement - Lessons Learned (Peter Dunning)
18. 05:48 PM - Re: Fuel Filter Placement - Lessons Learned (NYTerminat@aol.com)
19. 06:52 PM - Re: Turn & Bank Noise (Jerry Latimer)
20. 07:09 PM - Re: Fuel Filter Placement - Lessons Learned (Mike Fothergill)
21. 08:08 PM - Re: Turn & Bank Noise (Jack Russell)
22. 08:25 PM - Re: was -Fuel Filter Placement - Lessons Learned (David Alberti)
23. 09:18 PM - 701 airspeed indicator markings (MElrod3732@AOL.COM)
24. 09:46 PM - Re: 701 airspeed indicator markings (Gary)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Zenith-List message posted by: "Dave & Darlene" <dnimigon@telusplanet.net>
We all wecome our new Canadian supplier in Ontario. Having met David last year
and spending a short time with him the professionalism that I saw was excellent.
I've spent many times talking to Mark through e-mails and his knowledge is
up there with the best. I couldn't think of two more deserving guys to take over
the Canadian end. I wish you guys the best for years to come and we all look
forward to dealing with you with all our problems. Good luck and thanks for
taking on such a challenge. I know you'll do an excellent job for us. Zenith can
be proud of their choice.
David Nimigon
601XL 99% to go
Alberta
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Need a little explanation about props. I read the Gary Wolf article (at
www.ch701.com) and in it he states that a prop less than 68" won't perform
in a 701. I would be interested in why he thinks so. Why is a long prop better
than a short prop? Seems to me that with a shorter prop you just give it a
little more bite, same end results. Thoughts please.
Larry Martin, N1345L www.angelfire.com/un/ch701
/////////////////////////////////////////////////////////////////////
The 701 / 801 is a different design of plane then most others. The main reason
for a larger diameter prop is the way the roof and wing root skin is designed.
The roof is lower and the root skins act like a funnel to help the prop blast
flow over the tail feathers. This keeps them more accurate and effective at lower
airspeeds and creates the wonderful STOL performance. The larger ie, "length"
of the prop sends more air back there. The limiting factor for prop diameter
is tip clearence to the ground.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | New Canadian Zenair reps... |
--> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
Hi Everyone.
Mark and I would like to express our appreciation for all the notes of congratulations
and well wishes we have received from list members on the launch of CAN-ZAC
Aviation. Over the years we have enjoyed many hours of reading, writing,
and even responding to queries from this list. We have learned a lot and, hopefully,
helped other builders from time to time.
We worked to make www.ch601.org and www.ch701.com become portals for builders and dreamers to learn from those who came before them. These websites are also intended to help those dreamers to become builders and, like this list, shows prospective builders just how different, how supportive, the Zenith community of builders can be just like a family at times! Since Art Mitchell left Flypass Aviation, we felt that this type of local, builder-friendly support was lacking in Canada. We discussed this with Chris Heintz, then with Sebastien Heintz at Sun n Fun and two months later, CAN-ZAC Aviation was born - the Canadian dealers of all Zenith products.
We are both fully aware that this is a list of builders supporting other builders
and wannabes. It is our intention to be active on this list only as builders
and webmasters. Obviously if we have a tasty tidbit of news that we have permission
to leak we will let everyone on this list know but as a commercial venture,
we intend to be separate and distinct and primarily, silent on this list.
So if anyone has questions for us as CAN-ZAC Aviation, please contact us off-list
at info@can-zacaviation.com. Mark and I are both still plans builders
and if we find ways to make parts more easily or cheaply you can rest assured
that we will post them. It is quite possible that time will be getting in short
supply for us both so your patience with us will be greatly appreciated.
You will also be happy to know we hope that we plan to continue the Sun-N-Fun
BBQ with Jon Croke (and hopefully Rick Roberts) as an annual webmasters event
- a gathering of builders with an invitation out to the Great people who support
us as builders and webmasters.
Once Again Thank-You
Happy building and safe Flying
David Barth and Mark Townsend, plans builders, webmasters and now partners in CAN-ZAC
Aviation.
