Today's Message Index:
----------------------
1. 06:35 AM - Re: fuel senders (Hinde, Frank George (Corvallis))
2. 07:31 AM - Re: Tire size and Zero G. (Don Walker)
3. 09:51 AM - Re: Tire size and Zero G. (japhillipsga@aol.com)
4. 10:10 AM - Re: Tire size and Zero G. (Hinde, Frank George (Corvallis))
5. 11:00 AM - Re: Tire size and Zero G. (Ron Crook)
6. 04:29 PM - Recommendations for EIS (doug kandle)
7. 05:27 PM - 601XL Firewall width (Gdascomb@aol.com)
8. 05:42 PM - Re: 601XL Firewall width (Bill Howerton)
9. 05:53 PM - Re: 601XL Firewall width (Zodie Rocket)
10. 07:52 PM - Re: Recommendations for EIS (Brandon Tucker)
Message 1
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--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Wasn't misleading for me...My sender quit working after I developed a
leak and tested it with water..Was hoping it would come back to life...3
years later it still don't work..:)
Frank
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Jon Croke
Sent: Wednesday, January 25, 2006 9:48 PM
Subject: Re: Zenith-List: fuel senders
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
Hi Brad,
I went thru this same thing a couple years ago... here is the reason for
inaccurate readings..
If you use WATER, there are minerals (salt, iron etc) and you have
created a small battery! You have an aluminum tank, and an electrolyte
(water with trace minerals, esp if you have well water) and then some
steel parts in the sender. If you use your VOLT meter, you can detect
millivolts being generated from this combination that will mess up any
OHM meter readings....
the moral of the story is: dont use WATER to take your tests. USE
gasoline or other solvent and you will find it works just right. The
complete story is in the archives (with my name)... like I say, I went
thru this SAME issue and it was frustrating and misleading until I
discovered this!
Good luck
Jon
701
----- Original Message -----
From: "Brad Cohen" <bradfnp@msn.com>
> --> Zenith-List message posted by: "Brad Cohen" <bradfnp@msn.com>
>
> hello all,
> after a short hiatus, I have returned to working on N969BC, my 601XL.
I
> have a question regarding the fuel senders.
> I have installed both units on the top of the tanks as so many of you
> suggested. I bent the float arm so the float rests on the very bottom
of
> the tank when it is empty. According to the plans the Ohms should be
70
> for empty and 10 for full fuel.
>
>
>
Message 2
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| Subject: | Re: Tire size and Zero G. |
--> Zenith-List message posted by: "Don Walker" <d3dw@msn.com>
I would think the question here has to do with airspeed. I have come in over trees
before and the bottom dropped out close to the ground on crossing the tree
line...even landing upwind. In this case I put the nose down...to gain airspeed.
this is why one carries extra speed on a windy day. If the wind quits, you
have a cushion of speed.
If you have sufficient airspeed in any body of moving air whether it is going
up, down, North or South, you don't have to put the nose down to keep the plane
flying. If the change in movement of that air is too abrupt for your aircraft
to handle, I think you are just along for the ride. Look for airspeed first.
Then you can fly. don
oMessage -----
From: Paul Mulwitz<mailto:p.mulwitz@worldnet.att.net>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Thursday, January 26, 2006 12:30 AM
Subject: Re: Zenith-List: Tire size and Zero G.
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net<mailto:p.mulwitz@worldnet.att.net>>
I got involved in this discussion last time around, so I can give a
quick summary.
In powered planes, it is probably best to maintain attitude (and
airspeed) and wait for the downdraft to go away. Apparently glider
drivers like to push the nose down to get through this sort of thing
more quickly.
Good luck,
Paul
XL wings
At 03:38 PM 1/25/2006, you wrote:
>I've been hearing conflicting views recently about how to deal with that
>sort of down draft situation.
>
>One side says to just try to hold your attitude while another has told me to
>try to "dive" out of a draft like that to get out of it quicker.
