Today's Message Index:
----------------------
1. 06:06 AM - Re: High Intensity Discharge (HID) Landing LIghts (Leo Gates)
2. 07:30 AM - 601 Rudder Modification (JAPhillipsGA@AOL.COM)
3. 08:11 AM - Re: 601 Rudder Modification (Hinde, Frank George (Corvallis))
4. 09:02 AM - Re: 601 Rudder Modification (Larry McFarland)
5. 09:02 AM - First flight of N414PZ (Paul Hartl)
6. 09:22 AM - Re: 601 Rudder Modification (ron dewees)
7. 09:40 AM - Jabiru Engine Seminar--A brief report (Bob Miller)
8. 09:48 AM - Re: First flight of N414PZ (Paul Mulwitz)
9. 09:49 AM - Re: 601 Rudder Modification (JAPhillipsGA@aol.com)
10. 09:54 AM - Re: First flight of N414PZ (JAPhillipsGA@aol.com)
11. 10:06 AM - Re: Jabiru Engine Seminar--A brief report 0.12 MISSING_HEADERS ... (JAPhillipsGA@aol.com)
12. 10:07 AM - Re: 601 Rudder Modification (Paul Mulwitz)
13. 10:07 AM - Re: 601 Rudder Modification (Leo Corbalis)
14. 10:15 AM - Re: First flight of N414PZ (Hinde, Frank George (Corvallis))
15. 10:30 AM - Re: 601 Rudder Modification (Hinde, Frank George (Corvallis))
16. 11:27 AM - Source for Adell clamps (Roger Venables)
17. 11:35 AM - Baloney detection 101!! ;-) (Grant Corriveau)
18. 11:42 AM - Re: Source for Adell clamps (Hinde, Frank George (Corvallis))
19. 11:45 AM - Re: Source for Adell clamps (Lance Gingell)
20. 11:46 AM - Re: AOA question (Cleone Markwell)
21. 11:49 AM - The Research... (Beckman, Rick)
22. 12:07 PM - Re: First flight of N414PZ (Larry McFarland)
23. 12:18 PM - Re: 601 Rudder Modification (Larry McFarland)
24. 12:23 PM - Re: Baloney detection 101!! ;-) (Paul Mulwitz)
25. 12:54 PM - Re: 601 Rudder Modification (ron dewees)
26. 01:04 PM - Re: Baloney detection 101!! ;-) (John Adamson)
27. 04:48 PM - Re: The Research... (David Alberti)
28. 07:01 PM - Re: Re: Very Cool Tail Light (Was: Rotating beacon) (Carlos Sa)
29. 11:30 PM - Re: [aviation] Re: 601 Rudder Modification (Bruce Bockius)
30. 11:56 PM - Re: [aviation] Re: 601 Rudder Modification (Lance Gingell)
Message 1
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| Subject: | Re: High Intensity Discharge (HID) Landing LIghts |
--> Zenith-List message posted by: "Leo Gates" <leogates@allvantage.com>
Another recommended procedure for emergency night landings is: Trim for
hands off glide, at about 200' AGL lean forward and kiss your ass good by
Do not archive.
Leo Gates
N601Z
-------Original Message-------
From: zenith-list@matronics.com
Subject: Re: Zenith-List: High Intensity Discharge (HID) Landing LIghts
--> Zenith-List message posted by: "Paul Tipton" <PTIPTON@swmail.sw.org>
The best quote I have heard regarding landing lights is for an emergency
landing at night, "pick the darkest 'hole' you can find and head toward
it... as you land, if you don't like what you see in your landing
lights, turn them off!"
Message 2
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| Subject: | 601 Rudder Modification |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Dear Thread Friends, I have been looking at the front of my rudder and
wondering if the area of the nose that hangs over the fiberglass cover for the
elevator control cable might be a large air catcher. If you look at the front of
the rudder from the nose of the plane with the rudder kicked either left or
right I can see that the area is as large as my hand to my wrist and flowing air
stream to the rear would smack into that pocket. Anybody else notice this? I
might make a plate of .19 and attach it flush to the inside of that lip that
would allow air flow around the nose bottom instead of into it. Anybody got any
thoughts? Frank, what do you think? Best regards, Bill of Georgia
Message 3
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| Subject: | 601 Rudder Modification |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Bruce Bockius did exactly this. The tips of the RV are also finished in
a similar way.
My guess is that it would be beneficial as would covering all those gaps
under the horizontal tail.
If I ever got into this with the HDS I would investigate gap covers on
the ailerons and possibly the elevaors as well.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
JAPhillipsGA@aol.com
Subject: Zenith-List: 601 Rudder Modification
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Dear Thread Friends, I have been looking at the front of my rudder and
wondering if the area of the nose that hangs over the fiberglass cover
for the elevator control cable might be a large air catcher. If you look
at the front of the rudder from the nose of the plane with the rudder
kicked either left or right I can see that the area is as large as my
hand to my wrist and flowing air stream to the rear would smack into
that pocket. Anybody else notice this? I might make a plate of .19 and
attach it flush to the inside of that lip that would allow air flow
around the nose bottom instead of into it. Anybody got any thoughts?
Frank, what do you think? Best regards, Bill of Georgia
Message 4
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Bill,
Easy, process requires a little piece of posterboard to trace around and
then reduce it by a 1/16"
all round and transfer that to a couple of pieces of wood and cut out
forms. Same process as making
rib forms. Put a 7-degree back angle to allow you to get the 90-degree
bend and after the rib's formed
put your rivet interval in to match the rib above it. See links of
completed filler rib and elevator trail edge.
http://www.macsmachine.com/images/rudder/full/ruddernose.gif
http://www.macsmachine.com/images/elevator/full/centercutout.gif
Both this forward part of the rudder and the elevator center trailing
edges need to be finished.
