Today's Message Index:
----------------------
1. 04:46 AM - dimple die (alex trent)
2. 05:00 AM - Re: Zenith-list: hds.corvair (Eric Tiethoff)
3. 05:56 AM - (owner-zenith-list-server@matronics.com)
4. 07:14 AM - 601 list on frappr (Gig Giacona)
5. 07:21 AM - Re: Zenith-list: hds.corvair (Hinde, Frank George (Corvallis))
6. 07:47 AM - Re: Zenith-list: hds.corvair (Larry McFarland)
7. 08:02 AM - Re: Zenith-List Digest: hds.corvair (T. Graziano)
8. 08:39 AM - Re: All seriousness aside...... (Keith Ashcraft)
9. 09:00 AM - Re:JABIRU LOVERS FORUM (N5SL)
10. 09:49 AM - Re: and we wonder why we lose airports (Steve Hulland)
11. 02:38 PM - Re: Re: Zenith-List Digest: hds.corvair (Larry McFarland)
12. 04:22 PM - Help!! Painter ground rivet heads down-601hds (Tim Egan)
13. 04:27 PM - Thanks - Bob Tichey (Tim Egan)
14. 05:44 PM - Re: Help!! Painter ground rivet heads down-601hds (cgalley)
15. 05:46 PM - Slant the table? (Brett Hanley)
16. 06:50 PM - Re: Help!! Painter ground rivet heads down-601hds (bill naumuk)
17. 08:05 PM - Re: Help!! Painter ground rivet heads down-601hds (N5SL)
18. 08:08 PM - Re: Slant the table? (kevinbonds)
19. 08:50 PM - Re: Slant the table? (JOHN STARN)
20. 08:51 PM - Prop pitch and static RPM (NYTerminat@aol.com)
21. 09:23 PM - Re: Slant the table? (Craig Payne)
22. 09:45 PM - Re: Prop pitch and static RPM (Paul Mulwitz)
23. 10:22 PM - Re: Slant the table? (JOHN STARN)
24. 10:53 PM - Re: Prop pitch and static RPM (Gary Gower)
25. 11:33 PM - Re: Prop pitch and static RPM (NYTerminat@aol.com)
Message 1
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--> Zenith-List message posted by: alex trent <atrent7@cogeco.ca>
Thanks to all who replied to my question re: dimple dies. I finally
found them and it should be on the way from aircraft tool right now. Of
interest, the shipping was more that the cost of the die.
alex
Message 2
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| Subject: | Zenith-list: hds.corvair |
--> Zenith-List message posted by: "Eric Tiethoff" <j.e.tiethoff@hccnet.nl>
A big advantage of an waterooled engine (Rotax is only watercooled in the
cylinder heads) is that the thermal crimping is minimal when the outside
temp decreases. So when you loose height and the temp is dropping rapidly
your engine won't suffer from the cold. It just lives longer !
Kindest regards, Eric Tiethoff, The Netherlands
url: www.walstroom.com
-----Oorspronkelijk bericht-----
Van: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] Namens Paul Mulwitz
Verzonden: vrijdag 16 december 2005 4:09
Aan: zenith-list@matronics.com
Onderwerp: Re: Zenith-List: Zenith-list: hds.corvair
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
At 05:13 PM 12/15/2005, you wrote:
>The Rotax is a very simple engine, no more complex than a Corvair or Subaru
>and probably on a par with Jabaru if you discount the 8 bolts (aprox.) to
>remove the reduction unit.
I don't get it. How can a water cooled engine with its circulation
system, pump, hoses, radiator, thermostat, and who knows what else be
as simple as a Jabiru air cooled engine that has non of those things on it?
Paul
XL wings
do not archive
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Mijn Postvak In wordt beschermd door SPAMfighter
28 spam-mails zijn er tot op heden geblokkeerd.
Download de gratis www.SPAMfighter.com vandaag nog!
Message 3
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--> Zenith-List message posted by:
on the list
Profitez des puissants filtres de courriels indsirables articul sur la
technologie brevete Microsoft SmartScreen.s
maintenant profiter de tous les avantages de MSN Premium et obtenez les
deux premiers mois GRATUITS*.
