Today's Message Index:
----------------------
1. 01:59 AM - Re: Brake fluid recommendations (ivor.phillips)
2. 06:03 AM - EGT Balance issues with Jabiru 3300 (charles.long@gm.com)
3. 06:33 AM - Re: Brake fluid recommendations (n801bh@netzero.com)
4. 06:57 AM - Re: Brake fluid recommendations (Larry McFarland)
5. 10:25 AM - Re: Cross SP Registration (Weston, Jim)
6. 12:04 PM - Re: Cross SP Registration (Weston, Jim)
7. 12:06 PM - Re: Cross SP Registration (Weston, Jim)
8. 12:49 PM - 601XL SLSA to be at Bryce Fly-In (jim)
9. 01:12 PM - Re: Brake fluid recommendations. (Gary Gower)
10. 07:01 PM - Bending Brake out of wood (Matt & Jo)
11. 07:46 PM - CFRs (John)
12. 08:28 PM - Air Compressor (Dave VanLanen)
13. 08:51 PM - Re: Brake fluid recommendations. (n801bh@netzero.com)
14. 08:56 PM - Sport pilot limits (Tebenkof@aol.com)
15. 09:13 PM - Re: Air Compressor (Jim and Lucy)
16. 11:07 PM - Re: Air Compressor (Allen Ricks)
17. 11:45 PM - Re: Air Compressor (rlendon@comcast.net)
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 |
|
| Subject: | Re: Brake fluid recommendations |
--> Zenith-List message posted by: "ivor.phillips" <ivor.phillips@ntlworld.com>
I changed all my seals to EPDM so i could use DOT 3/4/5.1 Glycol base fluid,
Readily available and very cheap in comparison to silicone!
Change the fluid every annual removes the likely hood of water contamination
completely, The vent on the reservoir is the main point for water ingress
and is small enough to not present any significant contamination even over a
number of years,
Any water in silicone DOT5 will migrate to the lowest point in the system
i.e. the Callipers and remain as pure water, I prefer the hydroscopic action
of glycol DOT 3/4/5.1 were it will mix freely and would not be a safety
factor, Or cause corrosion to pistons and valves.
Ivor Phillips
XS486 London UK
CM Installed, rudder cables complete,
undercarriage fitted brakes working
flap tube fitted
wing lift pins fitted,tiebar fitted instrument
panel being finalised,
----- Original Message -----
From: "Larry McFarland" <larrymc@qconline.com>
Subject: Re: Zenith-List: Brake fluid recommendations
> --> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
>
> For clarity,
>
> DOT 5 is a red silicon-based fluid that complies with Mil H 5606 and can
> be recommended for Matco brakes,
>
> DOT 5.1 is a ether glycol based non-synthetic fluid that absorbs water
> and is not recommended on buna or nitrile seals or Matco brakes.
>
> Larry McFarland - 601HDS
> do not archive
>
> Bill Denton wrote:
>
>>--> Zenith-List message posted by: "Bill Denton" <bdenton@bdenton.com>
>>
>>From: http://www.carttonic.com/files/file_download.php?fi_id=17859
>>
>>All o-rings in the brake and master cylinder assembly are buna nitrile and
>>are not compatible with automotive glycol based brake fluid. ONLY red
>>aircraft fluid (Mil-H-5606) or other suitable petroleum-based or
>>silicon-based fluid should be used.
>>
>>
>>-----Original Message-----
>>From: owner-zenith-list-server@matronics.com
>>[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Larry
>>McFarland
>>To: zenith-list@matronics.com
>>Subject: Re: Zenith-List: Brake fluid recommendations
>>
>>
>>--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
>>
>>Mike,
>>Matco recommends you use DOT 5 brake fluid in the brake cylinders.
>>
>>Larry McFarland - 601HDS at www.macsmachine.com
>>do not archive
>>
>>MElrod3732@aol.com wrote:
>>
>>
>>
>>>--> Zenith-List message posted by: MElrod3732@aol.com
>>>
>>>Hello fellow builders: I am getting ready to install brake fluid for the
>>>first time and I am using Matco brake cylinders. I am seeking
>>>
>>>
>>recommendations
>>
>>
>>>on what type of fluid I should use. I think I remember Dextron 3
>>>
>>>
>>automatic
>>
>>
>>>transmission fluid being discussed before but I wanted to know if that
>>>is
>>>
>>>
>>the
>>
>>
>>>best fluid to use.