Larry McFarland - 601HDS @ www.macsmachine.com
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Dear Thread Friends, I have been looking at the front of my rudder and
>wondering if the area of the nose that hangs over the fiberglass cover for the
>elevator control cable might be a large air catcher. If you look at the front
of
>the rudder from the nose of the plane with the rudder kicked either left or
>right I can see that the area is as large as my hand to my wrist and flowing air
>stream to the rear would smack into that pocket. Anybody else notice this? I
>might make a plate of .19 and attach it flush to the inside of that lip that
>would allow air flow around the nose bottom instead of into it. Anybody got any
>thoughts? Frank, what do you think? Best regards, Bill of Georgia
>
>
>
>
Message 5
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| Subject: | First flight of N414PZ |
--> Zenith-List message posted by: "Paul Hartl" <paulhartl@cox.net>
<?xml version="1.0" ?>
Hi All,
What is the old saying, Any landing you walk away from is a good
one? So that's one good landing, and a pretty exciting morning of
being a test pilot. Everything went well, at least from the airplane's
perspective, but the test pilot was a might anxious and didn't exactly
execute every pre-planned action according to the book.
In fact, I didn't really plan to takeoff this morning, not at least until
I had completed a couple of land-backs (a.k.a., crow hops). But the
2nd of these maneuvers put the plane a bit high in the air and not in a
perfect land-back position, so I elected to fly instead, and applied full
power. The plane responded beautifully, and flew nicely, with no
balance problems, either fore to aft, nor side to side. So I was airborne
in a well behaved airplane - which was nice, except that the radio
chose this moment to no longer suppress noise (i.e., my squelch
function disappeared). That would have been OK, except that I was
flying from a towered airport, and the 2nd busiest in Idaho, with lots
of high speed aircraft, including numerous corporate jets. The
resulting difficulty in hearing what tower was trying to tell me made
for a fairly flustering experience, and made the whole thing much
less of the exhilarating experience I was hoping for, and instead
yet one more problem-solving affair.
As for specs of the flight, I don't have too many, as I was just
a little too distracted by my radio problems. But here is what I have:
outside air temp: 70 degrees F
airport elevation: 5320'
aircraft's empty weight: 695 lb
aircraft type: CH601 HDS
engine: Jabiru 3300A, with new, 2nd-generation cowl and ram-air ducts
airspeed indicator: Dynon with Dynon probe
takeoff weight: 940 lb
takeoff roll: short (less than 1000')
rate of climb: I don't know! Something like the Archer II I rent, perhaps 700 fpm
duration of flight: ~40 minutes
max altitude reached: 8600' (she had lots left to go higher)
stall speed (IAS @ 8600'): about 55 mph
stall characteristics: hardly noticeable, some rumbling (oil canning), and a loss
of altitude
landing approach speed: 90 mph IAS
over the fence: about 80 mph
max level flight speed (that I noticed - I wasn't really looking): 119 mph IAS
@ 7500'
max oil temp: about 190 degrees F
max cylinder head temp: 298 degrees F
oil pressure: steady around 50 psi
Hopefully I'll be a little more cognizant of all of these things on the next flights,
but the upshot is that she flies well, and easily, and that I no longer have
those nagging doubts about whether she will be control-able once airborne.
You builders out there, keep it up. 7 years was a long time, but it's pretty amazing
to actually fly in something you built with your own two hands!
N414PZ flies - and beautifully!
Paul
--
Paul Hartl, N414PZ, 601HDS/Jabiru 3300A
My Flight Simulator 2002/4 Zodiac Website: http//members.cox.net/paulhartl
SunValley, Idaho 83340 208-788-9147
Message 6
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Hi Bill,
I guess it's a bit like putting chrome on a tractor, but I did see the
same thing and took some very thin aluminum gutter flashing and
fashioned a plate with a lip around it and rivited it into the rudder
hole. Don't know if it helps flying or not, but it looks a little more
finished.
Ron in Atlanta
do not archive
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Dear Thread Friends, I have been looking at the front of my rudder and
>wondering if the area of the nose that hangs over the fiberglass cover for the
>elevator control cable might be a large air catcher. If you look at the front
of
>the rudder from the nose of the plane with the rudder kicked either left or
>right I can see that the area is as large as my hand to my wrist and flowing air
>stream to the rear would smack into that pocket. Anybody else notice this? I
>might make a plate of .19 and attach it flush to the inside of that lip that
>would allow air flow around the nose bottom instead of into it. Anybody got any
>thoughts? Frank, what do you think? Best regards, Bill of Georgia
>
>
>
>
Message 7
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| Subject: | Jabiru Engine Seminar--A brief report |
0.12 MISSING_HEADERS Missing To: header
--> Zenith-List message posted by: Bob Miller <tutuzulu@gmail.com>
Of the 8 of us attending the August 4-5 Jabiru engine seminar at
JabiruUSA in Shelbyville, Tennessee, 6 of us were Zodiac drivers.
(Well, a couple of us are at still future Zodie drivers, while the
others already making trees and clouds get bigger and smaller at
will).
Don Richter, a cheerful Aussie from the Jabiru factory, and Pete
Krotje, owner of JabiruUSA, team taught the seminar. Don has been
with Jabiru from the earliest days, and brought to Jabiru his
background in building and maintaining racing engines in cars and
boats. Since he's been in charge of Jabiru's engine program since
the inception, he's clearly the world's foremost authority on these
engines. Fortunately for us he's also a helluva a nice guy with a
very understandable way of explaining the engine and responding to our
many questions. I learned more than I expected, and found it far
more useful than I'd hoped. The integrity and commitment that Don
and the whole Jabiru Australian operation have brought to the
development and continuing refinement of this engine comes through
loud and clear. Pete Krotje's operation in Shelbyville is substantial
and impressive, and his employees are some of the most friendly,
helpful and professional people I've met in this or any other
business. During breaks in the seminar, I took the time to wander
around the large hangar and ask questions. No matter what they were
doing, everybody including the test pilot, builders and builder
assistants immediately turned their attention to my questions, and
answered them thoroughly. A most rewarding experience.