I had the pleasure of finally meeting Mark and Dave this past weekend and
even sharing a meal -- great guys. I'm sure that our Canadian service is
now in good hands!
BTW - FWIW - Art Mitchell, the original Canadian rep a few years ago, under
the name "FLYPASS" - told me he's 100 percent pleased with this new
representation for the Zenair line in Canada.
All the best!
--
Grant Corriveau
C-GHTF / HDS / CAM100
---------------------------------
Rekindle the Rivalries. Sign up for Fantasy Football
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Turn & Bank Noise |
06/20/2005 10:38:47 AM
--> Zenith-List message posted by: charles.long@gm.com
My aircraft is equipped with a Falcon Turn & Bank indicator and an
ICOM A200 communications radio. The T&B is generating a significant amount
of noise which comes through on the Radio. Anybody out there come up with
a way to isolate the noise from the radio?
Thanks
Chuck Long
N601LE, 8 hr TT
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Zenith-List message posted by: Eldo@unb.ca
Larry
The answer to this question is like most things related to design: there is usually
a
compromise and it depends...
To use up more power effectively requires more blade area ie. either more blades
or more length.
The pitch (what you might call "bite") depends upon the engine rpm and the speed
at which you want the most efficient use of the prop. Hence the concept of climb
or
take-off versus cruise pitch. Fixed pitch props have to be a bit of a compromise.
Shorter and multi-blade props are usually required for higher speed engines (thus
many speed reduction systems for conversions of most auto engines or other
engines producing peak power at relatively higher rpm). The shorter blade is
needed to keep the tip speed below supersonic speeds where prop efficiency
generally falls off.
Finally you have the limit of ground clearance that will depend upon the landing
gear configuration and length.
All of these factors have some well documented equations related to cruise versus
climb speed, engine cruise rpm, climb power rpm, etc. but the above gives a little
insight as to why length prop matters.
So if your 701 has a particularly high prop rpm because of the engine choice, you
may need a shorter, three or four blade prop, but you should look to the designer
for
advice or search EEA for details on prop design/choices.
Eldo Hildebrand
From: "Zodie Rocket" <zodierocket@hsfx.ca>
Subject: RE: Zenith-List: Prop lenght
Send reply to: zenith-list@matronics.com
> --> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
>
> Larry, I actually asked about this from Gary several years ago, he went
> into a great explanation with the facts to prove his point. I can no
> longer remember enough of the conversation or facts to prove this point
> but I'm sure Gary can. Write him at wolfpack@sentex.net and let all of
> us know of his response.
>
> Mark Townsend Alma, Ontario
> Zodiac 601XL , Osprey 2 serial # 751
> President: Kitchener/Waterloo RAA Chapter
> www.ch601.org / www.ch701.com / www.Osprey2.com
>
> -----Original Message-----
>
> --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
>
> Need a little explanation about props. I read the Gary Wolf article (at
> www.ch701.com) and in it he states that a prop less than 68" won't
> perform in a 701. I would be interested in why he thinks so. Why is a
> long prop better than a short prop? Seems to me that with a shorter
> prop you just give it a little more bite, same end results. Thoughts
> please.
> Larry Martin, N1345L www.angelfire.com/un/ch701
>
>
>
>
>
>
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel Filter Placement - Lessons Learned |
06/20/2005 11:40:37 AM
--> Zenith-List message posted by: charles.long@gm.com
I experienced an engine stoppage during one of my first flights. It
occurred at altitude using cruise power with the Aux pump off. The engine
immediately restarted after turning the Aux pump on (Windmilling propellor,
so engine starter was not required). I repeated the stoppage a 2nd time
and confirmed that the Aux pump was required to keep the engine running.
My airplane configuration is as follows:
601HDS built from Kit
Jabiru 3300A purchased with FWD from ZAC
Finger screens in the tank
Dual Aux Facet pumps in wing root mounted close to the tank
Selector valve on the floor just forward of the wing spar
Single line feeding the Gascolator just aft of the firewall
Jabiru Engine fuel pump in series with Aux pumps
Bosch Metal Can auto fuel filter downstream of the Jab pump
Fuel pressure sensor downstream of the Bosch filter
Outside air temp - 80 F
Jabiru recommends installing the fuel filter upstream rather than
downstream of their fuel pump. I did not follow this practice as I was
concerned about installing a filter on the suction side of the pump.