>>>Any other helpful comments on the brake system would be appreciated.
>>>
>>>Thanks in advance,
>>>
>>>Mike Elrod 701 90% complete
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>
>
>
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 |
|
| Subject: | EGT Balance issues with Jabiru 3300 |
27, 2005) at 09/28/2005 08:58:59 AM
--> Zenith-List message posted by: charles.long@gm.com
I'm still having issues with EGT balancing at full throttle on my HDS
with Jab3300. I've installed the Fuel Econ Carb kit and now am seeing
stabilized peak CHT's at full power (320F). Cruise CHT's are only 20F
higher than before (290F). I've tried a new 90 degree Rubber intake elbow
with a longer straight section at the carb and it helped a little (reduced
WOT imbalance from 200F to 150F). Also tried rotating the carb, which
helped balance the front cylinder CHT's but didn't do much to EGT's. EGT's
at low cruise are balanced at 1450F. Higher speed cruise are balanced at
1520F. WOT is split - Left side 1400, Right side 1550. Since CHT's seem
to be under control, not sure how much more work I should do. I could
drill out the main jet and / or needle jet but not altogether comfortable
moving away from the factory settings. Any thoughts here?
Chuck Long
N601LE, 25 hr TT
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: | Re: Brake fluid recommendations |
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Larry,
If I recall from my hot rod days, the DOT 5 silicon fluid isn't recommended
for higher altitudes.
Have you ever heard that, or am I all wet?
Kelly
////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////
I have used the silicon fluid from the start in my 801 and that was two years ago.
I am at 6700 msl and have never had a braking problem at all. In fact the
brakes ZAC supplied with my kit are able to keep the tires locked up during run
up and I can actually skid the wheels at full power.
Ben Haas
N801BH
www.haaspowerair.com
Larry,
If I recall from my hot rod days, the DOT 5 silicon fluid isn't recommended
for higher altitudes.
Have you ever heard that, or am I all wet?
Kelly
////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////
I have used the silicon fluid from the start in my 801and that was two years ago.
I am at 6700 msl and have never had a braking problem at all. In fact the brakes
ZAC supplied with my kit are able to keep the tires locked up during run
up and I can actually skid the wheels at full power.
BenHaas
N801BH
www.haaspowerair.com
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: | Re: Brake fluid recommendations |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Kelly
I've never heard anything regarding high altitudes and DOT 5.
I doubt any altitude we fly or operate our brakes at would affect this
stuff.
Larry
do not archive
Kelly Meiste wrote:
>--> Zenith-List message posted by: "Kelly Meiste" <kellymeiste@jcwifi.com>
>
>Larry,
>If I recall from my hot rod days, the DOT 5 silicon fluid isn't recommended
>for higher altitudes.
>Have you ever heard that, or am I all wet?
>
>Kelly
>
>
>
>
>
>
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 |
|
| Subject: | Cross SP Registration |
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
For anyone that's interested in how the rules were formed, here's the
website. Note that this was written in 2003 when the standards were
being set. http://www.lightsportaircraft.com/consensus.html
Bill....No, I'm going out of town Friday morning. Won't be back until
late Saturday, and have Sunday commitments. Have Fun Flying.
Jim Weston
CH601HDS, Stratus
Concord, Ga.
-----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: Cross SP Registration
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Jim, you seem to know a lot more about this subject than these other
fellows.
How about we elect you as the "official expert" and you tell us what all
this confusing stuff means. I agree with your point. Without such a
provision no plane could become a LSP flyer. And only if the LSP built
the plane. And no other previously certified plane, even if it meets all
the status requirements as to speed, weight, etc. could become a LSP.
Kind of mix of the chicken before the egg dilemma mixed with Catch 22.