Overall, the seminar not only made me pleased with my engine choice
(the 85hp Jabiru 2200) but much more confident in my ability to
set-up, maintain and operate the engine with the utmost reliability
and safety. (And if I can, believe me, anybody can!) It also made
me confident that Pete and the rest of the folks at JabiruUSA have a
very successful operation that will continue to provide reliable
service to its customers.
Re-reading what I've written here, it sounds like a paid testimonial,
but it's not. I just want to share something that I found
tremendously valuable with this great group of builders who have been
so helpful to me. And I do want to help out the Jabiru folks, because
they are a great bunch with a solid product. It's too seldom that
things turn out better than hoped, and I really encourage all of you
who have not decided on an engine to seriously consider the Jab, and
those of you who are installing or flying the Jab to attend the
seminar if it is offered again. The best money I've spent so far in
the pursuit of building this aircraft. Now if I can ever get to that
first flight.
Bob Miller
Message 8
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| Subject: | Re: First flight of N414PZ |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Congratulations Paul
It sounds like the first flight couldn't have been any better - even
if you had planned it.
Keep up the good, and safe, flying.
Paul
XL barely started
do not archive
At 09:01 AM 8/16/2005, you wrote:
> What is the old saying, Any landing you walk away from is a good
>one? So that's one good landing, and a pretty exciting morning of
>being a test pilot. Everything went well, at least from the airplane's
>perspective, but the test pilot was a might anxious and didn't exactly
>execute every pre-planned action according to the book.
Message 9
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Ron, you mean like Frank said last week, "lipstick on a pig" ? Bill
Message 10
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| Subject: | Re: First flight of N414PZ |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Paul, Congratulations !!!! Most fun you can have with your clothes on, Right
? Now for a quick 39 hours and 20 minutes to freedom, Best regards, I know
your proud, Bill of Georgia
Message 11
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| Subject: | Re: Jabiru Engine Seminar--A brief report 0.12 MISSING_HEADERS |
...
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Bob, sounds like such a seminar was a real benefit. Did Pete mention why he
didn't video/CD the whole thing for resale and distribution to all us poor
stiffs out working our tails off to pay for FWF kits ? Seems like a product I
would pay for, maybe many others would pay for same. Pete, you reading this ?
Real Good idea, Right ? I don't expect any compensation for my good ideas,
course if you agree and it makes you some doe you could send me a complementary
Econo Tuning Kit for my 3300 in appreciation and gratitude, Best regards, Bill
of Georgia
Message 12
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
I wonder if the rudder moves much at all while in flight. Perhaps it
is like the ailerons where you apply pressure and get response from
the plane but no real movement of the control surface.
If the rudder doesn't move very much would this make the problem disappear?
Paul
XL barely started
do not archive
At 07:28 AM 8/16/2005, you wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Dear Thread Friends, I have been looking at the front of my rudder and
>wondering if the area of the nose that hangs over the fiberglass
>cover for the
>elevator control cable might be a large air catcher. If you look at
>the front of
>the rudder from the nose of the plane with the rudder kicked either left or
>right I can see that the area is as large as my hand to my wrist and
>flowing air
>stream to the rear would smack into that pocket. Anybody else notice this? I
>might make a plate of .19 and attach it flush to the inside of that lip that
>would allow air flow around the nose bottom instead of into it.
>Anybody got any
>thoughts? Frank, what do you think? Best regards, Bill of Georgia
Message 13
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: "Leo Corbalis" <leocorbalis@sbcglobal.net>
Don't bother. I filled the hole with foam and fiberglassed the surface flat.
Net result, not even a 1 knot change in airspeed. The only time you use
significant rudder deflection is when spinning or power on stalls. Rolling
in and out of turns does take a small deflection but only momentarily. I was
disappointed by the result of all my effort.
Leo Corbalis
----- Original Message -----
From: <JAPhillipsGA@aol.com>
Subject: Zenith-List: 601 Rudder Modification
> --> Zenith-List message posted by: JAPhillipsGA@aol.com
>
> Dear Thread Friends, I have been looking at the front of my rudder and
> wondering if the area of the nose that hangs over the fiberglass cover for
> the
> elevator control cable might be a large air catcher. If you look at the
> front of
> the rudder from the nose of the plane with the rudder kicked either left
> or
> right I can see that the area is as large as my hand to my wrist and
> flowing air
> stream to the rear would smack into that pocket. Anybody else notice this?
> I
> might make a plate of .19 and attach it flush to the inside of that lip
> that
> would allow air flow around the nose bottom instead of into it. Anybody
> got any
> thoughts? Frank, what do you think? Best regards, Bill of Georgia
>
>
>
Message 14
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| Subject: | First flight of N414PZ |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
I second that!...Congratulations Paul, it really is a nice lill'e
airplane with many hours of fun ahead.
Frank
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
JAPhillipsGA@aol.com
Subject: Re: Zenith-List: First flight of N414PZ
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Paul, Congratulations !!!! Most fun you can have with your clothes on,
Right ? Now for a quick 39 hours and 20 minutes to freedom, Best
regards, I know your proud, Bill of Georgia
Message 15
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| Subject: | 601 Rudder Modification |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Not totally surprised, sadly drag reductions make much less difference
on a 100mph airplane than they do on a 200mph craft.
I'm certain there are gains to be had though...cowling inlet size,
sloping the deck behind the canopy etc.