Message 4
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| Subject: | 601 list on frappr |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
I don't know who is admining the frappr.com 601 list but who ever there is
they need to add some tags. it isn't searchable when search for "Zenith
Aircraft" while the one for the 701,801 and even the 604 is. Also, it
doesn't appear when you do a search for "Zenith 601"
Do Not Archive
Message 5
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| Subject: | Zenith-list: hds.corvair |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Well clearly the Rotax is more complex than the Corvair (water cooled
and gear reduction). The question is does this make it less reliable?
Maybe, there are more failure points on a water cooled engine with a
gearbox, but then again a Corvair is an old engine. Any component that
has had a service life is subject to stress and vibration so the risk of
a fatigue crack (leading to fatigue failure) must be higher in an engine
that has been round the patch a few times vs a new one.
A better comparison would be a new Jab compared to a new Rotax...There I
think the Jab has simplicity and therefor less risk of in flight
failure.
Neither option is cheap but having had the pants scared off me a few
times until I got the Stratus sorted I can tell you it is well worth the
money.
Frank
HDS
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of David
Alberti
Subject: Zenith-List: Zenith-list: hds.corvair
--> Zenith-List message posted by: "David Alberti"
--> <daberti@sbcglobal.net>
Larry et al,
The Rotax is a very simple engine, no more complex than a Corvair or
Subaru and probably on a par with Jabaru if you discount the 8 bolts
(aprox.) to remove the reduction unit. I've taken the Rotax repair
seminar and I am therefore "qualified" in Rotax's eyes to perform
teardown and rebuild maintenance, but anyone with engine rebuild
experience could easily do it.
You have to remember, the AD's you spoke of are written for the
"Certificated" versions of the Rotax engines, and as such are not any
more restrictive or complex than an AD for a Lycoming in a Cessna. I'll
admit the Rotax is a little more pricey than some of the alternatives,
but the only difference between engines coming off the assembly line is
the pile of certification papers attached to the Certificated version.
Besides that, any engine produced in the land of the Euro is going to be
more costly. And Larry, the technical innovations, tools and methods
you bring to this forum tell me you could rebuild a Rotax with your eyes
blindfolded.
Dave 601-HD 912ULS
-----Original Message-----
posted by: Larry McFarland <larrymc@qconline.com>
Frank,
I'd not switch to go to the air cooled option. I'd go water cooled as
speed is not the criteria most important to me. I like the quiet of the
water cooled engine, the simplicity of the Subaru.
I was impressed with the same simplicity of the Corvair and more
recently the 3000 engine.
I hope it beats the snot out of the Rotax market because I think they're
over priced and far too restrictively complex with their AD notes etc.
Probably be a while before I switch because I best like the economy of
3.5 gallons per hour when just tooling around on $2.19 mogas.
Larry McFarland
do not archive
Hinde, Frank George (Corvallis) wrote:
>--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com>
>
>Hi Larry,
>
>Yes an airrcooled engine will definatly be faster than a water cooled
>unit, as you say the question is "how much"?
>
>Considering the HD/HDS cruise in the order of 100mph, an Rv around 200.
>Rumour has it that a water cooled motor in an RV will cost you 20MPH at
>cruise.
>
>Going from 100 to 200mph the drag is of course is multiplied by a
>factor of 4.
>
>So going water cooled to aircooled at 100mph is...20/4 =5mph....
>
>I.e not much
>
>If I were keeping the HDS I bet there are better drag reduction
>opportunities than a new engine would provide, so personally I would
>start there. The huge cowl opening is a monstrous drag maker on a
>Subaru, totally unecessary. If one were to fit a bigger spinner and
>make a new nose for the cowl that had no air intake and closely aligned
>with the spinner I bet you would get more benefit than a new motor
>would give you.
>
>Your radiator scoop I'm sure is quite a benefit too.
>
>Personally after I had these two mods I might consider an engine swap,
>but remember the Soob (even the Stratus) has quite a good track record
>of reliable operation now.
>
>FWIW
>
>Frank
>
>-----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: Fw: Zenith-list: hds.corvair
>
>--> Zenith-List message posted by: Larry McFarland
>--> <larrymc@qconline.com>
>
>Dave,
>I too fly an HDS and still occasionally look at the Corvair. It's an
>excellent engine. It should definitely go faster, but not sure how
>much. Soon to arrive in early 2006 is the all new 3000 engine, (no VW
>parts) from Revmaster.
>Air or water cooled with turbo as option starting at less than $10K.