You going to fly any this weekend? I hope to get in a bunch of hours Sat
& Sun if the weather will cooperate, Best to you, Bill
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: | Cross SP Registration |
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Here's lots of good info on LSA and Sport Pilot.
http://www.usua.org/SportPilot/ By the way, for those that haven't come
across the info yet, E-LSA stands for Experimental Light Sport Aircraft
(built from a kit, but not considered an Amateur Built, and not needing
to meet the 51% rule), and S-LSA stands for Special Light Sport Aircraft
(built by a manufacture). Phew!! Ain't it fun.
Jim
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Weston, Jim
Subject: RE: Zenith-List: Cross SP Registration
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
For anyone that's interested in how the rules were formed, here's the
website. Note that this was written in 2003 when the standards were
being set. http://www.lightsportaircraft.com/consensus.html
Bill....No, I'm going out of town Friday morning. Won't be back until
late Saturday, and have Sunday commitments. Have Fun Flying.
Jim Weston
CH601HDS, Stratus
Concord, Ga.
-----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: Cross SP Registration
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Jim, you seem to know a lot more about this subject than these other
fellows.
How about we elect you as the "official expert" and you tell us what all
this confusing stuff means. I agree with your point. Without such a
provision no plane could become a LSP flyer. And only if the LSP built
the plane. And no other previously certified plane, even if it meets all
the status requirements as to speed, weight, etc. could become a LSP.
Kind of mix of the chicken before the egg dilemma mixed with Catch 22.
You going to fly any this weekend? I hope to get in a bunch of hours Sat
& Sun if the weather will cooperate, Best to you, Bill
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: | Cross SP Registration |
--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
Great explanation Paul. This is the best job that I've seen in
simplifying a complex subject.
Jim
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
Mulwitz
Subject: RE: Zenith-List: Cross SP Registration
--> Zenith-List message posted by: Paul Mulwitz
--> <p.mulwitz@worldnet.att.net>
I just can't resist getting into this little conversation.
I think there are so many different opportunities to get confused over
this new set of rules it is amazing anyone has it figured out. After
many months of study and thought, I have a few minor points clear in my
mind.
First, there are pilots and airplanes. Pilots can be Sport Pilots with
appropriate limitations in privileges or they can be Private or
Commercial pilots (add in all other pilot certificate types) and limit
their own operating privileges to gain the benefit of not needing an FAA
Medical Certificate to fly. In this case they do not become Sport
Pilots - they still have all the training and experience they had before
this momentous decision. They merely limit themselves to the Sport
Pilot limits in most cases. This includes flight of Light Sport Aircraft
or similar aircraft and VFR Day limits. It does not include limits that
require endorsements for Sport Pilots that their real Airman Certificate
already covers like operation into high density airports and checkout
requirements for new model aircraft.
If you think that was complicated, wait until you start trying to figure
out the aircraft issues.
The new rule establishes several different new aircraft types. It
doesn't eliminate any of the old ones. The new Light Sport Aircraft are
defined (loosely) to be single engine, one or two seat, max gross weight
of 1320 pounds, fixed or ground adjustable prop, no turbines, no
pressurized cabins, and several vague and questionable performance
numbers. If you are a traditional manufacturer you can get new models
certified as S-LSA, one of the new airworthiness certificates, and
deliver factory complete planes to customers with this certificate.
S-LSA planes seem to be the only ones that can fly for hire - an
important issue when it comes to rentals and flight instruction.
Similarly you can sell E-LSA planes that are not completely assembled
when delivered to the customer but are identical in all other respects
to the S-LSA as approved. (Give me a little slack here regarding
differences between S-LSA and matching E-LSA models. That is a whole
different can of worms.) Either of these types can be flown by Sport
Pilots or higher rated pilots wishing to restrict themselves to Sport
Pilot limitations.