Frank
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Leo
Corbalis
Subject: Re: Zenith-List: 601 Rudder Modification
--> Zenith-List message posted by: "Leo Corbalis"
--> <leocorbalis@sbcglobal.net>
Don't bother. I filled the hole with foam and fiberglassed the surface
flat.
Net result, not even a 1 knot change in airspeed. The only time you use
significant rudder deflection is when spinning or power on stalls.
Rolling in and out of turns does take a small deflection but only
momentarily. I was disappointed by the result of all my effort.
Leo Corbalis
----- Original Message -----
From: <JAPhillipsGA@aol.com>
Subject: Zenith-List: 601 Rudder Modification
> --> Zenith-List message posted by: JAPhillipsGA@aol.com
>
> Dear Thread Friends, I have been looking at the front of my rudder and
> wondering if the area of the nose that hangs over the fiberglass cover
for
> the
> elevator control cable might be a large air catcher. If you look at
the
> front of
> the rudder from the nose of the plane with the rudder kicked either
left
> or
> right I can see that the area is as large as my hand to my wrist and
> flowing air
> stream to the rear would smack into that pocket. Anybody else notice
this?
> I
> might make a plate of .19 and attach it flush to the inside of that
lip
> that
> would allow air flow around the nose bottom instead of into it.
Anybody
> got any
> thoughts? Frank, what do you think? Best regards, Bill of Georgia
>
>
>
Message 16
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| Subject: | Source for Adell clamps |
--> Zenith-List message posted by: "Roger Venables" <roger@nwtradingpost.com>
Can't seem to find a source for Adell Clamps. Any suggestions?
Roger Venables
CH 701 N143TZ , ruddeer and stabilizer finished, busy on elevator
Message 17
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| Subject: | Baloney detection 101!! ;-) |
--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
Fellow listers,
On this list, and elsewhere in life, we all come up against the problem of
filtering through conflicting facts, opinions and statements to try to find
an answer to a problem. Whether it's deciding how many and which tools
you'll really need to build our airplane, to what kind of equipment to
install, to how to fly it, etc. etc. etc... you'll not only come across
differing opinions, but often diametrically opposed opinions, claims and
directives. How do we find the truth in all this?
I just read an article that contains good advice. It's written about bible
study (see the links), but I've obtained permission to post the salient
points that would apply to most any field of endeavour.
I hope it may be of help in planning, building and safely flying our
aircraft.
best
Grant Corriveau
C-GHTF / HDS / CAM100
-----------------------
http://www.ptm.org/O5PT/JulAug/baloney.pdf
http://www.ptm.org/05PT/JulAug/SelectArtcl.htm#BALONEY
BALONEY DETECTION 101
by Jerry Griffin
The Fundamentals
... How can we separate fact from fiction and avoid
swallowing a lot of baloney, ... For starters, here are some basic tools
that should be part of everyone's baloney detection kit.
1 Examine the methodology. Ask yourself, "How do I know what I know? On what
am I basing my understanding, and how valid is the reasoning?"
2 Verify the information. Don't rely on assumption, hearsay, conjecture,
wishful thinking, propaganda, fibs or halftruths. Check it out.
3 Keep learning. Separating fact from fiction requires ongoing study,
research and reading
... our best protection against misinformation is scholarship the personal
responsibility that each of us has to examine and express information as
accurately as possible.... scholarship is not just for academic
professionals. It's a set of skills we all can use on a daily basis --
skills, such as, how to think critically and sort through today's
information overload.
Additional Guidelines
To flesh out the fundamentals of scholarship in more
detail, here are some additional tools for your baloney-detection toolbox.
4 Always go to the original sources in any field of study to obtain or
verify information.... The mere fact that a statement, claim or opinion
appears in print doesn't automatically make it true. Follow the principle of
confirming every point by two or three reliable witnesses.
5 Be careful with generalizations. Avoid extending a particular to the whole
(example: the terrorist in the news was a Muslim, so all Muslims must be
terrorists). Also, avoid applying the whole to a particular (example: most
Arabs are Muslims, so that Arab must be a Muslim).
6 Avoid the fallacy that fails to recognize distinctions. For example,
someone may argue that because a and b are alike in some respects they are
alike in all respects. Or one may try to argue the reverse: because a and b
are different in some respects they are different in all respects. This
all-or-nothing argument is another form of generalization.
7 Guard against the selective and prejudicial use of evidence, especially
background material. Selective evidence does not constitute proof. For
example, someone may cite a limited example as proof of his point, while
excluding other examples that contradict his point.
8 Context is key; always pay attention to it when reading the Bible or any
reference material. Read with the flow of thought in mind. And read with a
critical eye: Who is saying what to whom, and why? What is going on? What
are the underlying factors? What are the issues? What are the basic
assumptions? What is the nature of the authors arguments, and how does he
argue his points?
9 Avoid purely emotional appeals. Showing emotion or being passionate about
what one believes is certainly appropriate. But using emotional appeals as a
substitute for evidence or logic is not. Emotional appeals often deteriorate
into sarcasm and are a cheap way of dismissing other views without dealing
with their content.
10 Recognize and avoid a host of other fallacies, such as:
a. Arguments from silence ... That's a bit like saying that
just because pigs don't have wings doesn't mean they still couldn't fly.
b. Either-or arguments "Either you believe this, or you're an idiot." Most
likely, those are not the only two options.
c. Stringing disconnected facts together illogically, arriving at an absurd
conclusion ...
d. Attacking the person instead of addressing his point "Look who's
talking - a known thespian who was once seen matriculating in public!"
e. Guilt by association - "He claims to be a conservative, but you can't
believe a word he says because he went to one of those eastern, liberal
schools. Yale, I believe."
f. Circular reasoning - "If America is a Christian nation, then all
Americans are Christians."
g. Invalid arguments... The conclusion is invalid because the ... premises
are false.
