Today's Message Index:
----------------------
1. 01:35 AM - Re: Scotchbrite (Larry Portouw)
2. 01:40 AM - Re: Fueling high wing aircraft. (Larry Portouw)
3. 03:50 AM - SnF Barbeque (lufthund)
4. 07:13 AM - Re: Fueling high wing aircraft. (Mike & Kerin Gleason)
5. 07:24 AM - VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Roger and Lina Hill)
6. 09:27 AM - Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Paul Mulwitz)
7. 10:00 AM - Re: Ailerons 601XL (David X)
8. 10:21 AM - Re: Fueling high wing aircraft. (Johann G.)
9. 10:51 AM - Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Jim Hoak)
10. 10:59 AM - Re: Fueling high wing aircraft. (Jim Hoak)
11. 11:02 AM - Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Larry McFarland)
12. 11:21 AM - Jabiru Engine Installation, Maintenance, and Rebuild Seminar (Pete Krotje)
13. 11:29 AM - Re: Zenith float keel strips (Mike & Kerin Gleason)
14. 01:16 PM - Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Randy Stout)
15. 01:40 PM - Re: Fueling high wing aircraft. (Johann G.)
16. 02:02 PM - Re: Continental engine mount for 701 (Steve Russell)
17. 02:36 PM - Re: Re: Ailerons 601XL (cgalley)
18. 02:36 PM - Re: Re: Rotx 912s Choke (Thilo Kind)
19. 03:43 PM - Re: Voltage from fuel sender (george may)
20. 03:58 PM - Re: Re: Voltage from fuel sender (Craig Payne)
21. 04:30 PM - Re: Ailerons 601XL (David X)
22. 05:02 PM - Re: N105RH (David X)
23. 05:02 PM - Re: Re: Ailerons 601XL (cgalley)
24. 05:23 PM - Re: Rotx 912s Choke (David X)
25. 05:34 PM - Re: Re: N105RH (Daniel Vandenberg)
26. 05:43 PM - Re: Re: N105RH (Daniel Vandenberg)
27. 05:46 PM - Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS (Ron Butterfield)
28. 06:42 PM - Re: Re: Voltage from fuel sender (george may)
29. 07:14 PM - Re: Fueling high wing aircraft. (Steve Hulland)
30. 07:49 PM - Re: Voltage from fuel sender (Brandon Tucker)
31. 08:02 PM - Re: Fueling high wing aircraft. (BobTezyk)
32. 08:58 PM - Queer Electrons In N329F (Jim Fosse)
33. 10:18 PM - Re: Queer Electrons In N329F (Craig Payne)
34. 10:52 PM - Re: Queer Electrons In N329F (Paul Mulwitz)
35. 11:34 PM - Re: Fueling high wing aircraft. (long) (Gary Gower)
Message 1
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--> Zenith-List message posted by: "Larry Portouw" <Larry@portouw.com>
What's that I hear on this thread?- Crickets chirping? I look forward for
the decrease in email volume with the death of this one.
This is a great reference and is a keeper. I've added this to my build
reference folder. Thanks, Chuck!
Larry Portouw
601XL horiz stab
Atlanta, GA
do not archive
Time:
01:44:01 PM PST US
From:
"Chuck Deiterich" <cfd@thegateway.net>
Cc: "Vossman, Bob & Nancy" <bnvoss@pgrb.com>
Subject:
Re: RE: Scotchbrite
--> Zenith-List message posted by: "Chuck Deiterich"
<cfd@thegateway.net>
To really get the story straight, I asked 3M about ScotchBrite, their
answer:
The green Scotchbrite (#74)contains approximately aluminum oxide
mineral
(220x to 320x) that is resin bonded to the nylon fibers. It will cut
most
surfaces including aluminum.
Other Scotchbrite
S ULF, S VLF and S MED use silicon carbide, the others use aluminum
oxide.
