Today's Message Index:
----------------------
1. 07:04 AM - Re: HD vs HDS (Leo Gates)
2. 08:05 AM - Flap pressure (Bob Unternaehrer)
3. 08:09 AM - Re: HD vs HDS (Carlos Sa)
4. 08:35 AM - Re: HD vs HDS (Gary A. Boothe)
5. 08:54 AM - HD vs HDS (Ron Lee)
6. 09:15 AM - 701 performance (fred sanford)
7. 09:16 AM - Re: GPH Corvair (Randy Stout)
8. 09:33 AM - 801 larger horizontal tail with VGs (Keystone Engineering LLC)
9. 09:41 AM - Re: HD vs HDS (Don Walker)
10. 10:36 AM - Re: 801 larger horizontal tail with VGs (JAPhillipsGA@aol.com)
11. 10:56 AM - Re: GPH Corvair (Hinde, Frank George (Corvallis))
12. 11:10 AM - Re: 801 larger horizontal tail with VGs (Hinde, Frank George (Corvallis))
13. 12:28 PM - Re: 801 larger horizontal tail with VGs (japhillipsga@aol.com)
14. 12:58 PM - Rudder pedal possition (tinerj@tinerj.com)
15. 01:13 PM - Re: HD vs HDS (ron dewees)
16. 01:46 PM - Re: Exhaust fumes - CO Detectors (Paul Hartl)
17. 04:35 PM - Re: HD vs HDS (Leo Gates)
18. 04:47 PM - Re: HD vs HDS (Gary A. Boothe)
19. 04:47 PM - Re: Rudder pedal possition (JAPhillipsGA@aol.com)
20. 04:58 PM - Re: Rudder pedal possition (Larry McFarland)
21. 04:58 PM - Re: 701 performance (Gary Gower)
22. 05:12 PM - Re: Re: HD vs HDS ()
23. 05:25 PM - Re: HD vs HDS (Don Lewis)
24. 06:08 PM - Re: Rudder pedal possition (Paul Moore)
25. 06:38 PM - Re: 701 performance (RURUNY@aol.com)
26. 07:37 PM - Need for Cylinder head temp gauge, 912ULS (JERICKSON03E@aol.com)
27. 08:08 PM - WANTED, 601XL AIRFRAME PROJECT, ALL OR PART OF IT. (tjlhl)
28. 09:15 PM - Re: Need for Cylinder head temp gauge, 912ULS (Mike Sinclair)
29. 11:15 PM - Message to Ray Wilhelm (Howard Carter)
30. 11:30 PM - Re: HD vs HDS (BIANCO Tadeusz Forgacz)
Message 1
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--> Zenith-List message posted by: Leo Gates <leogates@allvantage.com>
Ron, In my defense I decided to elaborate on how I got to 674 lbs
empty. I have a bunch of toys and nice to have add-ons. Three gyro
inst. (10 lbs), AM/FM/CD Sony Auto Radio with two bookshelf speakers (6
lbs), Magnum Ivoprop (hub weighs 22 lbs - could probabaly save 10 lbs
with a ground adjustable), 12 volt motor driven siren (4 lbs), Air horns
with compressor (6 lbs), Teprafoam seat cushions (heavy stuff - 6 lb
each, reg foam would save 4 lbs) and CHT and EGT - save 1 lb. 41 lbs
total or if removed my plane would probably weigh 633 lbs.
ron dewees wrote:
>--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
>
>Leo,
>Thanks for the information. What is the empty weight of your HDS?
>
>Ron
>
>do not archive
>
>
>
>
Message 2
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--> Zenith-List message posted by: "Bob Unternaehrer" <shilocom@mcmsys.com>
Does anybody on the list have the ability to calculate the force in lbs on a Flap
crank arm when deployed to 50 degrees below the wing at 70 MPH. Flap size
is 65 x 6 inches and the crank arm is located 1/2" from oneside. There are two
crank arm heights, at 2 1/4" and 3" moment arm. I should be able to do this
myself, but once I designed a flag pole and tried to get a registered engineer
to calculate the force on a 4 foot x 10 foot flag and everyone I talked to
didn't have a clue as to how wind resistance is calculated. I've put this on
other list, so you may see it other places.