Conclusion
Given human nature, accurate information has always been hard to
come by, and the problem has only intensified in our age of instantaneous
communication. Weapons of mass distortion threaten our ability to separate
fact from fiction as never before. And these weapons are just as destructive
to society as the explosive kind - maybe more so, because they influence how
people think and then behave towards one another.
...make the following code of ethics your battle plan:
Always do your best.
Pay attention to detail.
Be impeccable with your facts.
Don't assume; verify. And then, double check.
Don't take honest differences of opinion personally.
Stay humble. We all make mistakes, and we all have much to learn.
Always tell the truth. It will please some people and astonish the rest. I
believe Mark Twain is responsible for that last statement. But I'm not
completely sure. Is anyone willing to do the research?
-- Jerry Griffin, a former seminary teacher, is currently a freelance
writer.
Recommended Reading:
1. Exegetical Fallacies by D.A. Carson: Baker Book House, 1988.
2. How to Read a Book by Mortimer Adler and Charles Van Doren: Touchstone
(Simon & Schuster), 1972, especially the chapters on how to read history and
philosophy.
3. Why People Believe Weird Things by Michael Shermer: W.H. Freeman and
Company, 1998, especially the 25 fallacies in chapter 3, How Thinking Goes
Wrong.
Message 18
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| Subject: | Source for Adell clamps |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
www.vansaircraft.com
Their prices always seem pretty reasonable
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Roger
Venables
Subject: Zenith-List: Source for Adell clamps
--> Zenith-List message posted by: "Roger Venables"
--> <roger@nwtradingpost.com>
Can't seem to find a source for Adell Clamps. Any suggestions?
Roger Venables
CH 701 N143TZ , ruddeer and stabilizer finished, busy on elevator
Message 19
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| Subject: | Source for Adell clamps |
--> Zenith-List message posted by: "Lance Gingell" <lgingell@matrix-logic.com>
Aircraft Spruce has 'em: http://www.aircraftspruce.com/catalog/appages/ms21919clamps.php
..lance
________________________________
From: owner-zenith-list-server@matronics.com on behalf of Roger Venables
Subject: Zenith-List: Source for Adell clamps
--> Zenith-List message posted by: "Roger Venables" <roger@nwtradingpost.com>
Can't seem to find a source for Adell Clamps. Any suggestions?
Roger Venables
CH 701 N143TZ , ruddeer and stabilizer finished, busy on elevator
Message 20
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| Subject: | Re: AOA question |
--> Zenith-List message posted by: Cleone Markwell <cleone@rr1.net>
Jon, The auto industry is governed by capitalism not the FAA. Who else
would regulate ultralights by empty weight and no mention of gross weight.
Cleone
At 11:27 AM 8/14/05, you wrote:
>--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
>I appreciate all of this discussion on AOAs - - this has certainly aroused
>interest for many of us 'uneducated' on this topic.
>
>For those that arent familiar with this technology yet, let me tell you
>that the most expensive component is an off the shelf gauge that can be
>purchased for about $75 from most industrial distributors.... and the
>rest of the parts are tubes and a properly constructed dual probe that
>attaches to the wing and is adjusted as required. People like Scott and
>Ron, Gary, etc have built and installed these and many more attest to
>their wonderful usefulness. I want one now!
>
>But, I wonder.... how can such a relativly simple, inexpensive, reliable
>and immensely valuable tool for safe flying escape the attention of
>multitudes of existing aircrafts, pilots and instructors? Why arent these
>on all of the thousands of 'low end' recreational certified planes.... and
>most experimental?? Never seen one on a Cessna 172 or similar... The
>gauge that reads the differential pressure looks like something that has
>been around longer than most of us have been alive.... no new technology
>there... and the for about $100 this system is less expensive than many
>other gauges on your panel that have questionable utility.
>
>I am asking: why hasnt this been on EVERY plane built since the 1950's???
>What am I missing?
>
>This almost reminds me when I was growing up and autos all had POINT
>ignition... and the rage amongst hobbyist was installing electronic,
>breakerless, capacitor discharge modules as an aftermarket add on.... and
>I of course, cynically thought that IF it was really that good, Detroit
>would be installing it on every car (inexpensive, reliable, and great
>advantages). I recall it took them about 5 years before they started
>making electronic ignition standard.... Is this a corollary with
>AOA? The problem, tho is that there is no new technology here, (that I
>can see....)
>
>Someone, please... illuminate me! (no HIDs please!)
>
>Jon
>
>
Message 21
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--> Zenith-List message posted by: "Beckman, Rick" <Rick.Beckman@atk.com>
"Always tell the truth. It will please some people and astonish the rest."
Yes, Sir, Mr. Samuel Clemens, aka Mark Twain, said it.
Message 22
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| Subject: | Re: First flight of N414PZ |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Congratulations Paul, you've just started an adventure that will last
you a long time.
Pleased to see that you survived your first encounter.
Do fly safe,
Larry McFarland - 601HDS
do not archive
Paul Hartl wrote:
>--> Zenith-List message posted by: "Paul Hartl" <paulhartl@cox.net>
>
><?xml version="1.0" ?>
>
>
>Hi All,
>
> What is the old saying, Any landing you walk away from is a good
>one? So that's one good landing, and a pretty exciting morning of
>being a test pilot. Everything went well, at least from the airplane's
>perspective, but the test pilot was a might anxious and didn't exactly
>execute every pre-planned action according to the book.