>110 hp and much simpler than the
>Rotax or Subaru. Just see the article at this link. Contact Magazine
>did a great piece on it and it had been supercharged to 400 hp just to
>proof the mechanicals, in development testing before user flight
>evaluations which are now under way. This one will influence the price
>of the current 100 HP market and it's an all new engine from the
>centerline out. Weight 205 lbs.
>.
>http://www.revmasteraviation.com/products/under_development/
>
>Larry McFarland - 601HDS - Stratus Subaru - 730 lbs, Cruise 125 mph at
>4700.
>at www.macsmachine.com
>
>Dave & Doretta New wrote:
>
>
>>--> Zenith-List message posted by: "Dave & Doretta New"
>>--> <ddnew@nebmail.com>
>>
>>
>>List
>>Are there many with 601 HDS and corvair power? If so, Could you report
>>
>>
>on empty weight and performance numbers. I have a 601 HDS taildragger
>N928dn appox 160 hrs. Empty weight 725 lbs. three way GPS ground speed
>average 129 mph @4550 rpm. Empty weight went up with larger radiator
>and
>2 oil coolers.
>
>
>>Been reading all the info about corvair power. Have not found any
>>thing
>>
>>
>about the empty weight and performance numbers. Been thinking about
>converting to Corvair but would like some real world numbers from
>people who have done it. Even Willam Wynne has not posted any
>performance numbers. Only that his 601XL cruses about 130 mph. Have
>read in the magazines that several people have converted there KR's
>from Subaru over to corvair and saved weight. So if anybody is flying a
>HDS with Corvair could you help me out. The Corvair intrest me, But
>converting over would be a lot of work.
>
>
>>Thank you
>>Dave New
>>601 HDS Taildragger
>>N928DN
>>
>>
>>
>>
>>
>
>
Message 6
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| Subject: | Re: Zenith-list: hds.corvair |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Paul,
Complexity is derived of the attention required to keep temperatures and
balance things, like valves, affected
by temps. The cautionary details accumulate when oil and air are the
only sources of cooling for an engine. Some
have done it better than others, but the need to attend to individual
cylinder EGTs, timing, valve adjustments and watch leaning
for an air cooled engine creates complexity. It's not just a
parts-count of components reduced to a minimum,
otherwise we'd all still be driving air cooled cars like the Volkswagen
and doing repetitive valve adjustments
etc. Water cooling simplifies a lot of the detail, or at least makes
them more easily manageable.
Larry McFarland - 601HDS Stratus Subaru
do not archive
>I don't get it. How can a water cooled engine with its circulation
>system, pump, hoses, radiator, thermostat, and who knows what else be
>as simple as a Jabiru air cooled engine that has non of those things on it?
>
>Paul
>XL wings
>do not archive
>
>
>---------------------------------------------
>Paul Mulwitz
>32013 NE Dial Road
>Camas, WA 98607
>---------------------------------------------
>
>
>
>
>
Message 7
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| Subject: | Re: Zenith-List Digest: hds.corvair |
--> Zenith-List message posted by: "T. Graziano" <tonyplane@bellsouth.net>
I second Bill.
The Jabiru was designed for airborne use and all of the gyroscopic forces
experienced by airplane engines.
IMO ... An engine designed for use in autos may have a less up front cost,
but the money spent has more potential to be a really bad investment.
plus, my wife says that from the ground the Jab sounds "airplane" and almost
like a P-51. Common comment on the Jab from my EAA chapter folks is that
the Jab sure does sound sweet.
Tony Graziano
601XL, N493TG
Do Not Archive
---------------------------------------------
From: JAPhillipsGA@aol.com
Subject: Re: Zenith-List: Fw: Zenith-list: hds.corvair
Frankly, I would not trade my Jab 3300 for all the old worn out covair
motors or remade over car motors you could fill the Astro Dome with. If you
want dependable, strong and economical power at 178 pounds, spend the money
and get a 3300. My plane is only limited by the prop and it never fails to
please me when I hear it's rhythm. All the water cooled plumbing, and oil in
the cylinder bend a rod, reduction gears and belts, only one distributor and
one spark plug per jug concerns are lost on the 3300 and it really makes the
perfect mill for the XL and maybe the HDS as well. I have flown both types
with the 3300. I know this may fan the flames of passion for those that
keep hoping for the best or at least good for less, but a lot of folks
depend on what they read in this thing for knowledge and they should at
least understand that the words DEPENDABLE POWER is the key to survival
because there is no place to pull over and fix anything falling off some
crappy mill they hope will hold together. I always hope everybody makes it
on every flight, me included, but Experimental should really start with a
small e instead of a BIG E when your life is on the line. Sorry if I have
offended anybody's feelings, Best to all you guys for Christmas, Bill
Do Not Archive
Message 8
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| Subject: | Re: All seriousness aside...... |
--> Zenith-List message posted by: Keith Ashcraft <keith.ashcraft@itt.com>
Zed and Scott,
At my altitude (9,100') nothing "bobs" in water because it is frozen (so
if it is flat and/or level it's stuck till Spring thaw) , (but my toilet
flushes and it runs down hill)
MERRY CHRISTMAS TO ALL, AND TO ALL A GOOD FLIGHT!!!!