Light Duty Cleansing Pad 7445 048011-16976-7 - white -
Ultra-Fine Hand Pad 7448 048011-04028-8 - gray S ULF
General Purpose Hand Pad 7447 048011-04029-5 - maroon A VFN
Production Hand Pad 8447 048011-24037-4 - maroon A VFN
Blending Hand Pad 7446 048011-04051-6 - gray S MED
Heavy Duty Hand Pad 7440 048011-04050-9 - tan A MED
Multi-Flex Abrasive Sheet 051131-07521-4 - dark maroon A VFN
051131-07522-1 - gray S ULF
051131-07523-8 - gold A ULF
Wood Finishing Roll 7745 051131-07745-4 - gold -
Clean & Finish Roll 048011-00264-4 - maroon A MED
048011-00265-1 - maroon A FIN
048011-00266-8 - maroon A VFN
048011-00270-5 - gray S VFN
048011-00274-3 - maroon A MED
048011-00275-0 - maroon A FIN
048011-00276-7 - maroon A VFN
Scrubbing Sponge 74 048011-20688-7 - green - -
Chuck D.
N701TX
Message 2
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Larry Portouw" <Larry@portouw.com>
Try this link for TSC Tractor Supply Co instead:
http://www.mytscstore.com/default.asp. Takes you straight to the store page.
Larry Portouw
-----------------------
Time:
02:23:46 PM PST US
From:
"Robert Schoenberger" <hrs1@frontiernet.net>
Subject:
Re: Fueling high wing aircraft.
--> Zenith-List message posted by: "Robert Schoenberger"
<hrs1@frontiernet.net>
Johann . . . go to a local farm equitment supply house or ask a farmer
for
some mailorder sources for farm equipment - most offer pumps which fit
various containers and run off 12v. They also have hand pumps. One
supply
house is Tractor Supply Co. www.TSCstore.com. Let us know what you
end up
with because a lot of us older folks really don't relish the thought
of
lifting 5 gallon cans. I didn't even like climbing up to visually
check the
fuel in a Cessna and bought a low wing Piper for that reason (among
others).
Robert Schoenberger 701
Message 3
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--> Zenith-List message posted by: "lufthund" <lufthund@enter.net>
I would like to register for the Annual barbque at SnF.
Could any one provide specifics or is it a little too early
to gather this info?
Bob W
Bath Pa
Message 4
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Mike & Kerin Gleason" <gleasons@visi.com>
Johann:
Take a look at NorthernTool.com. Look under fuel transfer, they have a
variety of items that should work for you, unfortunately all the electrical
pumps are Diesel Fuel only.
Mike
701 awaiting paint
----- Original Message -----
From: "Johann G." <johann@rafpostur.is>
Message 5
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| Subject: | VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: "Roger and Lina Hill" <hills@sunflower.com>
Howdy all;
I bought a 601hds a few months ago and have been flying it. I think I have
the wrong size propeller though, and I was hoping some of you might have
some advise as it is very slow and only climbs at about 600fpm.
The plane came with a New Great plains 2180cc engine, with 9:1 compression.
It should produce about 80 hp. It has a aerovee carb and fuel pump
regulated to psi.
The propeller is a Warniki 52x44 prop. On the ground it turns 3500 rpm. In
the air, it turns 3600 (or a little more), and you have to throttle back
quit a bit to see 3400 rpm. At 3400 rpm, it cruise at only 95mph, top speed
is less than 100.
I heard that these hds taper wing planes should go 120-140 mph, I dont have
wheel pants or gear fairings (its a tri-gear), but 95 seems very slow. I
think the prop might be too small, but everyone I ask tells me it needs a
different size. Some say a 62x42 (that sounds to big to me), great planes
says use a 60x29 (but a 29 pitch has a pitch speed of 90 mph, so I dont see
how it could make the plane go faster)
What do you all think?
Thanks
Roger Hill
Message 6
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| Subject: | Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Hi Roger,
There is a really neat prop calculator on the web at:
http://www.culverprops.com/pitchselection.htm
I would be glad to play with it to choose an exact prop for your
engine, but I don't know enough about your engine to do it. The
information needed includes the maximum RPM, whether or not you have
a PSRU (gearbox or direct drive) and what speed you think you can get
from the horsepower on your airplane.
I looked at Great Plains and could not find the information. The only
2180cc engine I found was a 70 HP direct drive version and I didn't
spend enough time to get the RPM red line.