>
>
>In fact, I didn't really plan to takeoff this morning, not at least until
>I had completed a couple of land-backs (a.k.a., crow hops). But the
>2nd of these maneuvers put the plane a bit high in the air and not in a
>perfect land-back position, so I elected to fly instead, and applied full
>power. The plane responded beautifully, and flew nicely, with no
>balance problems, either fore to aft, nor side to side. So I was airborne
>in a well behaved airplane - which was nice, except that the radio
>chose this moment to no longer suppress noise (i.e., my squelch
>function disappeared). That would have been OK, except that I was
>flying from a towered airport, and the 2nd busiest in Idaho, with lots
>of high speed aircraft, including numerous corporate jets. The
>resulting difficulty in hearing what tower was trying to tell me made
>for a fairly flustering experience, and made the whole thing much
>less of the exhilarating experience I was hoping for, and instead
>yet one more problem-solving affair.
>
>
>As for specs of the flight, I don't have too many, as I was just
>a little too distracted by my radio problems. But here is what I have:
>outside air temp: 70 degrees F
>airport elevation: 5320'
>aircraft's empty weight: 695 lb
>aircraft type: CH601 HDS
>engine: Jabiru 3300A, with new, 2nd-generation cowl and ram-air ducts
>airspeed indicator: Dynon with Dynon probe
>takeoff weight: 940 lb
>takeoff roll: short (less than 1000')
>rate of climb: I don't know! Something like the Archer II I rent, perhaps 700
fpm
>duration of flight: ~40 minutes
>max altitude reached: 8600' (she had lots left to go higher)
>stall speed (IAS @ 8600'): about 55 mph
>stall characteristics: hardly noticeable, some rumbling (oil canning), and a loss
of altitude
>landing approach speed: 90 mph IAS
>over the fence: about 80 mph
>max level flight speed (that I noticed - I wasn't really looking): 119 mph IAS
@ 7500'
>max oil temp: about 190 degrees F
>max cylinder head temp: 298 degrees F
>oil pressure: steady around 50 psi
>
>
>Hopefully I'll be a little more cognizant of all of these things on the next flights,
>but the upshot is that she flies well, and easily, and that I no longer have
>those nagging doubts about whether she will be control-able once airborne.
>
>
>You builders out there, keep it up. 7 years was a long time, but it's pretty amazing
>to actually fly in something you built with your own two hands!
>N414PZ flies - and beautifully!
>
>
>Paul
>
>
>
>
Message 23
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
But Leo, your plane surely ought to look better with these finishing
touches. Speed increases
in this series should be inconsequential to a thick wing 601.
Larry McFarland
do not archive.
Leo Corbalis wrote:
>--> Zenith-List message posted by: "Leo Corbalis" <leocorbalis@sbcglobal.net>
>
>Don't bother. I filled the hole with foam and fiberglassed the surface flat.
>Net result, not even a 1 knot change in airspeed. The only time you use
>significant rudder deflection is when spinning or power on stalls. Rolling
>in and out of turns does take a small deflection but only momentarily. I was
>disappointed by the result of all my effort.
>
>Leo Corbalis
>
>----- Original Message -----
>From: <JAPhillipsGA@aol.com>
>To: <zenith-list@matronics.com>
>Subject: Zenith-List: 601 Rudder Modification
>
>
>
>
>>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>>
>>Dear Thread Friends, I have been looking at the front of my rudder and
>>wondering if the area of the nose that hangs over the fiberglass cover for
>>the
>>elevator control cable might be a large air catcher. If you look at the
>>front of
>>the rudder from the nose of the plane with the rudder kicked either left
>>or
>>right I can see that the area is as large as my hand to my wrist and
>>flowing air
>>stream to the rear would smack into that pocket. Anybody else notice this?
>>I
>>might make a plate of .19 and attach it flush to the inside of that lip
>>that
>>would allow air flow around the nose bottom instead of into it. Anybody
>>got any
>>thoughts? Frank, what do you think? Best regards, Bill of Georgia
>>
>>
>>
>>
>>
>
>
>
>
Message 24
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| Subject: | Re: Baloney detection 101!! ;-) |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
this sounds like a lot of BS to me . . .
Why it is posted on an airplane list is a question that may never be answered
Paul
do not archive
At 11:35 AM 8/16/2005, you wrote:
>--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
>
>Fellow listers,
>
>On this list, and elsewhere in life, we all come up against the problem of
>filtering through conflicting facts, opinions and statements to try to find
>an answer to a problem. Whether it's deciding how many and which tools
>you'll really need to build our airplane, to what kind of equipment to
>install, to how to fly it, etc. etc. etc... you'll not only come across
>differing opinions, but often diametrically opposed opinions, claims and
>directives. How do we find the truth in all this?
>
>I just read an article that contains good advice. It's written about bible
>study (see the links), but I've obtained permission to post the salient
>points that would apply to most any field of endeavour.
>
>I hope it may be of help in planning, building and safely flying our
>aircraft.
>
>best
>Grant Corriveau
>C-GHTF / HDS / CAM100
>
>
>-----------------------
>http://www.ptm.org/O5PT/JulAug/baloney.pdf
>http://www.ptm.org/05PT/JulAug/SelectArtcl.htm#BALONEY
>
>BALONEY DETECTION 101
> by Jerry Griffin
>
>The Fundamentals
>... How can we separate fact from fiction and avoid
>swallowing a lot of baloney, ... For starters, here are some basic tools
>that should be part of everyone's baloney detection kit.
>
>1 Examine the methodology. Ask yourself, "How do I know what I know? On what
>am I basing my understanding, and how valid is the reasoning?"
>
>2 Verify the information. Don't rely on assumption, hearsay, conjecture,
>wishful thinking, propaganda, fibs or halftruths. Check it out.
>
>3 Keep learning. Separating fact from fiction requires ongoing study,
>research and reading
>
>... our best protection against misinformation is scholarship the personal
>responsibility that each of us has to examine and express information as
>accurately as possible.... scholarship is not just for academic
>professionals. It's a set of skills we all can use on a daily basis --
>skills, such as, how to think critically and sort through today's
>information overload.