Today's major confusion seems to come from the additional freedom both
types of Sport Pilots have to fly planes that are not in fact Light
Sport Aircraft. These aircraft must meet the general requirements to be
Light Sport Aircraft but can have virtually any other type of
airworthiness certificate. The most interesting example for members of
this list is Experimental - Amateur Built. That is indeed the only
certificate we can get for our kit-built and scratch-built aircraft. We
cannot get any variation of LSA certificate for these planes. However,
if one of these planes happens to meet the general requirements for
being an LSA (performance, weight, etc.) then either a Sport Pilot or
other certificated pilot can operate this plane with exactly the same
privileges and limits as if it were an LSA. There is no need, or indeed
any capability, to register this plane as an LSA -- Just pretend it is
one and go on from there.
If that is not simple enough to make sense, then please accept my
apologies. It is the best I could do.
Paul
XL wings
do not archive
At 11:39 AM 9/27/2005, you wrote:
>--> Zenith-List message posted by: "Bill Denton" <bdenton@bdenton.com>
>
> From what I have read, this is really very simple...
>
>The "always met" provision applies to certified aircraft, not
Experimentals.
>Very simply, it says that if the aircraft, as originally certified, met
>the LSA requirements, and it has never been modified in such a way as
>to take it out of compliance with the LSA requirements, can be flown by
>a Light Sport Pilot.
>
>Where this has most often come up is with the Ercoupe 415-C's, which
>met the LSA requirements at the time of their original certification.
>Many of these were modified to 415-D's (really more of a 415-C+), which
>do not meet the LSA specs. The question was, if these modifications
>were removed, could the airplane be flown by a Light Sport Pilot. The
answer is no.
>
>But, again based on what I have read, the situation with an
>Experimental is quite different. If an Experimental does not meet the
>LSA requirements, you could de-register it, at which time it would
>cease to be an airplane, but would instead simply be a collection of
>airplane parts. You could then modify it to meet the LSA specs, and
re-register it as an eLSA.
>
>Again, this is based on a lot of stuff that I have read, and while it
>does seem to be correct, please feel free to take it with as many
>grains of salt as you may wish...
>
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com]On Behalf Of
>JAPhillipsGA@aol.com
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Cross SP Registration
>
>
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Jim, you seem to know a lot more about this subject than these other
>fellows.
>How about we elect you as the "official expert" and you tell us what
>all this confusing stuff means. I agree with your point. Without such a
>provision no plane could become a LSP flyer. And only if the LSP built
>the plane. And no other previously certified plane, even if it meets
>all the status requirements as to speed, weight, etc. could become a
>LSP. Kind of mix of the chicken before the egg dilemma mixed with Catch
>22. You going to fly any this weekend? I hope to get in a bunch of
>hours Sat & Sun if the weather will cooperate, Best to you, Bill
>
>
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
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: | 601XL SLSA to be at Bryce Fly-In |
--> Zenith-List message posted by: "jim" <jim@pellien.com>
ANNOUNCEMENT
My new 601XL SLSA arrived in Miami about 2 weeks ago. Since that time it has been
delayed for three reasons:
- Hurricane's Katrina and Rita and their aftermath
- My crate was "randomly" selected by Homeland Security for X-Ray Screening
- There is a trucking strike
Despite the above, I have been told that my airplane is scheduled for a FAA inspection
next Tuesday (Oct 4th) and delivery will be made on Friday October 7th.
I plan to fly it back to Virginia on the 7th and have it available for static
display and charity flights at the Bryce Mountain Resort Fly-In on Sunday Oct
9th. The proceeds from the charity flights are to go towards the revitalization
of the runways at this private airport (Sky Bryce or VG18 on the Sectionals).
I'd like to invite all Zenith Forum members to this event.
Jim
PS Sky Bryce Airport is about 10 miles west of Mt. Jackson, VA very close to the
Virginia/West Virginia border.
Jim Pellien
Mid-Atlantic Sports Planes
www.MASPL.com
703-313-4818
jim@sportsplanes.com
---------- Original Message ----------------------------------
From: "Weston, Jim" <Jim.Weston@delta.com>
>--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
>
>Here's lots of good info on LSA and Sport Pilot.
>http://www.usua.org/SportPilot/ By the way, for those that haven't come
>across the info yet, E-LSA stands for Experimental Light Sport Aircraft
>(built from a kit, but not considered an Amateur Built, and not needing
>to meet the 51% rule), and S-LSA stands for Special Light Sport Aircraft
>(built by a manufacture). Phew!! Ain't it fun.