I would suggest you play with the Culverprops calculator by inputting
your red line RPM, the correct reduction amount, and 150 or 160
MPH. Keep changing the prop length until you get something around
.80 mach for the tip speeds. This will give you the length to use
given the assumption (which may be totally wrong) that your engine
can produce enough horsepower to reach that speed.
From conversations I have had with other HDS owners, I suspect you
will not reach anything like that fast with a 70 HP engine. Those
speeds are the kind reached with a Jabiru 330 engine which produces
120 or 120 horsepower.
Another approach you can use is to install a variable pitch prop and
try different settings to get different performance. You will still
need to know your red line RPM to find a reasonable starting setting.
Good luck,
Paul
XL wings
>Howdy all;
>
>I bought a 601hds a few months ago and have been flying it. I think I have
>the wrong size propeller though, and I was hoping some of you might have
>some advise as it is very slow and only climbs at about 600fpm.
>
>The plane came with a New Great plains 2180cc engine, with 9:1 compression.
>It should produce about 80 hp. It has a aerovee carb and fuel pump
>regulated to psi.
>
>The propeller is a Warniki 52x44 prop. On the ground it turns 3500 rpm. In
>the air, it turns 3600 (or a little more), and you have to throttle back
>quit a bit to see 3400 rpm. At 3400 rpm, it cruise at only 95mph, top speed
>is less than 100.
>
>
>I heard that these hds taper wing planes should go 120-140 mph, I dont have
>wheel pants or gear fairings (its a tri-gear), but 95 seems very slow. I
>think the prop might be too small, but everyone I ask tells me it needs a
>different size. Some say a 62x42 (that sounds to big to me), great planes
>says use a 60x29 (but a 29 pitch has a pitch speed of 90 mph, so I dont see
>how it could make the plane go faster)
>
>
>What do you all think?
>
>Thanks
>
>Roger Hill
----
Message 7
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "David X" <dxj@comcast.net>
Another thought ... the aileron's are fairly fragile. If you ever dent or bend
an aileron, it's easier to replace a piano hinge type.
--------
Zodiac XL - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13109#13109
Message 8
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CC: =?ISO-8859-1?Q?=22J=F3hann_G_J=F3hannsson=22? <johann@rafpostur.is>
| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Johann G." <johann@rafpostur.is>
Hi list members.
I like to thank you all who responded with links and ideas for the fuel
pump solution. I think I will stick with the idea to build my own system
with an electric fuel pump from some big engine car.
I would add the fuel filter to a plate along with the fuel pump, add the
toggle switch and then be able to strap the plate with all to any
container I have with gasoline.
I already have all the material for the job except the fuel pump. Here
is an idea of the pump I have in mind.
http://cgi.ebay.com/ebaymotors/BLUE-HOLLEY-110-GPH-ELECTRIC-FUEL-PUMP-REGULATOR-BLACK_W0QQitemZ8039827413QQcategoryZ33555QQrdZ1QQcmdZViewItem
This system will make it easy for me to have one hand on the fuel line
and the other on the toggle switch.
I will send you all a picture when the setup is complete.
Again, thank you all for the help.
Regards,
Johann G.
Iceland.
www.gi.is/fis
Message 9
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| Subject: | Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: "Jim Hoak" <planejim@bellsouth.net>
Roger & Linda,
I never operated a VW powered aircraft but I remember correctly, the KR1 and
KR2s had much faster cruise speeds. They had VW engines and were direct
drive. Large diameter props run into trouble on high rpm turning engines
without gear reduction. My Rotax 912UL of 80HP turns a GSC 66" dia. prop set
at 16degrees. I'm not sure what that converts to pitch in inches. TOO lazy
to figure it out. Of course the Rotax has a gear reduction of 2.27 to 1
which results in a prop RPM of 2335 when the engine is turning 5300 where I
cruise at. Probably could use a larger diameter prop but one has to watch
that the engine doesn't get overloaded. The airplane is at 100 to 105 MPH at
that setting. I do have wheel fairings. I haven't flown without them but I
would guess that the would make a 4 to 5 MPH difference.
You state that you have both low climb and low cruise. Usually it's a trade
off between them. I can really increase my climb but at cruise penalty or go
the other way and still have a respectable climb. Have to be carefull with
max RPM when I go toward the max. climb direction and too low RPM on
take-off if I go to the higher pitch. Comprimise - comprimise!.