>
>Additional Guidelines
>
>To flesh out the fundamentals of scholarship in more
>detail, here are some additional tools for your baloney-detection toolbox.
>
>4 Always go to the original sources in any field of study to obtain or
>verify information.... The mere fact that a statement, claim or opinion
>appears in print doesn't automatically make it true. Follow the principle of
>confirming every point by two or three reliable witnesses.
>
>5 Be careful with generalizations. Avoid extending a particular to the whole
>(example: the terrorist in the news was a Muslim, so all Muslims must be
>terrorists). Also, avoid applying the whole to a particular (example: most
>Arabs are Muslims, so that Arab must be a Muslim).
>
>6 Avoid the fallacy that fails to recognize distinctions. For example,
>someone may argue that because a and b are alike in some respects they are
>alike in all respects. Or one may try to argue the reverse: because a and b
>are different in some respects they are different in all respects. This
>all-or-nothing argument is another form of generalization.
>
>7 Guard against the selective and prejudicial use of evidence, especially
>background material. Selective evidence does not constitute proof. For
>example, someone may cite a limited example as proof of his point, while
>excluding other examples that contradict his point.
>
>8 Context is key; always pay attention to it when reading the Bible or any
>reference material. Read with the flow of thought in mind. And read with a
>critical eye: Who is saying what to whom, and why? What is going on? What
>are the underlying factors? What are the issues? What are the basic
>assumptions? What is the nature of the authors arguments, and how does he
>argue his points?
>
>9 Avoid purely emotional appeals. Showing emotion or being passionate about
>what one believes is certainly appropriate. But using emotional appeals as a
>substitute for evidence or logic is not. Emotional appeals often deteriorate
>into sarcasm and are a cheap way of dismissing other views without dealing
>with their content.
>
>10 Recognize and avoid a host of other fallacies, such as:
>
>a. Arguments from silence ... That's a bit like saying that
>just because pigs don't have wings doesn't mean they still couldn't fly.
>
>b. Either-or arguments "Either you believe this, or you're an idiot." Most
>likely, those are not the only two options.
>
>c. Stringing disconnected facts together illogically, arriving at an absurd
>conclusion ...
>
>d. Attacking the person instead of addressing his point "Look who's
>talking - a known thespian who was once seen matriculating in public!"
>
>e. Guilt by association - "He claims to be a conservative, but you can't
>believe a word he says because he went to one of those eastern, liberal
>schools. Yale, I believe."
>
>f. Circular reasoning - "If America is a Christian nation, then all
>Americans are Christians."
>
>g. Invalid arguments... The conclusion is invalid because the ... premises
>are false.
>
>Conclusion
>
>Given human nature, accurate information has always been hard to
>come by, and the problem has only intensified in our age of instantaneous
>communication. Weapons of mass distortion threaten our ability to separate
>fact from fiction as never before. And these weapons are just as destructive
>to society as the explosive kind - maybe more so, because they influence how
>people think and then behave towards one another.
>
>...make the following code of ethics your battle plan:
>
> Always do your best.
> Pay attention to detail.
> Be impeccable with your facts.
> Don't assume; verify. And then, double check.
> Don't take honest differences of opinion personally.
> Stay humble. We all make mistakes, and we all have much to learn.
> Always tell the truth. It will please some people and astonish the rest. I
>believe Mark Twain is responsible for that last statement. But I'm not
>completely sure. Is anyone willing to do the research?
>
>-- Jerry Griffin, a former seminary teacher, is currently a freelance
>writer.
>
>Recommended Reading:
>1. Exegetical Fallacies by D.A. Carson: Baker Book House, 1988.
>
>2. How to Read a Book by Mortimer Adler and Charles Van Doren: Touchstone
>(Simon & Schuster), 1972, especially the chapters on how to read history and
>philosophy.
>
>3. Why People Believe Weird Things by Michael Shermer: W.H. Freeman and
>Company, 1998, especially the 25 fallacies in chapter 3, How Thinking Goes
>Wrong.
>
>
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 25
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| Subject: | Re: 601 Rudder Modification |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Yep!
Ron
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Ron, you mean like Frank said last week, "lipstick on a pig" ? Bill
>
>
>
>
Message 26
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| Subject: | Re: Baloney detection 101!! ;-) |
Received-SPF: none (smtp-relay.tamu.edu: domain of j-adamson@tamu.edu does not
designate permitted sender hosts)
--> Zenith-List message posted by: John Adamson <j-adamson@tamu.edu>
Paul Mulwitz wrote:
>--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>this sounds like a lot of BS to me . . .
>
>Why it is posted on an airplane list is a question that may never be answered
>
>Paul
>
>
For me, it was simply a reminder that there's rarely "One True Way" ..
whether we're talking religion, computer operating systems, or aircraft
lighting. There probably are others.
Just my 2 pesos' worth ..
John
Message 27
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--> Zenith-List message posted by: "David Alberti" <daberti@sbcglobal.net>
who heard him? :)
do not archive
-----Original Message-----
"Always tell the truth. It will please some people and astonish the rest."
Yes, Sir, Mr. Samuel Clemens, aka Mark Twain, said
it.
Message 28
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|
| Subject: | Re: Very Cool Tail Light (Was: Rotating beacon) |
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Hello, all
In case you are interested, Mark was kind enough to post the "how to" along with
a few pictures at
http://ch601.org/ (under builder resources)
Thanks, Mark!
Carlos
(do not archive)
--- N5SL <nfivesl@yahoo.com> wrote:
> --> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
>
> Carlos please share how you made that lense. Very nice!