>
>Jim
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Weston, Jim
>To: zenith-list@matronics.com
>Subject: RE: Zenith-List: Cross SP Registration
>
>--> Zenith-List message posted by: "Weston, Jim" <Jim.Weston@delta.com>
>
>For anyone that's interested in how the rules were formed, here's the
>website. Note that this was written in 2003 when the standards were
>being set. http://www.lightsportaircraft.com/consensus.html
>
>Bill....No, I'm going out of town Friday morning. Won't be back until
>late Saturday, and have Sunday commitments. Have Fun Flying.
>
>Jim Weston
>CH601HDS, Stratus
>Concord, Ga.
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
>JAPhillipsGA@aol.com
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Cross SP Registration
>
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Jim, you seem to know a lot more about this subject than these other
>fellows.
>How about we elect you as the "official expert" and you tell us what all
>this confusing stuff means. I agree with your point. Without such a
>provision no plane could become a LSP flyer. And only if the LSP built
>the plane. And no other previously certified plane, even if it meets all
>the status requirements as to speed, weight, etc. could become a LSP.
>Kind of mix of the chicken before the egg dilemma mixed with Catch 22.
>You going to fly any this weekend? I hope to get in a bunch of hours Sat
>& Sun if the weather will cooperate, Best to you, Bill
>
>
Sent via the WebMail system at Engage IT
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: Brake fluid recommendations. |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hi Ben,
With that powerfull engine, I am sure will skid the wheels even with chocks....
:-)
How much time (hours) does your 801 has already?
Saludos
Gary Gower.
"n801bh@netzero.com" <n801bh@netzero.com> wrote:
--> Zenith-List message posted by: "n801bh@netzero.com"
Larry,
If I recall from my hot rod days, the DOT 5 silicon fluid isn't recommended
for higher altitudes.
Have you ever heard that, or am I all wet?
Kelly
////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////
I have used the silicon fluid from the start in my 801 and that was two years ago.
I am at 6700 msl and have never had a braking problem at all. In fact the
brakes ZAC supplied with my kit are able to keep the tires locked up during run
up and I can actually skid the wheels at full power.
Ben Haas
N801BH
www.haaspowerair.com
Larry,
If I recall from my hot rod days, the DOT 5 silicon fluid isn't recommended
for higher altitudes.
Have you ever heard that, or am I all wet?
Kelly
////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////////
I have used the silicon fluid from the start in my 801and that was two years ago.
I am at 6700 msl and have never had a braking problem at all. In fact the brakes
ZAC supplied with my kit are able to keep the tires locked up during run
up and I can actually skid the wheels at full power.
BenHaas
N801BH
www.haaspowerair.com
---------------------------------
Click here to donate to the Hurricane Katrina relief effort.
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 |
|
| Subject: | Bending Brake out of wood |
0.15 HTML_TEXT_AFTER_BODY BODY: HTML contains text after BODY close tag
--> Zenith-List message posted by: "Matt & Jo" <archermj@swbell.net>
Hello all. Finally got going on the fuselage. I built myself a 42 inch brake
out of wood. I got to say it turned out well.
Check it out
http://www.zodiacxl.com/Wood%20Brake.htm
Cheers
Matt
www.zodiacxl.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: "John" <jlifer@bellsouth.net>
I was surfing the FAA web site tonight and ran across the e-CFR site. I believe that someone had posed a question a while back about finding the FAR's online. Well this is the link to ALL Federal regulations they have on line. http://www.gpoaccess.gov/ecfr/index.html
Enjoy your reading.
John
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 |
|
--> Zenith-List message posted by: "Dave VanLanen" <davevanlanen@sbcglobal.net>
Can anyone who is using a ZAC pneumatic riveter tell me what the minimum
requirements are for a compressor? I currently have a Coleman oiless
single-stage direct drive compressor. It is an 11 gal., 4 HP, with 7+ CFM
at 40 PSI and 5.1 CFM at 90 PSI. I'm assuming that is big enough, but don't
know for sure. The only thing I don't like about this unit is the noise
level, as I'll need to run it in the garage this winter. There's no good
way to put it outside, and even if I could, it would wake up the neighbors
if I wanted to be working after about 9 PM. Has anyone successfully built a
sound-reducing box around their compressor?