Sounds like you just aren't getting the full power out of your engine to the
prop. This would possibly explain the low climb and low cruise.
You might talk to John or Jeremy Monnet about what prop they use on the
Sonex. They use a VW and cruise at the speed where the HDS is supposed to
go! Ask them about engine size ( they may be using bigger engines ) and prop
size matching.
Jim Hoak 601HD 500 hrs.
do not archive
----- Original Message -----
From: "Roger and Lina Hill" <hills@sunflower.com>
Sent: Saturday, February 18, 2006 10:22 AM
Subject: Zenith-List: VW PROPELLER SIZE ADVICE NEEDED- 601HDS
> --> Zenith-List message posted by: "Roger and Lina Hill"
> <hills@sunflower.com>
>
> Howdy all;
>
> I bought a 601hds a few months ago and have been flying it. I think I
> have
> the wrong size propeller though, and I was hoping some of you might have
> some advise as it is very slow and only climbs at about 600fpm.
>
> The plane came with a New Great plains 2180cc engine, with 9:1
> compression.
> It should produce about 80 hp. It has a aerovee carb and fuel pump
> regulated to psi.
>
> The propeller is a Warniki 52x44 prop. On the ground it turns 3500 rpm.
> In
> the air, it turns 3600 (or a little more), and you have to throttle back
> quit a bit to see 3400 rpm. At 3400 rpm, it cruise at only 95mph, top
> speed
> is less than 100.
>
>
> I heard that these hds taper wing planes should go 120-140 mph, I dont
> have
> wheel pants or gear fairings (its a tri-gear), but 95 seems very slow. I
> think the prop might be too small, but everyone I ask tells me it needs a
> different size. Some say a 62x42 (that sounds to big to me), great planes
> says use a 60x29 (but a 29 pitch has a pitch speed of 90 mph, so I dont
> see
> how it could make the plane go faster)
>
>
> What do you all think?
>
> Thanks
>
> Roger Hill
>
>
>
Message 10
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Jim Hoak" <planejim@bellsouth.net>
Johann,
Be carefull operating (breaking a circuit under load) the switch in the
vicinity of fuel vapors. Big Bang possible!
Jim Hoak
do not archive
----- Original Message -----
From: "Johann G." <johann@rafpostur.is>
Cc: "=?ISO-8859-1?Q?=22J=F3hann_G_J=F3hannsson=22?" <johann@rafpostur.is>
Sent: Saturday, February 18, 2006 1:18 PM
Subject: Re: Zenith-List: Fueling high wing aircraft.
> --> Zenith-List message posted by: "Johann G." <johann@rafpostur.is>
>
> Hi list members.
>
> I like to thank you all who responded with links and ideas for the fuel
> pump solution. I think I will stick with the idea to build my own system
> with an electric fuel pump from some big engine car.
> I would add the fuel filter to a plate along with the fuel pump, add the
> toggle switch and then be able to strap the plate with all to any
> container I have with gasoline.
> I already have all the material for the job except the fuel pump. Here
> is an idea of the pump I have in mind.
>
> http://cgi.ebay.com/ebaymotors/BLUE-HOLLEY-110-GPH-ELECTRIC-FUEL-PUMP-REGULATOR-BLACK_W0QQitemZ8039827413QQcategoryZ33555QQrdZ1QQcmdZViewItem
>
> This system will make it easy for me to have one hand on the fuel line
> and the other on the toggle switch.
> I will send you all a picture when the setup is complete.
>
> Again, thank you all for the help.
>
> Regards,
> Johann G.
> Iceland.
> www.gi.is/fis
>
>
>
Message 11
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| Subject: | Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Roger,
The numbers you provide seem to be fairly accurate for the engine and
prop as applied to the 601.
I fly a Subaru that has a Warp Drive 70-inch ground adjustable prop.
With the prop set at 15-degrees,
the numbers were expected to be lower. 4500 rpm provided about 95-mph
and 5000 would get it to
110-mph. With the prop at 17-degrees, 4100 rpms get it to 105, 4650
gets about 120 and 5100 gets it
to 133-mph. The hds taper wings can go between 120 and 140-mph, but
most easily with the Corvair or the
Jabaru 3300 on board. The Subaru's a little slower, even with a good
spinner, wheel and gear box fairings.