>
>I know there is a lot of GA experience on the list so any thoughts or
>comments?
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 3
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| Subject: | Re: Tire size and Zero G. |
--> Zenith-List message posted by: japhillipsga@aol.com
I agree with Don when landing and that speed is life. On the other hand, two weeks
ago my dear, sweet wife an I were flying our XL back from Tennessee and at
about 5000 feet hit "something" in clear air. Cruising near 140 the plane bumped
a couple times and then dropped 500 feet, still pretty level with some effort,
I reduced power to slow the plane back well into the green. Slammed down
to a bottom at 4500 feet. Bumped along for maybe 5 seconds and was slammed again
from below and the updraft shoved us up 1000 feet in mere seconds and tried
to tip us over. Max alerion and right wing still rolling us over. I looked at
the VSI and it was max ed past 1500 fpm. I kept her as level as I could, maybe
a little nose down, but we stopped rising at past 5500 feet. Bumped along maybe
30 seconds and then smooth air. My poor wife was scared wit less and that
is the first time in all these years that I really wanted on the ground. I know
two things. The 601XLs can take a hell of a lot of
punishment and I pray I don't ever do that again. The most important thing in
such a helpless situation is help the plane weather the assault and slowing her
so as to not add to the stress factors with speed is essential. FWIW and Best
Regards,
Bill N505WP 601XL-3300 w/dc
-----Original Message-----
From: Don Walker <d3dw@msn.com>
Sent: Thu, 26 Jan 2006 09:30:06 -0600
Subject: Re: Zenith-List: Tire size and Zero G.
--> Zenith-List message posted by: "Don Walker" <d3dw@msn.com>
I would think the question here has to do with airspeed. I have come in over
trees before and the bottom dropped out close to the ground on crossing the tree
line...even landing upwind. In this case I put the nose down...to gain airspeed.
this is why one carries extra speed on a windy day. If the wind quits, you have
a cushion of speed.
If you have sufficient airspeed in any body of moving air whether it is going
up, down, North or South, you don't have to put the nose down to keep the plane
flying. If the change in movement of that air is too abrupt for your aircraft to
handle, I think you are just along for the ride. Look for airspeed first. Then
you can fly. don
oMessage -----
From: Paul Mulwitz<mailto:p.mulwitz@worldnet.att.net>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Thursday, January 26, 2006 12:30 AM
Subject: Re: Zenith-List: Tire size and Zero G.
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net<mailto:p.mulwitz@worldnet.att.net>>
I got involved in this discussion last time around, so I can give a
quick summary.
In powered planes, it is probably best to maintain attitude (and
airspeed) and wait for the downdraft to go away. Apparently glider
drivers like to push the nose down to get through this sort of thing
more quickly.
Good luck,
Paul
XL wings
At 03:38 PM 1/25/2006, you wrote:
>I've been hearing conflicting views recently about how to deal with that
>sort of down draft situation.
>
>One side says to just try to hold your attitude while another has told me to
>try to "dive" out of a draft like that to get out of it quicker.
>
>I know there is a lot of GA experience on the list so any thoughts or
>comments?
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 4
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| Subject: | Tire size and Zero G. |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Bet that go your attention..Friend of mine "woke up" one day after he
got lifted to 20,000ft in a C206...Dang!
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
Sent: Thursday, January 26, 2006 9:49 AM
Subject: Re: Zenith-List: Tire size and Zero G.
--> Zenith-List message posted by: japhillipsga@aol.com
I agree with Don when landing and that speed is life. On the other hand,
two weeks ago my dear, sweet wife an I were flying our XL back from
Tennessee and at about 5000 feet hit "something" in clear air. Cruising
near 140 the plane bumped a couple times and then dropped 500 feet,
still pretty level with some effort, I reduced power to slow the plane
back well into the green. Slammed down to a bottom at 4500 feet. Bumped
along for maybe 5 seconds and was slammed again from below and the
updraft shoved us up 1000 feet in mere seconds and tried to tip us over.