Two related questions: I was told that an oiless compressor is noisier than
a compressor than requires oil. Why is that? Also, can someone explain the
difference between a single-stage and 2-stage compressor? I've been told
that the 2-stage is quieter, but the only ones I could find were huge (too
big for my garage), and the clerks did not seem very knowledgeable.
Thanks,
Dave Van Lanen
601 XL
Do not archive
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: Brake fluid recommendations. |
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Hi Ben,
With that powerfull engine, I am sure will skid the wheels even with chocks....
:-)
How much time (hours) does your 801 has already?
Saludos
Gary Gower
Coming up on 100 hours of white knuckle flying..........
do not archive
Ben Haas
N801BH
www.haaspowerair.com
Hi Ben,
With that powerfull engine, I am sure will skid the wheels even with chocks....
:-)
How much time (hours) does your 801 has already?
Saludos
Gary Gower
Coming up on 100 hours of white knuckle flying..........
do not archive
BenHaas
N801BH
www.haaspowerair.com
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: | Sport pilot limits |
--> Zenith-List message posted by: Tebenkof@aol.com
Paul,
That is an exhaustive and amazingly clear explanation. Maybe you could
explain things to the FAA.
You may be able to comment on one further limit on operating as a sport
pilot, despite having all the other certificates. It is my impression that
international flight is currently banned. I guess that there is no recognition
for the 'driver's license in lieu of a medical" in Canada or Mexico. I did
hear there may a chance of this changing, but it is not something that seems to
have received much attention.
Do you know the full story on this? Or anyone else care to comment?
Jim Greenough
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: Air Compressor |
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
At 11:27 PM 9/28/2005, you wrote:
>--> Zenith-List message posted by: "Dave VanLanen"
><davevanlanen@sbcglobal.net>
>
>Can anyone who is using a ZAC pneumatic riveter tell me what the minimum
>requirements are for a compressor?
I dont use the pneumatic riviter but you compressor is lots big enough
for it.
The two stage compressors pump up faster than single stage. So you
don't need to listen to them so much. They also make more cfms at
the lower pressures.
The pump on the oiless compressors is a rotary pump compared to
a piston pump and they just make alot of noise.
A single stage pump is not much louder than a 2 stage piston
pump but they run a bit longer making noise. Ours little
single stage semi portable on makes a bit of a high pitched
air sucking sound when it is running. Our big old binks
shop compressor makes a deeper rumble up in the attic. Those
oilless compressors make a pretty obnoxious hard to describe
sound.Sort of a combination of machine gun and bawling calf.
Jim
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 |
|
--> Zenith-List message posted by: "Allen Ricks" <allenricks@verizon.net>
I would agree that your compressor is MUCH more than you need for the
pneumatic
riveter. Pneumatic riveters are intermittent use, and don't take a huge
compressor.
Things like sanders, air wrenches, and the bigger drills require a high air
volume.
A rotary oil compresor is quieter. I have an oil piston compressor, it's
more
durable than an oilless piston, but about as noisy as one.
A rotary compressor of the same output of my piston oil compressor is two to
three times the price of mine, but is better quality, quieter, and will last
much longer. Since the oil piston will probably last as long as I will
given
the amount I use it, the only reason to get the rotary is for noise level,
or
to get a higher output compressor than I have or need.
Most of the roatry compressors have an electric motor that is easy to
replace,
as they are belt and not direct drive. When a direct drive goes, you are
probably looking at buying a new compressor.
Note that a good dial pressure indictor (not the one that tells you the tank
pressure,
but the one that tells you the output pressure after the regulator) is an
inexpensive
item that you will want so you don't run the riveter at too high a pressure.