I'd try the 60x29 prop, conditional to refund, to see if it would spin
up a little better. Is there no ground adjustable prop
for the 2180 engine? You'd be able to find the sweet spot a little
easier with one of those.
Larry McFarland - 601hds at www.macsmachine.com
do not archive
Roger and Lina Hill wrote:
>--> Zenith-List message posted by: "Roger and Lina Hill" <hills@sunflower.com>
>
>Howdy all;
>
>I bought a 601hds a few months ago and have been flying it. I think I have
>the wrong size propeller though, and I was hoping some of you might have
>some advise as it is very slow and only climbs at about 600fpm.
>
>The plane came with a New Great plains 2180cc engine, with 9:1 compression.
>It should produce about 80 hp. It has a aerovee carb and fuel pump
>regulated to psi.
>
>The propeller is a Warniki 52x44 prop. On the ground it turns 3500 rpm. In
>the air, it turns 3600 (or a little more), and you have to throttle back
>quit a bit to see 3400 rpm. At 3400 rpm, it cruise at only 95mph, top speed
>is less than 100.
>
>
>I heard that these hds taper wing planes should go 120-140 mph, I dont have
>wheel pants or gear fairings (its a tri-gear), but 95 seems very slow. I
>think the prop might be too small, but everyone I ask tells me it needs a
>different size. Some say a 62x42 (that sounds to big to me), great planes
>says use a 60x29 (but a 29 pitch has a pitch speed of 90 mph, so I dont see
>how it could make the plane go faster)
>
>
>What do you all think?
>
>Thanks
>
>Roger Hill
>
>
>
>
>
>
>
>
>
Message 12
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| Subject: | Jabiru Engine Installation, Maintenance, and Rebuild Seminar |
--> Zenith-List message posted by: "Pete Krotje" <pkrotje@athenet.net>
Hello All,
Jabiru USA Sport Aircraft will again offer our popular weekend Engine
Seminar. To be held noon to noon Friday March 10 thru Sunday March 12th.
Class limited to 10. See www.usjabiru.com for details.
Pete
Message 13
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| Subject: | Re: Zenith float keel strips |
--> Zenith-List message posted by: "Mike & Kerin Gleason" <gleasons@visi.com>
John
I'm also interested in a set.
Mike
do not archive
Message 14
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| Subject: | VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: "Randy Stout" <n282rs@earthlink.net>
I had a 2180 with a redrive on my HD at one time. It was supposed to make
103 hp @4200 rpm. My max speed was 89 mph on a good day. Initial climb was
at least 1000 fpm, but after 5 minutes it would overheat. No way to cool
103 hp on those heads. I talked to a fellow in Indiana with a direct drive
in his. I think he said he as getting 90-95 mph. So your speeds are about
right. If you increase pitch for the higher cruise, you might get 5 mph
more out of it, but you are going to climb slower. You might also have
higher CHT's. If you want to go faster, you are going to have to change to
a different engine.
Randy Stout
n282rs"at"earthlink.net
www.geocities.com/r5t0ut21
> [Original Message]
> From: Roger and Lina Hill <hills@sunflower.com>
> To: <zenith-list@matronics.com>
> Date: 2/18/2006 9:30:19 AM
> Subject: Zenith-List: VW PROPELLER SIZE ADVICE NEEDED- 601HDS
>
> --> Zenith-List message posted by: "Roger and Lina Hill"
<hills@sunflower.com>
>
> Howdy all;
>
> I bought a 601hds a few months ago and have been flying it. I think I
have
> the wrong size propeller though, and I was hoping some of you might have
> some advise as it is very slow and only climbs at about 600fpm.
>
> The plane came with a New Great plains 2180cc engine, with 9:1
compression.
> It should produce about 80 hp. It has a aerovee carb and fuel pump
> regulated to psi.
>
> The propeller is a Warniki 52x44 prop. On the ground it turns 3500 rpm.
In
> the air, it turns 3600 (or a little more), and you have to throttle back
> quit a bit to see 3400 rpm. At 3400 rpm, it cruise at only 95mph, top
speed
> is less than 100.