Max alerion and right wing still rolling us over. I looked at the VSI
and it was max ed past 1500 fpm. I kept her as level as I could, maybe a
little nose down, but we stopped rising at past 5500 feet. Bumped along
maybe 30 seconds and then smooth air. My poor wife was scared wit less
and that is the first time in all these years that I really wanted on
the ground. I know two things. The 601XLs can take a hell of a lot of
punishment and I pray I don't ever do that again. The most important
thing in such a helpless situation is help the plane weather the assault
and slowing her so as to not add to the stress factors with speed is
essential. FWIW and Best Regards, Bill N505WP 601XL-3300 w/dc
Message 5
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| Subject: | Re: Tire size and Zero G. |
--> Zenith-List message posted by: "Ron Crook" <ronflys701@hotmail.com>
In the Waterloo area west ;of Toronto I often fly in the hot weather and it
is a common event to hit an updraft / thermal and rise at 1000 - 1200 ft per
min and fall at the same rate. Many times flying to Collingwood in hot
weather Ive pushed the nose of the plane down and was still rising at 500 ft
per minute ...Yes it happens and quite often............It can be a little
concerning when you can t control ur rate of climb or decent..this usually
happened around 2000 ft and sometimes can take u to 4500 ft in a jiffy.I
have found only by slowing down substancially can I decent in these
conditions and I to was amazed at the forces exerted on the plane at times
almost tipping us upside down and that is in a 701
>From: japhillipsga@aol.com
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Tire size and Zero G.
>Date: Thu, 26 Jan 2006 12:49:11 -0500
>
>--> Zenith-List message posted by: japhillipsga@aol.com
>
>I agree with Don when landing and that speed is life. On the other hand,
>two weeks ago my dear, sweet wife an I were flying our XL back from
>Tennessee and at about 5000 feet hit "something" in clear air. Cruising
>near 140 the plane bumped a couple times and then dropped 500 feet, still
>pretty level with some effort, I reduced power to slow the plane back well
>into the green. Slammed down to a bottom at 4500 feet. Bumped along for
>maybe 5 seconds and was slammed again from below and the updraft shoved us
>up 1000 feet in mere seconds and tried to tip us over. Max alerion and
>right wing still rolling us over. I looked at the VSI and it was max ed
>past 1500 fpm. I kept her as level as I could, maybe a little nose down,
>but we stopped rising at past 5500 feet. Bumped along maybe 30 seconds and
>then smooth air. My poor wife was scared wit less and that is the first
>time in all these years that I really wanted on the ground. I know two
>things. The 601XLs can take a hell of a lot of
> punishment and I pray I don't ever do that again. The most important
>thing in such a helpless situation is help the plane weather the assault
>and slowing her so as to not add to the stress factors with speed is
>essential. FWIW and Best Regards,
>Bill N505WP 601XL-3300 w/dc
>
>-----Original Message-----
>From: Don Walker <d3dw@msn.com>
>To: zenith-list@matronics.com
>Sent: Thu, 26 Jan 2006 09:30:06 -0600
>Subject: Re: Zenith-List: Tire size and Zero G.
>
>
>--> Zenith-List message posted by: "Don Walker" <d3dw@msn.com>
>
>I would think the question here has to do with airspeed. I have come in
>over
>trees before and the bottom dropped out close to the ground on crossing the
>tree
>line...even landing upwind. In this case I put the nose down...to gain
>airspeed.
>this is why one carries extra speed on a windy day. If the wind quits, you
>have
>a cushion of speed.
> If you have sufficient airspeed in any body of moving air whether it is
>going
>up, down, North or South, you don't have to put the nose down to keep the
>plane
>flying. If the change in movement of that air is too abrupt for your
>aircraft to
>handle, I think you are just along for the ride. Look for airspeed first.
>Then
>you can fly. don
>
>oMessage -----
> From: Paul Mulwitz<mailto:p.mulwitz@worldnet.att.net>
> To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
> Sent: Thursday, January 26, 2006 12:30 AM
> Subject: Re: Zenith-List: Tire size and Zero G.