If you
use too much pressure, you may deform your skins by "over pulling" your
rivets.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Jim and Lucy
Subject: Re: Zenith-List: Air Compressor
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
At 11:27 PM 9/28/2005, you wrote:
>--> Zenith-List message posted by: "Dave VanLanen"
><davevanlanen@sbcglobal.net>
>
>Can anyone who is using a ZAC pneumatic riveter tell me what the minimum
>requirements are for a compressor?
I dont use the pneumatic riviter but you compressor is lots big enough
for it.
The two stage compressors pump up faster than single stage. So you
don't need to listen to them so much. They also make more cfms at
the lower pressures.
The pump on the oiless compressors is a rotary pump compared to
a piston pump and they just make alot of noise.
A single stage pump is not much louder than a 2 stage piston
pump but they run a bit longer making noise. Ours little
single stage semi portable on makes a bit of a high pitched
air sucking sound when it is running. Our big old binks
shop compressor makes a deeper rumble up in the attic. Those
oilless compressors make a pretty obnoxious hard to describe
sound.Sort of a combination of machine gun and bawling calf.
Jim
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: Air Compressor |
--> Zenith-List message posted by: rlendon@comcast.net
Dave,
I plan to build an enclosure around my compressor and line it with the 2 or 3 inch
pyramid foam. This will also become a workbench. Just gotta make sure it
gets ventilation and can be opened easy to remove the compressor. This foam
really cuts down the noise.
Ron Lendon
Corvair Zodiac XL, ScrapBuilt, Waiting on updated plans.
do not archive
-------------- Original message --------------
> --> Zenith-List message posted by: "Dave VanLanen"
>
> Can anyone who is using a ZAC pneumatic riveter tell me what the minimum
> requirements are for a compressor? I currently have a Coleman oiless
> single-stage direct drive compressor. It is an 11 gal., 4 HP, with 7+ CFM
> at 40 PSI and 5.1 CFM at 90 PSI. I'm assuming that is big enough, but don't
> know for sure. The only thing I don't like about this unit is the noise
> level, as I'll need to run it in the garage this winter. There's no good
> way to put it outside, and even if I could, it would wake up the neighbors
> if I wanted to be working after about 9 PM. Has anyone successfully built a
> sound-reducing box around their compressor?
> Two related questions: I was told that an oiless compressor is noisier than
> a compressor than requires oil. Why is that? Also, can someone explain the
> difference between a single-stage and 2-stage compressor? I've been told
> that the 2-stage is quieter, but the only ones I could find were huge (too
> big for my garage), and the clerks did not seem very knowledgeable.
>
> Thanks,
> Dave Van Lanen
> 601 XL
>
> Do not archive
>
>
>
>
>
>
Dave,
Iplan to build an enclosure around my compressor and line it with the 2 or 3 inch
pyramid foam. This will also become a workbench. Just gotta make sure it gets
ventilation and can be opened easy to remove the compressor. This foam really
cuts down the noise.
Ron Lendon
Corvair Zodiac XL, ScrapBuilt, Waiting on updated plans.
do not archive
-------------- Original message --------------
-- Zenith-List message posted by: "Dave VanLanen" <DAVEVANLANEN@SBCGLOBAL.NET>
Can anyone who is using a ZAC pneumatic riveter tell me what the minimum
requirements are for a compressor? I currently have a Coleman oiless
single-stage direct drive compressor. It is an 11 gal., 4 HP, with 7+ CFM
at 40 PSI and 5.1 CFM at 90 PSI. I'm assuming that is big enough, but don't
know for sure. The only thing I don't like about this unit is the noise
level, as I'll need to run it in the garage this winter. There's no good
way to put it outside, and even if I could, it would wake up the neighbors
if I wanted to be working after about 9 PM. Has anyone successfully built a
sound-reducing box around their compressor?
Two related questions: I was
told that an oiless compressor is noisier than
a compressor than requires oil. Why is that? Also, can someone explain the
difference between a single-stage and 2-stage compressor? I've been told
that the 2-stage is quieter, but the only ones I could find were huge (too
big for my garage), and the clerks did not seem very knowledgeable.
Thanks,
Dave Van Lanen
601 XL
Do not archive
==================
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! --
|