The fuel system was designed to run at low pressures (<2 psi). The
Bosch filter may have caused a high enough pressure drop to reduce the flow
to an unacceptable low level. Vapor lock may also have played into this.
Fuel flow was tested before the first flight using the Aux pumps and flow
was confirmed to be over 20 gph. The test was repeated after this incident
and continued to be over 20 gph. The flow was never tested using the
Jabiru pump for safety reasons. The Jabiru pump was disassembled and
showed no indications of a problem or contamination.
The bosch filter was discarded and per the recommendations of those
on the Matronics list, a Flow Ezy stainless mesh filter (A S & S, p/n
05-28905) was installed upstream of the Jab pump. The Flow Ezy filter,
though rather expensive (close to $100), provides high flow / low pressure
drop. This appears to have cured the problem as I have had no additional
issues after 6 hours additional flight time. This includes several full
power climbs with Aux pumps off.
Looking back on this, I should have used the high flow, stainless
filter from the git-go. Fortunately, the plane was designed with fuel pump
redundancy and the Aux pumps were used during Takeoff and Landing.
I hesitate to air my dirty laundry here , but hopefully it will help
some other builders to avoid the same mistake.
Chuck Long
N601LE, 8 hr TT
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Bingo!....Fuel pumps in the wrong place equals vapour lock.
Firstly Charles thankyou for being open and pointing out what we have
been saying for a long time is a real possibility.
One observation I have is that is you have the low pressure facet pumps
in the wing roots and you now know you will have to rely on them, then
there is no reason not to install the filter you describe (even a high
pressure loss filter) before the engine driven pump. Providing of course
the Facets develop enough pressure to provide positive pressure at the
inlet of the engine driven pump.
Personally I don't like the engine driven pump because it is a single
point of failure but I have been told that you cannot delete this pump
with the Jab motor...I have not personally confirmed this.
Not sure if you have this but it is wise to use a low cost (2.5 bucks)
fuel filter at the discharge of EACH Facet rather than rely on a single
filter prior in the line feeding the engine from a single point of
failure perspective.
Regards
Frank
I experienced an engine stoppage during one of my first flights.
It occurred at altitude using cruise power with the Aux pump off. The
engine immediately restarted after turning the Aux pump on (Windmilling
propellor, so engine starter was not required). I repeated the stoppage
a 2nd time and confirmed that the Aux pump was required to keep the
engine running.
My airplane configuration is as follows:
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: "Kent Brown" <kentbrown@verizon.net>
Chuck,
It's not dirty laundry. It's very useful info, the very reason we all hang
out here! Thanks!
Kent
Do not archive
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-
> server@matronics.com] On Behalf Of charles.long@gm.com
> Sent: Monday, June 20, 2005 8:41 AM
> To: Zenith-List Digest List
> Subject: Zenith-List: Fuel Filter Placement - Lessons Learned
>
> --> Zenith-List message posted by: charles.long@gm.com
>
> I experienced an engine stoppage during one of my first flights. It
> occurred at altitude using cruise power with the Aux pump off. The engine
> immediately restarted after turning the Aux pump on (Windmilling
> propellor,
> so engine starter was not required). I repeated the stoppage a 2nd time
> and confirmed that the Aux pump was required to keep the engine running.
> My airplane configuration is as follows:
>
> 601HDS built from Kit
> Jabiru 3300A purchased with FWD from ZAC
> Finger screens in the tank
> Dual Aux Facet pumps in wing root mounted close to the tank
> Selector valve on the floor just forward of the wing spar
> Single line feeding the Gascolator just aft of the firewall
> Jabiru Engine fuel pump in series with Aux pumps
> Bosch Metal Can auto fuel filter downstream of the Jab pump
> Fuel pressure sensor downstream of the Bosch filter
> Outside air temp - 80 F
>
> Jabiru recommends installing the fuel filter upstream rather than
> downstream of their fuel pump. I did not follow this practice as I was
> concerned about installing a filter on the suction side of the pump.