Blue Skies
Bob Unternaehrer
shilocom@mcmsys.com
Message 3
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--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
What??
"... 12 volt motor driven siren (4 lbs), Air horns with compressor (6 lbs), ..."
puzzled
Carlos
do not archive
Leo Gates <leogates@allvantage.com> wrote: --> Zenith-List message posted by:
Leo Gates
Ron, In my defense I decided to elaborate on how I got to 674 lbs
empty. I have a bunch of toys and nice to have add-ons. Three gyro
inst. (10 lbs), AM/FM/CD Sony Auto Radio with two bookshelf speakers (6
lbs), Magnum Ivoprop (hub weighs 22 lbs - could probabaly save 10 lbs
with a ground adjustable), 12 volt motor driven siren (4 lbs), Air horns
with compressor (6 lbs), Teprafoam seat cushions (heavy stuff - 6 lb
each, reg foam would save 4 lbs) and CHT and EGT - save 1 lb. 41 lbs
total or if removed my plane would probably weigh 633 lbs.
---------------------------------
Message 4
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--> Zenith-List message posted by: "Gary A. Boothe" <gboothe@calply.com>
He must be a truck driver....
do not archive
----- Original Message -----
From: "Carlos Sa" <carlosfsa@yahoo.com>
Subject: Re: Zenith-List: HD vs HDS
> --> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
>
> What??
>
> "... 12 volt motor driven siren (4 lbs), Air horns with compressor (6
> lbs), ..."
>
> puzzled
>
> Carlos
>
> do not archive
>
> Leo Gates <leogates@allvantage.com> wrote: --> Zenith-List message posted
> by: Leo Gates
>
> Ron, In my defense I decided to elaborate on how I got to 674 lbs
> empty. I have a bunch of toys and nice to have add-ons. Three gyro
> inst. (10 lbs), AM/FM/CD Sony Auto Radio with two bookshelf speakers (6
> lbs), Magnum Ivoprop (hub weighs 22 lbs - could probabaly save 10 lbs
> with a ground adjustable), 12 volt motor driven siren (4 lbs), Air horns
> with compressor (6 lbs), Teprafoam seat cushions (heavy stuff - 6 lb
> each, reg foam would save 4 lbs) and CHT and EGT - save 1 lb. 41 lbs
> total or if removed my plane would probably weigh 633 lbs.
>
>
> ---------------------------------
>
>
>
Message 5
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--> Zenith-List message posted by: "Ron Lee" <rlee468@comcast.net>
I wonder how many clearance lights!
do not archive.
Message 6
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--> Zenith-List message posted by: fred sanford <sonar1@cox.net>
Yesterday, I decided to check out those claims of 701 STOL performance.
Approached at 50 mph, 2000 rpm with flaps down, aiming for the
threshold. I landed, stopped, pulled the flaps up, and took off again
all well before the first VASI light at IZA. All six landings were about
the same. Went back and paced off the distance. 180 feet!
Had I aimed before the threshold, it would have been shorter.
Nice airplane.
When I walked back to my car, everyone was talking about it. Aparently a
crowd had gathered to watch.
Fred Sanford N9701 25 hours Santa Barbara, Ca.
Message 7
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--> Zenith-List message posted by: "Randy Stout" <n282rs@earthlink.net>
Allan
This probably is not exactly what you wanted to hear....but here goes. I
don't have any accurate way of measuring fuel flow, especially at cruise
only. I had to keep a chart for awhile. I would measure my fuel with a
paint stick that I calibrated by putting 1 gallon of fuel in the tank at a
time and marking the stick each time. Time was measured with the Hobbs as I
never can remember to hit the button on the stopwatch. Most flights were
around 30-45 minutes. After awhile , you get an average of the entire
flight. I seldom pull back to 75% power, more like 90% power. Most flights
came out to around 7-8 gallons per hour. I always use 8gph for planning.
Anything less is more cushion. If I had some way of only measuring cruise
at 75% it probably would come out around 6 gph.