Keith
CH701 -- all 0.016" complex blanks, router-cut and debured, now for some
pounding and forming!!!
Do Not Archive
**********************************************************************************
N5SL wrote:
>--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
>
>Zed you crack me up! Do NOT archive
>
>Scott Laughlin
>My toilet is 100% flat and level
>
>
>--- Zed Smith <zsmith3rd@earthlink.net> wrote:
>
>
>
>>--> Zenith-List message posted by: Zed Smith
>><zsmith3rd@earthlink.net>
>>
>>
>
>the Work Table
>
>
>>issue is 0-dark-thirty GMT, Friday, 16 December
>>2005.
>>
>>
>
>
>
>
--
*************************************
*Keith Ashcraft*
ITT Industries
Advanced Engineering & Sciences
5009 Centennial Blvd.
Colorado Springs, CO
80919
(719) 599-1787 -- work
(719) 332-4364 -- cell
keith.ashcraft@itt.com
************************************
This e-mail and any files transmitted with it are proprietary and intended solely
for the use of the individual or entity to whom they are addressed. If you
have received this e-mail in error please notify the sender. Please note that
any views or opinions presented in this e-mail are solely those of the author
and do not necessarily represent those of ITT Industries, Inc. The recipient should
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accepts no liability for any damage caused by any virus transmitted
by this e-mail.
************************************
Message 9
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| Subject: | Re:JABIRU LOVERS FORUM |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Geez guys, get a room.
--- "T. Graziano" <tonyplane@bellsouth.net> wrote:
I second Bill. The Jabiru IMO ... An engine designed
for use in autos may have a less up front cost, but
the money spent has more potential to be a really bad
investment.
> Tony Graziano
> 601XL, N493TG
> Do Not Archive
>
> ---------------------------------------------
> From: JAPhillipsGA@aol.com
Frankly, I would not trade my Jab 3300 for all the
old worn out covair motors or remade over car motors
you could fill the Astro Dome with.
DO NOT ARCHIVE
Message 10
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| Subject: | Re: and we wonder why we lose airports |
--> Zenith-List message posted by: Steve Hulland <marinegunner@gmail.com>
Mike,
Thanks, I have fired off a letter to AOPA and others anyway. If any pilot or
anyone else who has an interest lets the FAA, Congress, AOPA, EAA or anyone
else take part in such an action without taking them to task, they are only
asking for less and less freedom to fly and access to GA. The Rialto Muni
airport is convinently located close to Onterio and Riverside. It allows
good access to a hugh area and a great number of industrial entities. Moving
it for the sake of developers is poor planning for the future. Even caring
that a name "Paul Allen" is or might be interested and on the other side is
simple cowardness. He, along with all other polictians who think they are
important is not - they need to be faught and called to task. Every one of
them pulls their pants on each day like I do and ends up the same as I do
when they are no longer on this earth. We must continue to fight - even if
it means passing information on a builders email forum.
I went to the local EAA Chapter meeting and was appalled at the number of
pilots in attendance who did not appear to be aware of important events like
"One Six Right - The Romance Of Flight"; the proposed permenant Washington
D.C. ADIZ; the new permenant Restricted Zone over Vice President Cheny's
sometimes home; and others - furthermore, they did not seem to care. Sorta
like Pogo said, "We have seen the enemy and he is us", or something like
that. I feel you and all local pilots and airport users should continue the
fight, even if you lose the airport.