>
> The fuel system was designed to run at low pressures (<2 psi). The
> Bosch filter may have caused a high enough pressure drop to reduce the
> flow
> to an unacceptable low level. Vapor lock may also have played into this.
> Fuel flow was tested before the first flight using the Aux pumps and flow
> was confirmed to be over 20 gph. The test was repeated after this
> incident
> and continued to be over 20 gph. The flow was never tested using the
> Jabiru pump for safety reasons. The Jabiru pump was disassembled and
> showed no indications of a problem or contamination.
>
> The bosch filter was discarded and per the recommendations of those
> on the Matronics list, a Flow Ezy stainless mesh filter (A S & S, p/n
> 05-28905) was installed upstream of the Jab pump. The Flow Ezy filter,
> though rather expensive (close to $100), provides high flow / low pressure
> drop. This appears to have cured the problem as I have had no additional
> issues after 6 hours additional flight time. This includes several full
> power climbs with Aux pumps off.
>
> Looking back on this, I should have used the high flow, stainless
> filter from the git-go. Fortunately, the plane was designed with fuel
> pump
> redundancy and the Aux pumps were used during Takeoff and Landing.
>
> I hesitate to air my dirty laundry here , but hopefully it will help
> some other builders to avoid the same mistake.
>
> Chuck Long
> N601LE, 8 hr TT
>
>
>
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: belt drive noise |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Grant,
Just a little caution words, check out how much you can loosen the belt, so the
teeth dont jump over the gears. If they jump over the gear, there could be
lots of stress in all the reduction and the engine, this belts are very strong.
Good luck in finding the noise.
Saludos
Gary Gower.
Grant Corriveau <grantc@ca.inter.net> wrote:
--> Zenith-List message posted by: Grant Corriveau
Ben, Mark, Gary et al,
Thanks for the pointers. I'll try loosening the belt a twitch to see if
anything changes.... see if I can zero in on the noise without sticking my
head in the prop to listen! ;-)
I'll keep you posted....
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
Sorry list I lost Randy's E-Mail address, Randy a guest is always
welcome to the builders dinner.
Do not archive
Mark Townsend Alma, Ontario
Zodiac 601XL , Osprey 2 serial # 751
President: Kitchener/Waterloo RAA Chapter
www.ch601.org / www.ch701.com / www.Osprey2.com
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
We all remember what it was like to decide to build a plane and some of
us plowed right into it without even having had a flight in it. I have
just been contacted by just such a gentleman in Atlantic Canada. Does
anyone on this list have a flying 601 in the Atlantic coast? Would you
mind sharing an hour of your time to give another builder a flight of a
lifetime? Over the years I have arranged many such rides for people
close to me, and even a few over distance.
Last year I was considering making a private list of people who would be
open to taking a builder for a flight. This way a new builder can meet
with someone who has achieved there dream and be able to provide
inspiration to the new builders. So anyone who wouldn't mind please
E-Mail me at cdngoose@hsfx.ca and I will make a list with phone #'s to
keep handy. When we get a new member on the list that would love a
chance at a flight I will contact the person with the flying plane and
forward the E-Mail address of the new person so that it is solely the
decision (without obligation) of the flying plane owner. I wish to only
do North America at this time, if it works out then maybe we can expand
the idea. IF you think I'm nuts let me know, but I have yet to meet any
Zenith builder who wasn't happy to share there experience with new
builders.
Thanks Folks.
Mark Townsend Alma, Ontario
Zodiac 601XL , Osprey 2 serial # 751
President: Kitchener/Waterloo RAA Chapter
www.ch601.org / www.ch701.com / www.Osprey2.com
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | CH 601 Friends and Other Interested Folks |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Dear Thread Friends, I finally got to fly my XL this morning. Even though the
first flight was a week ago I had to finish a couple Alarus hours to satisfy
the underwriters. That and the radios are being cantankerous. Today everything
went well. Just as stated you just push the throttle and before the engine
even gets to max rpm with finger tip pressure she bobs up and gone. Climbs fast
and strong. Gentle pressure on the stick gets quick honest turns and climbs.