Randy Stout
n282rs"at"earthlink.net
www.geocities.com/r5t0ut21
> [Original Message]
> From: ABGS <abgs@impulse.net.au>
> To: <zenith-list@matronics.com>
> Date: 12/11/2005 3:37:49 PM
> Subject: Zenith-List: GPH Corvair
>
> --> Zenith-List message posted by: "ABGS" <abgs@impulse.net.au>
>
> Hi All
>
> Could any one know the fuel usage for the corvair motors, WW on his page
states about 5.6 gph @ 75%
> Thanks
>
>
> Fly Safe
>
> Allan
>
> 601 XL Serial # 6009
> Tail completed starting wings
>
> Cummins Spinners
> www.cumminsspinners.com
Message 8
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| Subject: | 801 larger horizontal tail with VGs |
--> Zenith-List message posted by: Keystone Engineering LLC <keystone@gci.net>
Hi
I finally finished installing the larger horizontal tail on N801BW. I had installed
VGs on the original tail on 4" center to provide more elevator. I installed
VGs on 3" centers on the longer horizontal tail before I flew it. Going
into ocean beaches, I want more elevator than most.
I have flow for 2.5 hrs over the last couple of days. I have found I can stabilize
my approaches much better at low speeds. I am consistently flying a 45 mph
approach speed with full flaps. I had to get my airspeed down to 42 or 41
for my gps to show 45 mph. You better have some power ready to round out when
you are below 50 mph.
I think it gives the plane a better balanced field length. Before I could take
off much shorter than I could land. I still think I can get it out shorter but
they are closer. We will see in time. Braking action was very poor on the
runway so I could not get an accurate determination. It was better than the
glare ice in front of the hanger. Well you see it is like flying a float plane,
when you start the engine you are taxing! Turning it around to put it into
the hanger when you get back is a B____!
I caution you like I have in the past, when you are shooting an approach at 70
knots in a Cessna a 15 knot cross wind is a 13% cross wind. Shooting an approach
at 45 mph, a 5 knot cross wind gives the same % cross wind. Keep the flaps
up when in significant cross winds! I have taken off and landed with a 15+
mph cross wind so it can be done.
Full Lotus floats are the next project.
Bill Wilcox
N801BW
Valdez, AK
228 hrs
2.5 hrs flown off of the required 5 hrs after modification
Floats are the project after Christmas vacation.
Mele Kalikimaka
Message 9
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--> Zenith-List message posted by: "Don Walker" <d3dw@msn.com>
My buddy has a horn on his 150. You'd be surprised how much fun it is for everybody.
don HDS
don not archive
----- Original Message -----
From: Ron Lee<mailto:rlee468@comcast.net>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Tuesday, December 13, 2005 10:49 AM
Subject: Zenith-List: HD vs HDS
--> Zenith-List message posted by: "Ron Lee" <rlee468@comcast.net<mailto:rlee468@comcast.net>>
I wonder how many clearance lights!
do not archive.
Message 10
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| Subject: | Re: 801 larger horizontal tail with VGs |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Bill, educate me please. How do you do a run up/mag check on a float plane?
Wouldn't you end up at the other side of the pond? On the flaps, I made a
landing in 14 kt gust cross winds last weekend with full flaps and the XL is almost
uncontrollable at that speed and configuration. I am glad my sweet Wife had
no idea how bad it scared me. Took me a bit to get the string back in my legs
before I could exit the craft. Best to you, Bill of Georgia
do not archive
Message 11
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--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Firstly I know very little about Corvair motors, however assuming the
motor is about as efficient as everything else there are some basic
rules of internal combustion engines that should apply. Basically we are
burning fuel with air which makes power. Unless the engine is running
horribly rich (i.e too much fuel with not enough air) any engine will
burn roughly the same amount fuel to produce the same amount of power.
This is why when I read that "proper" airplane engines are gas guzzlers
it simply does not add up...In fact the large fuel injected continental
motors are one of the most fuel efficient engines on the face of planet
Earth! Carburetted motors can have problems getting high effieciency
because of mixture imbalances. But generally a BSFC of 0.5 Lbs/HP per
hour translates into about 8.3 Gallons per hour for 100HP.
Anyway, I digress.
A 100HP carburetted engine is going to be burning around 8.5 gph when it
is making its full output. Thus Randy's fuel burn is about right on the
money. My Subaru burns 8.2 on take off (turning 4900rpm) and about 5GPH
at 4400Rpm which is where I cruise normally.