>
>
> I heard that these hds taper wing planes should go 120-140 mph, I dont
have
> wheel pants or gear fairings (its a tri-gear), but 95 seems very slow. I
> think the prop might be too small, but everyone I ask tells me it needs a
> different size. Some say a 62x42 (that sounds to big to me), great planes
> says use a 60x29 (but a 29 pitch has a pitch speed of 90 mph, so I dont
see
> how it could make the plane go faster)
>
>
> What do you all think?
>
> Thanks
>
> Roger Hill
>
>
>
>
>
>
>
Message 15
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Johann G." <johann@rafpostur.is>
Hi Jim.
Yes, I know it is always dangerous to operate something that can create
a spark near fuel fumes, but I think the setup I have in mind is almost
fool proof. The switch is far away from any fumes and could easily be
located in my pocket while the fuel transfer is in process, because the
wire is extending from the fuel pump all the way in my hand where I
stand in a ladder by the wing.
The toggle switch wires are also covered with tape so no way a spark
could escape through that.
What bothered me more is when you have the fuel pump located inside the
tank with the wires in fuel. Somehow it creeps me out to have electric
wires going down into the fuel and then turn on the pump. But if no
oxygen can reach the wire connections in the tank, no spark is possible.
The setup I have in mind should not be any different than a regular fuel
transfer system in a wing or on a firewall. All wires are insulated from
any fumes.
Hope all this makes sense.
Johann G.
Iceland.
Jim Hoak wrote:
>--> Zenith-List message posted by: "Jim Hoak" <planejim@bellsouth.net>
>
>Johann,
>
>Be carefull operating (breaking a circuit under load) the switch in the
>vicinity of fuel vapors. Big Bang possible!
>
>Jim Hoak
>
>do not archive
>----- Original Message -----
>From: "Johann G." <johann@rafpostur.is>
>To: <zenith-list@matronics.com>
>Cc: "=?ISO-8859-1?Q?=22J=F3hann_G_J=F3hannsson=22?" <johann@rafpostur.is>
>Sent: Saturday, February 18, 2006 1:18 PM
>Subject: Re: Zenith-List: Fueling high wing aircraft.
>
>
>
>
>>--> Zenith-List message posted by: "Johann G." <johann@rafpostur.is>
>>
>>Hi list members.
>>
>>I like to thank you all who responded with links and ideas for the fuel
>>pump solution. I think I will stick with the idea to build my own system
>>with an electric fuel pump from some big engine car.
>>I would add the fuel filter to a plate along with the fuel pump, add the
>>toggle switch and then be able to strap the plate with all to any
>>container I have with gasoline.
>>I already have all the material for the job except the fuel pump. Here
>>is an idea of the pump I have in mind.
>>
>>http://cgi.ebay.com/ebaymotors/BLUE-HOLLEY-110-GPH-ELECTRIC-FUEL-PUMP-REGULATOR-BLACK_W0QQitemZ8039827413QQcategoryZ33555QQrdZ1QQcmdZViewItem
>>
>>This system will make it easy for me to have one hand on the fuel line
>>and the other on the toggle switch.
>>I will send you all a picture when the setup is complete.
>>
>>Again, thank you all for the help.
>>
>>Regards,
>>Johann G.
>>Iceland.
>>www.gi.is/fis
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
Message 16
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Cc:
| Subject: | Re: Continental engine mount for 701 |
--> Zenith-List message posted by: "Steve Russell" <steve@cccparis.com>
George,
I'm interested but do not know how to contact you.
Steve Russell
steve=40cccparis.com-----Original Message-----From: Gdascomb=40aol.com
Message 17
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
If the hinge stock has the same knuckle spacing.
----- Original Message -----
From: "David X" <dxj@comcast.net>
Sent: Saturday, February 18, 2006 11:58 AM
Subject: Zenith-List: Re: Ailerons 601XL
> --> Zenith-List message posted by: "David X" <dxj@comcast.net>
>
> Another thought ... the aileron's are fairly fragile. If you ever dent or
> bend an aileron, it's easier to replace a piano hinge type.