Needed only a touch of trim for level flight at 3000 ft. Landing was a bit
faster than I expected, but the flaps have a sure positive effect and really
change the AOA for touchdown. Ground effect was noticeable, welcome and provided
a
true buffer. I was all together pleased. One modification that I will employ
is to add a second flap switch on the panel at the throttle for finger control.
This releasing the throttle from my left hand, switching left to right on the
control and toggling the flaps with the right hand and return to right hand
on the stick is cumbersome and potentially dangerous. Didn't think it would be
when I laid it all out, but sure has to be changed now that I have done it.
After the thrill of this morning it's going to be a little difficult to get
interested in my job this p.m. Ha., Now to kick the rest of these Phase I hours
in
the book. Best regards. Bill of Georgia
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CH 601 Friends and Other Interested Folks |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Congratulations Bill,
You're just getting into the most fun part, exploration of your 601's
flight characteristics.
Sounds like yours is going to be a good experience too. Keep us up on
what's happening
as you get further along with it.
Do fly safe,
Larry McFarland
do not archive
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Dear Thread Friends, I finally got to fly my XL this morning. Even though the
>first flight was a week ago I had to finish a couple Alarus hours to satisfy
>the underwriters. That and the radios are being cantankerous. Today everything
>went well. Just as stated you just push the throttle and before the engine
>even gets to max rpm with finger tip pressure she bobs up and gone. Climbs fast
>and strong. Gentle pressure on the stick gets quick honest turns and climbs.
>Needed only a touch of trim for level flight at 3000 ft. Landing was a bit
>faster than I expected, but the flaps have a sure positive effect and really
>change the AOA for touchdown. Ground effect was noticeable, welcome and provided
a
>true buffer. I was all together pleased. One modification that I will employ
>is to add a second flap switch on the panel at the throttle for finger control.
>This releasing the throttle from my left hand, switching left to right on the
>control and toggling the flaps with the right hand and return to right hand
>on the stick is cumbersome and potentially dangerous. Didn't think it would be
>when I laid it all out, but sure has to be changed now that I have done it.
>After the thrill of this morning it's going to be a little difficult to get
>interested in my job this p.m. Ha., Now to kick the rest of these Phase I hours
in
>the book. Best regards. Bill of Georgia
>
>
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: CH 601 Friends and Other Interested Folks |
--> Zenith-List message posted by: "Leo Gates" <leogates@allvantage.com>
Good on you Bill. You can now have as much fun as the rest of us.
Leo Gates
N601Z
-------Original Message-------
From: zenith-list@matronics.com
Subject: Re: Zenith-List: CH 601 Friends and Other Interested Folks
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Congratulations Bill,
You're just getting into the most fun part, exploration of your 601's
flight characteristics.
Sounds like yours is going to be a good experience too. Keep us up on
what's happening
as you get further along with it.
Do fly safe,
Larry McFarland
do not archive
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Dear Thread Friends, I finally got to fly my XL this morning. Even though
the
>first flight was a week ago I had to finish a couple Alarus hours to
satisfy
>the underwriters. That and the radios are being cantankerous. Today
everything
>went well. Just as stated you just push the throttle and before the engine
>even gets to max rpm with finger tip pressure she bobs up and gone. Climbs
fast
>and strong. Gentle pressure on the stick gets quick honest turns and climbs
>Needed only a touch of trim for level flight at 3000 ft. Landing was a bit
>faster than I expected, but the flaps have a sure positive effect and
really
>change the AOA for touchdown. Ground effect was noticeable, welcome and
provided a
>true buffer. I was all together pleased. One modification that I will
employ
>is to add a second flap switch on the panel at the throttle for finger
control.
>This releasing the throttle from my left hand, switching left to right on
the
>control and toggling the flaps with the right hand and return to right hand
>on the stick is cumbersome and potentially dangerous. Didn't think it would
be
>when I laid it all out, but sure has to be changed now that I have done it.