In Tucson we have a pretty good GA reliever airport called Ryan Field. It is
owned and operated by the Tucson Airport Authority. However, the county
continues to let developers develope residential housing closer and closer
to the airport. It will not be to many years before local residents
complaign and there is a move to close the airport if we are not real
carefull.
Thanks for the information,
Steve Hulland
CH 701, Amado, AZ
DO NOT ARCHIVE
Message 11
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| Subject: | Re: Zenith-List Digest: hds.corvair |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Tony,
Still you have to remember that the sound was a water-cooled Merlin that
had a great
big radiator in back.
You're right, the experience of setting up a Subaru for the 601 can be
frustrating as I can attest. And more than a few people
haven't been able to connect the dots during initial setup, but what a
swell engine it is when all is sorted out. It'll perform
for an long time with little attention and less costly maintenance. The
Subaru has a better service history on other
aircraft and especially gyro planes for quite a few years now.
But you're right, the 3300 is a really neat engine with great upper end
performance :-).
Larry McFarland
do not archive
T. Graziano wrote:
>--> Zenith-List message posted by: "T. Graziano" <tonyplane@bellsouth.net>
>
>I second Bill.
>The Jabiru was designed for airborne use and all of the gyroscopic forces
>experienced by airplane engines.
>IMO ... An engine designed for use in autos may have a less up front cost,
>but the money spent has more potential to be a really bad investment.
>plus, my wife says that from the ground the Jab sounds "airplane" and almost
>like a P-51. Common comment on the Jab from my EAA chapter folks is that
>the Jab sure does sound sweet.
>
>Tony Graziano
>601XL, N493TG
>
>Do Not Archive
>
>
>
>
Message 12
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| Subject: | Help!! Painter ground rivet heads down-601hds |
--> Zenith-List message posted by: "Tim Egan" <eedetailing@qwest.net>
Folks,
Just came back from the local paint shop,
they were to re-paint a set of HDS wings
for me. Told me they'd have to scuff the surface
to get sealer to stick.
Well, looked at the wings today, They've
used an air sander to scuff the paint. Several
or many rivets are now flattened, some down
to near the level of the paint.
Even told them that the rest of the plane was not
a show plane, just wanted to turn it back to
white wings.
Crap
What acceptance criteria should I use in deciding
which rivets stay and which get replaced?
Any one have the length of rivet for the thinner skinned
wings handy?
All discussions welcome
Tim Egan
Message 13
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| Subject: | Thanks - Bob Tichey |
--> Zenith-List message posted by: "Tim Egan" <eedetailing@qwest.net>
A public thank you to Bob Tichey -
I bought a set of HDS wings from him. He worked
tirelessly to crate them up and get them shipped
across the country.
He did not want any extra above the cost of the crate and wings,
I've sent him enough to go to a nice restaurant for dinner.
Nice folks, I shall hope to shake his hand someday.
Tim Egan
Message 14
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| Subject: | Re: Help!! Painter ground rivet heads down-601hds |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
This is a question for Zenith to answer. How high does the head have to
protrude to be acceptable? File a slot in a piece of aluminum to that
dimension. If it slides over the head, mark for replacement.
A sure fix would be to place a rivet in between each pair. It might be
easier than drilling out and replacing each rivet.
Cy Galley - Chair,
Air Emergency Aircraft Repair
A Service Project of Chapter 75
EAA Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: "Tim Egan" <eedetailing@qwest.net>
Subject: Zenith-List: Help!! Painter ground rivet heads down-601hds
> --> Zenith-List message posted by: "Tim Egan" <eedetailing@qwest.net>
>
> Folks,
> Just came back from the local paint shop,
> they were to re-paint a set of HDS wings
> for me. Told me they'd have to scuff the surface
> to get sealer to stick.
> Well, looked at the wings today, They've
> used an air sander to scuff the paint. Several
> or many rivets are now flattened, some down
> to near the level of the paint.
> Even told them that the rest of the plane was not
> a show plane, just wanted to turn it back to
> white wings.
>
> Crap
>
> What acceptance criteria should I use in deciding
> which rivets stay and which get replaced?
>
> Any one have the length of rivet for the thinner skinned
> wings handy?
>
> All discussions welcome
> Tim Egan
>
>
>
Message 15
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| Subject: | Slant the table? |
--> Zenith-List message posted by: Brett Hanley <bretttdc@yahoo.com>
Time: 05:21:56 AM PST US
From: Zed Smith <zsmith3rd@earthlink.net>
Subject: Zenith-List: More "Level Table"
--> Zenith-List message posted by: Zed Smith
<zsmith3rd@earthlink.net>
Gentlemen:
One item is being overlooked in the "work table"
discussion.