As a fun note, the big continentals do about 0.38 Lbs/HP/hr at their
most efficient ultra lean cruise condition...which when turned down to
100HP is about 6.4 GPH when making 100HP...pretty good huh?..:)
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Randy Stout
Subject: RE: Zenith-List: GPH Corvair
--> Zenith-List message posted by: "Randy Stout" <n282rs@earthlink.net>
Allan
This probably is not exactly what you wanted to hear....but here goes.
I don't have any accurate way of measuring fuel flow, especially at
cruise only. I had to keep a chart for awhile. I would measure my fuel
with a paint stick that I calibrated by putting 1 gallon of fuel in the
tank at a time and marking the stick each time. Time was measured with
the Hobbs as I never can remember to hit the button on the stopwatch.
Most flights were around 30-45 minutes. After awhile , you get an
average of the entire flight. I seldom pull back to 75% power, more like
90% power. Most flights came out to around 7-8 gallons per hour. I
always use 8gph for planning.
Anything less is more cushion. If I had some way of only measuring
cruise at 75% it probably would come out around 6 gph.
Randy Stout
n282rs"at"earthlink.net
www.geocities.com/r5t0ut21
> [Original Message]
> From: ABGS <abgs@impulse.net.au>
> To: <zenith-list@matronics.com>
> Date: 12/11/2005 3:37:49 PM
> Subject: Zenith-List: GPH Corvair
>
> --> Zenith-List message posted by: "ABGS" <abgs@impulse.net.au>
>
> Hi All
>
> Could any one know the fuel usage for the corvair motors, WW on his
> page
states about 5.6 gph @ 75%
> Thanks
>
>
> Fly Safe
>
> Allan
>
> 601 XL Serial # 6009
> Tail completed starting wings
>
> Cummins Spinners
> www.cumminsspinners.com
Message 12
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| Subject: | 801 larger horizontal tail with VGs |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
That's interesting...How does it do with no flaps Bill?
The HDS by comparison (and of course it really is no comparison) is
superb in X winds. I once landed in 18 gusting 32 at 90 degrees to the
runway.
I was amazed at how well it did on this and similar situations. I did my
BFR last year and it was blowing a steady 24 knots...My instructor
looked a little apprehensive when I said "how about a X wind landing"
...He even hdai a couple himself he was so impressed...:)
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: 801 larger horizontal tail with VGs
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Bill, educate me please. How do you do a run up/mag check on a float
plane?
Wouldn't you end up at the other side of the pond? On the flaps, I made
a landing in 14 kt gust cross winds last weekend with full flaps and the
XL is almost uncontrollable at that speed and configuration. I am glad
my sweet Wife had no idea how bad it scared me. Took me a bit to get the
string back in my legs before I could exit the craft. Best to you, Bill
of Georgia do not archive
Message 13
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| Subject: | Re: 801 larger horizontal tail with VGs |
--> Zenith-List message posted by: japhillipsga@aol.com
Frank, I've only made about 50 landings in her with and without flaps, but without
flaps your going to execute first flair at at least 100 just short of the
numbers, bob and hold once to bleed off some speed and fly low into ground effect
for the final flair. I will not make another landing where I suspect a gusting
x-wind and use the flaps. I would rather have the speed for control and
rip the touch than play dancing XL on her tail. Nose and wing up and totally losing
sight of the runway a couple feet off the hardstand at stall speed with
sluggish control is very disconcerting. I have made hundreds of x-wind landings
in heavier planes so this effect was somewhat unexpected especially after so
many sweet gentle XL landings. Guys on the side line who were watching said it
all looked okay, maybe a bit hard on the mains, nothing really noticeable, but
that was certainly not how it was inside. All's well, but I would have much
rather read about someone else's scary landing, and
learn from that, then experience it personally. Ha. Best to you this Christmas
from Bill of Georgia
do not archive
-----Original Message-----
From: Hinde, Frank George (Corvallis) <frank.hinde@hp.com>
Subject: RE: Zenith-List: 801 larger horizontal tail with VGs
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com>
That's interesting...How does it do with no flaps Bill?
The HDS by comparison (and of course it really is no comparison) is
superb in X winds. I once landed in 18 gusting 32 at 90 degrees to the
runway.