>After the thrill of this morning it's going to be a little difficult to get
>interested in my job this p.m. Ha., Now to kick the rest of these Phase I
hours in
>the book. Best regards. Bill of Georgia
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Turn & Bank Noise |
--> Zenith-List message posted by: <flyingferret@netscape.com>
My turn bank has started being very loud intermittently; not through the radio-audible
noise. I also have the Falcon unit from ACSS. Has anyone else experienced
this? It apears to function ok, but I'm concerned that its doom is near.
Btw...it only has ~140 hours on it; I won't be happy if it dies.
Greg
--- charles.long@gm.com wrote:
From: charles.long@gm.com
06/20/2005 10:38:47 AM
Subject: Zenith-List: Turn Bank Noise
-- Zenith-List message posted by: charles.long@gm.com
My aircraft is equipped with a Falcon Turn Bank indicator and an
ICOM A200 communications radio. The TB is generating a significant amount
of noise which comes through on the Radio. Anybody out there come up with
a way to isolate the noise from the radio?
Thanks
Chuck Long
N601LE, 8 hr TT
Netscape. Just the Net You Need.
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Atlantic Canada |
--> Zenith-List message posted by: Steve Hulland <marinegunner@gmail.com>
I am about 50% done with my CH 701 and would really enjoy a flight,
especially in an older CH701 powered by a Rotax 782.
Steve Hulland
2111 West Dove Way
Amado, AZ 85645
On 6/20/05, Zodie Rocket <zodierocket@hsfx.ca> wrote:
>
> --> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
>
> We all remember what it was like to decide to build a plane and some of
> us plowed right into it without even having had a flight in it. I have
> just been contacted by just such a gentleman in Atlantic Canada. Does
> anyone on this list have a flying 601 in the Atlantic coast? Would you
> mind sharing an hour of your time to give another builder a flight of a
> lifetime? Over the years I have arranged many such rides for people
> close to me, and even a few over distance.
> Last year I was considering making a private list of people who would be
> open to taking a builder for a flight. This way a new builder can meet
> with someone who has achieved there dream and be able to provide
> inspiration to the new builders. So anyone who wouldn't mind please
> E-Mail me at cdngoose@hsfx.ca and I will make a list with phone #'s to
> keep handy. When we get a new member on the list that would love a
> chance at a flight I will contact the person with the flying plane and
> forward the E-Mail address of the new person so that it is solely the
> decision (without obligation) of the flying plane owner. I wish to only
> do North America at this time, if it works out then maybe we can expand
> the idea. IF you think I'm nuts let me know, but I have yet to meet any
> Zenith builder who wasn't happy to share there experience with new
> builders.
>
> Thanks Folks.
>
> Mark Townsend Alma, Ontario
> Zodiac 601XL , Osprey 2 serial # 751
> President: Kitchener/Waterloo RAA Chapter
> www.ch601.org <http://www.ch601.org> / www.ch701.com<http://www.ch701.com>/
> www.Osprey2.com <http://www.Osprey2.com>
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: Peter Dunning <peterd@metec.co.nz>
Hi Charles,
As a comment, I would suggest that the Facet pumps should not be in series
with the engine pump as they merely load the engine pump when not operating,
thus contributing to potential VL. When the Facets are in parallel to the
engine pump, a check valve in series with the engine pump would be a good
investment.
The issue arises with parallel Facet pumps, in that the output pressure
should not exceed the carburetor max. value.
All credit to you for raising this issue on the list.
Cheers
Peter Dunning
CH601HD/912S/ZK-SPD
----- Original Message -----
From: <charles.long@gm.com>
Subject: Zenith-List: Fuel Filter Placement - Lessons Learned
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: NYTerminat@aol.com
List,
Could someone draw a diagram on the fuel pump parallel layout with the check
valves?
Thanks
Bob Spudis
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Turn & Bank Noise |
--> Zenith-List message posted by: "Jerry Latimer" <jlatimer1@cox.net>
You might try asking this question on the aeroelectric list or searching the
archives of the aeroelectric list. I believe this subject was discussed in
the past. This problem with the Falcon T&B seems to be noted for this
problem.