After determining that the work surface is "flat",
one should raise
the outboard
end of the table by an amount equal to the desired
wing dihedral in the
finished
product.
Reverse the process for the other wing.
Dear sir,
Have you been smoking crack?
Brett
Mark the sides of the table as to "fore" and "aft",
and "left" and
"right", so
you don't end up with opposing dihedral. This
condition is detrimental
to good
flight characteristics.
Message 16
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| Subject: | Re: Help!! Painter ground rivet heads down-601hds |
--> Zenith-List message posted by: "bill naumuk" <billn@velocity.net>
----- Original Message -----
From: "Tim Egan" <eedetailing@qwest.net>
Subject: Zenith-List: Help!! Painter ground rivet heads down-601hds
> --> Zenith-List message posted by: "Tim Egan" <eedetailing@qwest.net>
>
Tim-
Rivets in an HDS wing are either A4 or A5. A5 through the spar caps and
maybe 1 or 2 in other odd locations. The rest are A4s. A4= Avex 1604-0410,
A5= Avex 1604-0512, available through ACS or Wicks, among others. Get hold
of me if you need more info.
Bill
>
>
Message 17
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| Subject: | Re: Help!! Painter ground rivet heads down-601hds |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Tim:
No need to panic. Rivets are easy to remove. If you
are worried, get a few bags of rivets from ZAC or
another source and replace the rivets you are unsure
of. A few at a time of course so the skin remains in
place. There's a trick to quickly removing rivets.
Email me separately if you want some detail on this.
All those new rivets on your new paint might even look
slick.
Scott Laughlin
www.cooknwithgas.com
--- Tim Egan <eedetailing@qwest.net> wrote:
> What acceptance criteria should I use in deciding
> which rivets stay and which get replaced?
>
> Any one have the length of rivet for the thinner
> skinned
> wings handy?
>
> All discussions welcome
> Tim Egan
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Admin.
>
>
>
>
>
>
Message 18
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| Subject: | Slant the table? |
--> Zenith-List message posted by: "kevinbonds" <kevinbonds@comcast.net>
Hey could someone bring me a strainer full of water.
Kevin Bonds
Nashville TN
601XL Corvair powered; Plans building.
Empennage done; working on wings and engine.
http://home.comcast.net/~kevinbonds
do not archive DO NOT ARCHIVE
Message 19
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| Subject: | Re: Slant the table? |
--> Zenith-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Sure it's right over there next to the screen door for the submarine.... 8*)
MERRY CHRISTMAS KABONG Do Not Archive
----- Original Message -----
Subject: RE: Zenith-List: Slant the table?
> --> Zenith-List message posted by: "kevinbonds" <kevinbonds@comcast.net>
>
> Hey could someone bring me a strainer full of water.
>
Message 20
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| Subject: | Prop pitch and static RPM |
--> Zenith-List message posted by: NYTerminat@aol.com
Listers
I am setting the pitch and plan on my 1st run tomorrow. My question is that
the Woodcomp propeller manual says that the Static RPM must be 6% less than the
max allowed engine RPM. To me that is 5800 less 348 or 5452 RPM. Others have
said that 5200 is the recommended Static RPM. Should I be using 5500 as my max
RPM? That would make the Static RPM 5170. Which should I shoot for?
Thanks for your input
Bob Spudis
CH-701/912s
Message 21
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| Subject: | Slant the table? |
--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
Actually if you coat a strainer with something water-repellent then it can
still pass gases but not water. It all depends on how fine the sieve is and
the surface tension of the liquid. There is some fable about a girl having
to demonstrate that she is "pure" by carrying water in her apron. She uses
this trick to pass the test.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of JOHN STARN
Subject: Re: Zenith-List: Slant the table?
--> Zenith-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Sure it's right over there next to the screen door for the submarine.... 8*)
MERRY CHRISTMAS KABONG Do Not Archive
----- Original Message -----
Subject: RE: Zenith-List: Slant the table?
> --> Zenith-List message posted by: "kevinbonds" <kevinbonds@comcast.net>
>
> Hey could someone bring me a strainer full of water.