I was amazed at how well it did on this and similar situations. I did my
BFR last year and it was blowing a steady 24 knots...My instructor
looked a little apprehensive when I said "how about a X wind landing"
...He even hdai a couple himself he was so impressed...:)
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: 801 larger horizontal tail with VGs
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Bill, educate me please. How do you do a run up/mag check on a float
plane?
Wouldn't you end up at the other side of the pond? On the flaps, I made
a landing in 14 kt gust cross winds last weekend with full flaps and the
XL is almost uncontrollable at that speed and configuration. I am glad
my sweet Wife had no idea how bad it scared me. Took me a bit to get the
string back in my legs before I could exit the craft. Best to you, Bill
of Georgia do not archive
Message 14
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| Subject: | Rudder pedal possition |
--> Zenith-List message posted by: "tinerj@tinerj.com" <tinerj@tinerj.com>
I'm working on the forward fuselage of the 601 and the plans have a note
that the rudder pedal position can be changed from the listed value of 245
to as little as 190, presumably to be more suitable for taller pilots. Does
anyone have a suggestion that for a six-foot person (me), what the numbers
should be?
John Hudson Tiner
Message 15
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--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Hi Leo,
Thanks for the elaboration on the weight. You still did very well on
the weight. The XL is supposed to have an ideal empty weight of over
700# I hear. My taildragger HDS came out at 605 empty with minimal
interior but full gyro panel. Don't even have a siren!
Haven't done any scientific experiments with weights in the right
seat, and don't think I will. I fly out of a turf strip with the
proverbial 50 foot obsticle at each end and there is probably 2000 feet
inbetween, With a long hot landing you start running out of real estate
pretty fast. I plackarded mine for 1200 lb and think it will be safer
to keep it around there. I am having cooling problems with my Jab 3300
and they get worse fast with a passenger so it's the gauges that will
keep me honest on the gross weight.
Thanks for the info.
Ron
Leo Gates wrote:
>--> Zenith-List message posted by: Leo Gates <leogates@allvantage.com>
>
>Ron, In my defense I decided to elaborate on how I got to 674 lbs
>empty. I have a bunch of toys and nice to have add-ons. Three gyro
>inst. (10 lbs), AM/FM/CD Sony Auto Radio with two bookshelf speakers (6
>lbs), Magnum Ivoprop (hub weighs 22 lbs - could probabaly save 10 lbs
>with a ground adjustable), 12 volt motor driven siren (4 lbs), Air horns
>with compressor (6 lbs), Teprafoam seat cushions (heavy stuff - 6 lb
>each, reg foam would save 4 lbs) and CHT and EGT - save 1 lb. 41 lbs
>total or if removed my plane would probably weigh 633 lbs.
>
>
>
>
>
>
Message 16
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| Subject: | RE: Exhaust fumes - CO Detectors |
--> Zenith-List message posted by: "Paul Hartl" <paulhartl@cox.net>
>>It may not matter in our relatively leaky cockpits but I think that CO
is heavier than air.
>>Does any one know if that is true? <<
Actually CO has a molecular weight of 28, which is identical to the
nitrogen that constitutes 78% of the air. Oxygen, (21% of air) is
slightly heavier at 32, but easily mixes with nitrogen and does not
settle out, even at high altitudes. CO2, a very different (and
non-toxic) gas, is substantially heavier than air with a molecular
weight of 44 and sinks noticeably.
What makes CO particularly nasty to aviators is that it is taken up 200
times more readily by the hemoglobin in our blood than oxygen. When
you're flying at altitude, you're already a bit oxygen-deprived, so this
preferential uptake of CO can be extremely dangerous, even though the
actual CO concentration is relatively low. So get a good CO monitor and
make sure it's working at the start of every flight - it really can save
your life.
-Paul
Paul Hartl, N414PZ, 601HDS/Jabiru 3300A, 37 hrs
Flight Simulator 2002/4 Zodiac Website: www.members.cox.net/paulhartl
Sun Valley, Idaho 83340 208-788-9147
Message 17
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--> Zenith-List message posted by: "Leo Gates" <leogates@allvantage.com>
I have flashing strobes and a clearance light on each wing tip, one on the
tail too.
The siren lets me play Stuka Dive Bomber. 4,000 ft over the field, power
off, nose straight down and siren on. Pull out at 500 ft.