>
> Thanks,
>
> Scott Laughlin
> www.cooknwithgas.com
Find your next car at http://autos.yahoo.ca
Message 29
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|
| Subject: | 601 Rudder Modification |
--> Zenith-List message posted by: "Bruce Bockius" <bruce@whiteantelopesoftware.com>
Chris Heinz was asked about sloping the deck behind the canopy at a seminar
this Oshkosh. He said he got into a 601 plane, had some workers temporarily
rivet on a piece of metal around the back of the canopy and went for a
flight... No significant change in performance.
-Bruce/601HD/TDO/Stratus/474 hours
****************************
Bruce Bockius
Black Forest, CO, USA
bruce@WhiteAntelopeSoftware.com
http://WhiteAntelopeSoftware.com/zodiac
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> Hinde, Frank George (Corvallis)
> Sent: Tuesday, August 16, 2005 11:30 AM
> To: zenith-list@matronics.com
> Subject: [aviation] RE: Zenith-List: 601 Rudder Modification
>
>
> --> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
> --> <frank.hinde@hp.com>
>
> Not totally surprised, sadly drag reductions make much less
> difference on a 100mph airplane than they do on a 200mph craft.
>
> I'm certain there are gains to be had though...cowling inlet
> size, sloping the deck behind the canopy etc.
>
> Frank
>
> Do not archive
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> Leo Corbalis
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: 601 Rudder Modification
>
> --> Zenith-List message posted by: "Leo Corbalis"
> --> <leocorbalis@sbcglobal.net>
>
> Don't bother. I filled the hole with foam and fiberglassed
> the surface flat.
> Net result, not even a 1 knot change in airspeed. The only
> time you use significant rudder deflection is when spinning
> or power on stalls. Rolling in and out of turns does take a
> small deflection but only momentarily. I was disappointed by
> the result of all my effort.
>
> Leo Corbalis
>
> ----- Original Message -----
> From: <JAPhillipsGA@aol.com>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: 601 Rudder Modification
>
>
> > --> Zenith-List message posted by: JAPhillipsGA@aol.com
> >
> > Dear Thread Friends, I have been looking at the front of my
> rudder and
> > wondering if the area of the nose that hangs over the
> fiberglass cover
> for
> > the
> > elevator control cable might be a large air catcher. If you look at
> the
> > front of
> > the rudder from the nose of the plane with the rudder kicked either
> left
> > or
> > right I can see that the area is as large as my hand to my wrist and
> > flowing air
> > stream to the rear would smack into that pocket. Anybody else notice
> this?
> > I
> > might make a plate of .19 and attach it flush to the inside of that
> lip
> > that
> > would allow air flow around the nose bottom instead of into it.
> Anybody
> > got any
> > thoughts? Frank, what do you think? Best regards, Bill of Georgia
> >
> >
> >
>
>
>
>
>
>
>
Message 30
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| Subject: | 601 Rudder Modification |
--> Zenith-List message posted by: "Lance Gingell" <lgingell@matrix-logic.com>
He also said that wheel pants (outside of prop slipstream) are the
number 1 benefit, followed by wing root fairings, but that these weren't
anywhere near as effective as wheel pants..
..lance/601XL/Jab3300/0 hours/4.3 days w/bruce @ OSH ;-)
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Bruce
Bockius
Subject: RE: [aviation] RE: Zenith-List: 601 Rudder Modification
--> Zenith-List message posted by: "Bruce Bockius"
--> <bruce@whiteantelopesoftware.com>
Chris Heinz was asked about sloping the deck behind the canopy at a
seminar this Oshkosh. He said he got into a 601 plane, had some workers
temporarily rivet on a piece of metal around the back of the canopy and
went for a flight... No significant change in performance.
-Bruce/601HD/TDO/Stratus/474 hours
****************************
Bruce Bockius
Black Forest, CO, USA
bruce@WhiteAntelopeSoftware.com
http://WhiteAntelopeSoftware.com/zodiac
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Hinde,
> Frank George (Corvallis)
> Sent: Tuesday, August 16, 2005 11:30 AM
> To: zenith-list@matronics.com
> Subject: [aviation] RE: Zenith-List: 601 Rudder Modification
>
>
> --> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
> --> <frank.hinde@hp.com>
>
> Not totally surprised, sadly drag reductions make much less difference
> on a 100mph airplane than they do on a 200mph craft.
>
> I'm certain there are gains to be had though...cowling inlet size,
> sloping the deck behind the canopy etc.
>
> Frank
>
> Do not archive
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Leo
> Corbalis
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: 601 Rudder Modification
>
> --> Zenith-List message posted by: "Leo Corbalis"
> --> <leocorbalis@sbcglobal.net>
>
> Don't bother. I filled the hole with foam and fiberglassed the surface
> flat.
> Net result, not even a 1 knot change in airspeed. The only time you
> use significant rudder deflection is when spinning or power on stalls.
> Rolling in and out of turns does take a small deflection but only
> momentarily. I was disappointed by the result of all my effort.
>
> Leo Corbalis
>
> ----- Original Message -----
> From: <JAPhillipsGA@aol.com>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: 601 Rudder Modification
>
>
> > --> Zenith-List message posted by: JAPhillipsGA@aol.com
> >
> > Dear Thread Friends, I have been looking at the front of my
> rudder and
> > wondering if the area of the nose that hangs over the
> fiberglass cover
> for
> > the
> > elevator control cable might be a large air catcher. If you look at
> the
> > front of
> > the rudder from the nose of the plane with the rudder kicked either
> left
> > or
> > right I can see that the area is as large as my hand to my wrist and
> > flowing air stream to the rear would smack into that pocket. Anybody
> > else notice
> this?
> > I
> > might make a plate of .19 and attach it flush to the inside of that
> lip
> > that
> > would allow air flow around the nose bottom instead of into it.
> Anybody
> > got any
> > thoughts? Frank, what do you think? Best regards, Bill of Georgia
> >
> >
> >
>
>
>
>
>
>
>
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