Jerry
--> Zenith-List message posted by: <flyingferret@netscape.com>
My turn bank has started being very loud intermittently; not through the
radio-audible noise. I also have the Falcon unit from ACSS. Has anyone else
experienced this? It apears to function ok, but I'm concerned that its doom
is near. Btw...it only has ~140 hours on it; I won't be happy if it dies.
Greg
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: Mike Fothergill <mfothergill@sympatico.ca>
Hi;
My parallel pump works fine even when the engine pump failed. There is
Very very little pressure difference with one or both pumps running. You
do not need any extra check valves. Try blowing backwards through either
pump. There is very little leakage and it is not enough to prevent
sufficient fuel from getting to the carbs.
The facet pump is mounted at the bottom of the engine side of the
firewall. There is plenty of airflow there.
Mike
CH-601HDS with 1000+ hours
UHS Spinners
NYTerminat@aol.com wrote:
> --> Zenith-List message posted by: NYTerminat@aol.com
>
> List,
>
> Could someone draw a diagram on the fuel pump parallel layout with the check
> valves?
>
> Thanks
>
> Bob Spudis
>
>
>
>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Turn & Bank Noise |
--> Zenith-List message posted by: Jack Russell <clojan@sbcglobal.net>
Chuck: Must be something about icom and falcon which is not compatible. I had the
same problem and I am sorry to say the only answer was to remove the Falcon
and throw it as far as possible. I did everything that was recommended including
shielded wire, capacitor, diodes, tin can on the instrument, and even a seperate
battery source. I took it out of the panel and sent it back to falcon
and got another one with the same problem. It may work fine with another radio
intercom setup but I wouldn't waste your time with it. I guess we get what we
pay for. I will replace it with a solid state gyro like the pictorial pilot turn
bank. Jack in Clovis Ca
charles.long@gm.com wrote:--> Zenith-List message posted by: charles.long@gm.com
My aircraft is equipped with a Falcon Turn & Bank indicator and an
ICOM A200 communications radio. The T&B is generating a significant amount
of noise which comes through on the Radio. Anybody out there come up with
a way to isolate the noise from the radio?
Thanks
Chuck Long
N601LE, 8 hr TT
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | was -Fuel Filter Placement - Lessons Learned |
--> Zenith-List message posted by: "David Alberti" <daberti@sbcglobal.net>
As and aside to what kind of air flow is under the cowl, last week I pulled
the cowl to do a routine check and found my firewall splattered with bugs in
the area above the upper gear support. Granted they were small bugs but
splattered just the same.
Dave 601 HD 912ULS
....posted by: Mike Fothergill The facet pump is mounted at the bottom of
the engine side of the
firewall. There is plenty of airflow there.
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 701 airspeed indicator markings |
--> Zenith-List message posted by: MElrod3732@aol.com
Hello fellow builders: I am installing the airspeed indicator in my 701 and
was wondering at what airspeed values to paint the white, green, and yellow
arcs.
Could someone please provide those speeds or tell me where to obtain them.
I would also appreciate techniques on the best, and neatest, way to paint
those arcs.
Thanks in advance,
Mike Elrod
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 701 airspeed indicator markings |
--> Zenith-List message posted by: "Gary" <GM_bear@hotmail.com>
Take a look at these:
Operating Range Decals from Aircraft Spruce
OPERATING RANGE DECALS P/N 10-03905 Yellow, red, green and white,
pressure sensitive. Just pull off backing and place on instrument lens.
http://www.aircraftspruce.com/catalog/inpages/operangedecal.php
Gary Melton
----- Original Message -----
From: <MElrod3732@aol.com>
Subject: Zenith-List: 701 airspeed indicator markings
> --> Zenith-List message posted by: MElrod3732@aol.com
>
> Hello fellow builders: I am installing the airspeed indicator in my 701
> and
> was wondering at what airspeed values to paint the white, green, and
> yellow
> arcs.
> Could someone please provide those speeds or tell me where to obtain
> them.
> I would also appreciate techniques on the best, and neatest, way to paint
> those arcs.
> Thanks in advance,
>
> Mike Elrod
>
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|