>
>
> --> Zenith-List message posted by: Paul Mulwitz
><p.mulwitz@worldnet.att.net<mailto:p.mulwitz@worldnet.att.net>>
>
> I got involved in this discussion last time around, so I can give a
> quick summary.
>
> In powered planes, it is probably best to maintain attitude (and
> airspeed) and wait for the downdraft to go away. Apparently glider
> drivers like to push the nose down to get through this sort of thing
> more quickly.
>
> Good luck,
>
> Paul
> XL wings
>
> At 03:38 PM 1/25/2006, you wrote:
> >I've been hearing conflicting views recently about how to deal with
>that
> >sort of down draft situation.
> >
> >One side says to just try to hold your attitude while another has told
>me to
> >try to "dive" out of a draft like that to get out of it quicker.
> >
> >I know there is a lot of GA experience on the list so any thoughts or
> >comments?
>
> ---------------------------------------------
> Paul Mulwitz
> 32013 NE Dial Road
> Camas, WA 98607
> ---------------------------------------------
>
>
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Message 6
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| Subject: | Recommendations for EIS |
--> Zenith-List message posted by: doug kandle <d_kandle@velocitus.net>
I am planning the instruments I need to buy for my 701. I'm just
going with the minimum flight instruments (altimeter, slip indicator,
airspeed, compass), a radio and simple GPS, but I want complete
engine monitoring. So, I plan to use an EIS unit.
Does anyone have a recommendation for a good EIS? I don't want (or
need) manifold pressure, just the normal tach, EGT, CHT, fuel flow,
oil pressure & temp and perhaps carb temp.
Doug Kandle
CH701
Boise ID
Rudder & Horiz. Stab. Wings Done
Working on Slats & Flaperons
Jabiru 2200
From complete kit
Message 7
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| Subject: | 601XL Firewall width |
--> Zenith-List message posted by: Gdascomb@aol.com
What is the height & width of the firewall on the 601XL. I have a 701 and
was wondering if the firewalls are the same size. (701 is 610mm x 730mm) Thanks,
George
Message 8
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| Subject: | Re: 601XL Firewall width |
--> Zenith-List message posted by: "Bill Howerton" <Bill@Howerton.com>
according to my plans, it is 690 mm high by 896mm wide
Bill
----- Original Message -----
From: <Gdascomb@aol.com>
Sent: Thursday, January 26, 2006 6:26 PM
Subject: Zenith-List: 601XL Firewall width
> --> Zenith-List message posted by: Gdascomb@aol.com
>
> What is the height & width of the firewall on the 601XL. I have a 701 and
> was wondering if the firewalls are the same size. (701 is 610mm x 730mm)
> Thanks,
> George
>
>
>
Message 9
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| Subject: | 601XL Firewall width |
--> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
I don't have the measurements handy but the 601 series firewall is a lot
bigger then the 701's
Mark Townsend Alma, Ontario
Zodiac 601XL C-GOXL, CH701 just started
www.ch601.org / www.ch701.com / www.Osprey2.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Gdascomb@aol.com
Sent: Thursday, January 26, 2006 8:27 PM
Subject: Zenith-List: 601XL Firewall width
--> Zenith-List message posted by: Gdascomb@aol.com
What is the height & width of the firewall on the 601XL. I have a 701
and
was wondering if the firewalls are the same size. (701 is 610mm x
730mm) Thanks,
George
--
1/26/2006
--
1/26/2006
Message 10
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| Subject: | RE: Recommendations for EIS |
--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
Doug,
Check out the Stratomaster series of engine and
flight monitoring. I have their flagship Ultra XL,
but they have a huge assortment of smaller stuff.
Check out the smart singles or the EM1. I am sure you
will find what you are looking for.
http://www.sportflyingshop.com/Instr/Stratomaster/stratomaster.html
R/
Brandon
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