We have several people on my field that think high speed passes are
dangerous. I like to whiz by at 20 ft blowing the Calvary Charge with my
air horns - just to annoy them (;- )
Leo Gates
driver!!
N601Z
Do not archive
-------Original Message-------
From: Ron Lee
Subject: Zenith-List: HD vs HDS
--> Zenith-List message posted by: "Ron Lee" <rlee468@comcast.net>
I wonder how many clearance lights!
do not archive.
Message 18
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--> Zenith-List message posted by: "Gary A. Boothe" <gboothe@calply.com>
Sounds like fun, Leo.
High speed passes are only dangerous when you hit something.
Definitely do not archive!
Gary Boothe, Cool, Ca
<gboothe@calply.com>
601HDSTD, WW Corvair Conv. - complete
Tail Group - complete. Working on Wings...
----- Original Message -----
From: "Leo Gates" <leogates@allvantage.com>
Subject: Re: Zenith-List: HD vs HDS
> --> Zenith-List message posted by: "Leo Gates" <leogates@allvantage.com>
>
> I have flashing strobes and a clearance light on each wing tip, one on the
> tail too.
>
> The siren lets me play Stuka Dive Bomber. 4,000 ft over the field, power
> off, nose straight down and siren on. Pull out at 500 ft.
>
> We have several people on my field that think high speed passes are
> dangerous. I like to whiz by at 20 ft blowing the Calvary Charge with my
> air horns - just to annoy them (;- )
>
> Leo Gates
> driver!!
> N601Z
> Do not archive
>
> -------Original Message-------
>
> From: Ron Lee
> Date: 12/13/05 10:55:38
> To: zenith-list@matronics.com
> Subject: Zenith-List: HD vs HDS
>
> --> Zenith-List message posted by: "Ron Lee" <rlee468@comcast.net>
>
> I wonder how many clearance lights!
> do not archive.
>
>
>
Message 19
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| Subject: | Re: Rudder pedal possition |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
John, I'm 5,8 and I wish I had it out further. Your heels rest on the pad and
you fly with your tow tips anyway. Yes, I would have mine out at least two
more inches if I was doing it over. Bill of Georgia
Message 20
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| Subject: | Re: Rudder pedal possition |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
John,
Mount your pedals forward as possible and tilt the pedals back to keep
your heels off the verticals.
Don't make up your cables until you've been at a stage that you can sit
in it and feel the best pedal distance.
Larry McFarland
do not archive
tinerj@tinerj.com wrote:
>--> Zenith-List message posted by: "tinerj@tinerj.com" <tinerj@tinerj.com>
>
>I'm working on the forward fuselage of the 601 and the plans have a note
>that the rudder pedal position can be changed from the listed value of 245
>to as little as 190, presumably to be more suitable for taller pilots. Does
>anyone have a suggestion that for a six-foot person (me), what the numbers
>should be?
>
>John Hudson Tiner
>
>
>
>
Message 21
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| Subject: | Re: 701 performance |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hi Fred,
Now try to land and take off short, you will like it. :-) :-)
Just joking, isnt it amasing?
We Love to do that in the local Fly in. Mainly when we try to land or take
off just after a fast glass job or a spam cam... much better at sea level
airports
Saludos
Gary Gower.
701 912S
fred sanford <sonar1@cox.net> wrote:
--> Zenith-List message posted by: fred sanford
Yesterday, I decided to check out those claims of 701 STOL performance.
Approached at 50 mph, 2000 rpm with flaps down, aiming for the
threshold. I landed, stopped, pulled the flaps up, and took off again
all well before the first VASI light at IZA. All six landings were about
the same. Went back and paced off the distance. 180 feet!
Had I aimed before the threshold, it would have been shorter.
Nice airplane.
When I walked back to my car, everyone was talking about it. Aparently a
crowd had gathered to watch.
Fred Sanford N9701 25 hours Santa Barbara, Ca.
---------------------------------
Message 22
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--> Zenith-List message posted by: <robhans777@cox.net>
> We have several people on my field that think high speed passes are
> dangerous. I like to whiz by at 20 ft blowing the Calvary Charge with my
> air horns - just to annoy them (;- )
If you're being funny, you're not. If you're serious, you're an idiot!
Message 23
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--> Zenith-List message posted by: "Don Lewis" <don_lewis@swbell.net>
> The siren lets me play Stuka Dive Bomber. 4,000 ft over the field, power
> off, nose straight down and siren on. Pull out at 500 ft.