>
Message 22
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| Subject: | Re: Prop pitch and static RPM |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Some of the more conservative people would suggest it is not wise to
bring your engine up to full power on your first test flight.
It can't hurt to set your prop to limit your total power so that you
can't quite reach 100% power output. You can play with the prop
setting after you have established the basic flying characteristics
of your new plane.
Of course, some other people might suggest it is foolish to ever
attempt a takeoff with less than full power. Go figure . ..
Paul
XL wings
>Listers
>
>I am setting the pitch and plan on my 1st run tomorrow. My question is that
>the Woodcomp propeller manual says that the Static RPM must be 6%
>less than the
>max allowed engine RPM. To me that is 5800 less 348 or 5452 RPM. Others have
>said that 5200 is the recommended Static RPM. Should I be using 5500
>as my max
>RPM? That would make the Static RPM 5170. Which should I shoot for?
>
>Thanks for your input
>
>Bob Spudis
>
>CH-701/912s
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 23
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| Subject: | Re: Slant the table? |
--> Zenith-List message posted by: "JOHN STARN" <jhstarn@verizon.net>
Fable, that means it's an OLD story. Take an apron dip it in hot "bear"
grease (or something of that nature) allow it to cool & it will hold water.
Ya could use wax BUT that could crack & leak. 8*) KABONG Do Not Archive
MERRY CHRISTMAS TO ALL.
Subject: RE: Zenith-List: Slant the table?
There is some fable about a girl having
> to demonstrate that she is "pure" by carrying water in her apron. She uses
> this trick to pass the test.
> Sure it's right over there next to the screen door for the submarine....
> 8*)
>
> MERRY CHRISTMAS KABONG Do Not Archive
" <kevinbonds@comcast.net>
>>
>> Hey could someone bring me a strainer full of water.
Message 24
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| Subject: | Re: Prop pitch and static RPM |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
I asume the engine is a Rotax 912...
Well, the engine comes with the break in done at the factory, so we can asume
that you can take off with full power (as is the safe thing to do) from the
first take off, but only to a max of 5 minutes each take off.
I climb to 500 FT AGL at full power (less than the 5 minutes), then lower the
climb power RPM to 5,400 until about 1,000 ft AGL keeping the same climb speed
(65-70 mph indicated), from then on 5,200 and 75 indicated until reach cruise
altitude. Then level at cruise altitude and keep 5,000 to 5,100 rpm, trim
the plane to cruise.
Never had any rise in the temperatures above green, so I sume the engine is happy
with this.
Saludos
Gary Gower
Paul Mulwitz <p.mulwitz@worldnet.att.net> wrote:
--> Zenith-List message posted by: Paul Mulwitz
Some of the more conservative people would suggest it is not wise to
bring your engine up to full power on your first test flight.
It can't hurt to set your prop to limit your total power so that you
can't quite reach 100% power output. You can play with the prop
setting after you have established the basic flying characteristics
of your new plane.
Of course, some other people might suggest it is foolish to ever
attempt a takeoff with less than full power. Go figure . ..
Paul
XL wings
>Listers
>
>I am setting the pitch and plan on my 1st run tomorrow. My question is that
>the Woodcomp propeller manual says that the Static RPM must be 6%
>less than the
>max allowed engine RPM. To me that is 5800 less 348 or 5452 RPM. Others have
>said that 5200 is the recommended Static RPM. Should I be using 5500
>as my max
>RPM? That would make the Static RPM 5170. Which should I shoot for?
>
>Thanks for your input
>
>Bob Spudis
>
>CH-701/912s
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 25
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| Subject: | Re: Prop pitch and static RPM |
--> Zenith-List message posted by: NYTerminat@aol.com
In a message dated 12/17/2005 12:46:54 AM Eastern Standard Time,
p.mulwitz@worldnet.att.net writes:
It can't hurt to set your prop to limit your total power so that you
can't quite reach 100% power output. You can play with the prop
setting after you have established the basic flying characteristics
of your new plane.
Of course, some other people might suggest it is foolish to ever
attempt a takeoff with less than full power. Go figure . ..
Paul
XL wings
Paul are you saying that the 5800 is 100% and that the 5452 static RPM is
correct? To limit full power you can easily not push the throttle all the way.
I
would just assume set the pitch to what it is supposed to be the first time.
Thanks
Bob Spudis
do not archive
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