A man with steady nerves................
> We have several people on my field that think high speed passes are
> dangerous. I like to whiz by at 20 ft blowing the Calvary Charge with my
> air horns - just to annoy them (;- )
>
Sounds Good to me !!!...... I like it, a man after my own
heart..........
Don Lewis n FTW
do not archive
Message 24
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| Subject: | Rudder pedal possition |
--> Zenith-List message posted by: "Paul Moore" <pmoore505@msn.com>
John,
I'm 6'4" but average from waste up so seat height and head clearance is
rarely a problem. But, with 40" inseam, leg room is everything. I put my
pedals as far forward as I could - used the 190 as a guide and then went a
bit farther forward. It may be too far because the right master cylinder
hits the firewall at extreme rudder throw but expect it to only come into
play on the ground. I may have to convert to a hand brake system later if it
just doesn't work out.
I also moved my instrument panel forward 1.5" for more room to get the legs
in and out easier and sitting on the seat, garage flying, it all feels like
it will be acceptable.
Paul
XL - O200
-----Original Message-----
From: tinerj@tinerj.com
Subject: Zenith-List: Rudder pedal possition
... Does anyone have a suggestion that for a six-foot person (me), what the
numbers should be?
Do not archive
Message 25
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| Subject: | Re: 701 performance |
--> Zenith-List message posted by: RURUNY@aol.com
Very cool Fred!!!!!
Brian
Do not archive
Message 26
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| Subject: | Need for Cylinder head temp gauge, 912ULS |
--> Zenith-List message posted by: JERICKSON03E@aol.com
The ZAC instrument package came with a Coolant temp gauge, no Cylinder head
temp gauge.
What have builders found, is a Cylinder head temp gauge also needed?
Message 27
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| Subject: | WANTED, 601XL AIRFRAME PROJECT, ALL OR PART OF IT. |
--> Zenith-List message posted by: "tjlhl" <tjlhl@sbcglobal.net>
I would be interested in buying 601XL fuselage and/or wings kit/project. I have
completed tail kit. Thank you for any referrals.
Message 28
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| Subject: | Re: Need for Cylinder head temp gauge, 912ULS |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
The coolant temp and cylinder head temp are one and the same as the connection
used is on the right rear cylinder head of the 912 engine. There are two
connections on the engine, one on the left front cylinder that is not typically
used in the tractor configuration of the 701 (but is the one that is used on a
pusher aircraft since you need to take the reading off of a rear cylinder). The
sensor gives you your cylinder head temp and therefore your coolant temp also.
So one gauge covers both.
Mike Sinclair N701TD
JERICKSON03E@aol.com wrote:
> --> Zenith-List message posted by: JERICKSON03E@aol.com
>
> The ZAC instrument package came with a Coolant temp gauge, no Cylinder head
> temp gauge.
>
> What have builders found, is a Cylinder head temp gauge also needed?
>
Message 29
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| Subject: | Message to Ray Wilhelm |
--> Zenith-List message posted by: Howard Carter <howado@saber.net>
Ray,
please contact me by email at howado@saber.net regarding your Jabiru 3300.
Thanks,
Howard Carter
Do Not Archive
Message 30
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Date: ...4 Dec 2005 08:30:00 +0100 (\214rodkowoeuropejs...
--> Zenith-List message posted by: "BIANCO Tadeusz Forgacz" <info@bianco.pl>
hahaha !!! an idiot !? hmmm..
We have no siren on our planes, so we do passes at 1 meter or lower :))
Tadek
-------Original Message-------
From: Don Lewis
Subject: Re: Zenith-List: HD vs HDS
--> Zenith-List message posted by: "Don Lewis" <don_lewis@swbell.net>
> The siren lets me play Stuka Dive Bomber. 4,000 ft over the field, power
> off, nose straight down and siren on. Pull out at 500 ft.
A man with steady nerves................
> We have several people on my field that think high speed passes are
> dangerous. I like to whiz by at 20 ft blowing the Calvary Charge with my
> air horns - just to annoy them (;- )
>
Sounds Good to me !!!...... I like it, a man after my own
heart..........
Don Lewis n FTW
do not archive
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