>
> --------
> Zodiac XL - Rotax 912S
> DO NOT ARCHIVE
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13109#13109
>
>
>
Message 18
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| Subject: | Re: Rotx 912s Choke |
--> Zenith-List message posted by: "Thilo Kind" <thilo.kind@gmx.net>
Hi George,
I remember, that the choke was very hard to pull in my case as well. I had
to re-route the choke cable to avoid sharp bends. It still his hard to pull
plus I have to push to get it back in.
Starting procedure in my case is simply: I pull chike and throttle and hold
both with one hand (choke and throttle are next to each other). Then start
engine. Once the engine starts I adjust the throttle to say 2,500 RPM and
push the choke back in. Don't have to wait for the engine to really warm up.
Good luck
Thilo
----- Original Message -----
From: "george may" <gfmjr_20@hotmail.com>
Sent: Wednesday, February 15, 2006 9:33 PM
Subject: Re: Zenith-List: Re: Rotx 912s Choke
> --> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
>
> Mark,Mike and Trevor,
>
> Thanks for the reply info on the choke cables. I guess
> things are ok as is. Even though I had no intention of messing with the
> springs, I appreciate your warnings.
>
> George
> 601XL 912s
>
> do not archive
>
>
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 19
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| Subject: | Re: Voltage from fuel sender |
--> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
List--
I'm trying to set up the Dynon EMS fuel level senders in parallel with my
regular analog gauges. To do this I need to know the voltage that the
level senders "output". It should be somewhere around 0-5 volts but I'm
not sure and my wings are stored where I can't easily access them.
If anyone knows this info I'd much appreciate it
Thanks
George May
601XL 912s
Message 20
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| Subject: | Re: Voltage from fuel sender |
--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
I may be wrong here but I'll give it a try. If you have capacitive senders
then the voltage should range between 0 and the supply voltage to the sender
(12v?).
If you have a conventional resistive "float" sender then it does not produce
a voltage. It is just a variable resistor. The input you connect it to will
supply the current and measure the flow (in thousandths of an amp) to
measure the level.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of george may
Sent: Saturday, February 18, 2006 4:37 PM
Subject: Zenith-List: Re: Voltage from fuel sender
--> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
List--
I'm trying to set up the Dynon EMS fuel level senders in parallel with my
regular analog gauges. To do this I need to know the voltage that the level
senders "output". It should be somewhere around 0-5 volts but I'm not sure
and my wings are stored where I can't easily access them.
If anyone knows this info I'd much appreciate it
Thanks
George May
601XL 912s
Message 21
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "David X" <dxj@comcast.net>
Either way, it involves riveting a new aileron ... so you'll have to call in an
IA to sign it off either way.
--------
Zodiac XL - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13202#13202
Message 22
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--> Zenith-List message posted by: "David X" <dxj@comcast.net>
Preliminary report here: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060217X00209&key=1
It was in the new owners hands less than two months before the crash. It was still
operating under a temporary registration.
Looks like the kit was purchased in 2002, airworthiness certificate in Apr-2005
... about a 2.5 year build?
Engine type is unknown (AMA/EXPR). It seems to be a default engine designation
for many homebuilts.
I can't imagine what would make the wings fold up like that unless the spar attach
points failed or the spare bolts were gone? It hardly seems plausible.
--------
Zodiac XL - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13207#13207
Message 23
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
If it is an experimental 601, any one can do the repair. Only at yearly
conditional inspection would you need an A&P to sign unless you have the
limited repairman's. Never need an IA, A&P only if needed to do he
conditional.
Cy Galley
EAA Safety Programs Editor - TC
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "David X" <dxj@comcast.net>
Sent: Saturday, February 18, 2006 6:27 PM
Subject: Zenith-List: Re: Ailerons 601XL
> --> Zenith-List message posted by: "David X" <dxj@comcast.net>
>
> Either way, it involves riveting a new aileron ... so you'll have to call
> in an IA to sign it off either way.
>
> --------
> Zodiac XL - Rotax 912S
> DO NOT ARCHIVE
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=13202#13202
>
>
>
Message 24
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| Subject: | Re: Rotx 912s Choke |
--> Zenith-List message posted by: "David X" <dxj@comcast.net>
My choke is very stiff as well. With proper cable lubrication, it will settle to
the off position in a few seconds on its own. Throttle full off, friction lock
on, choke full on, hold choke with left hand, turn key with right hand.
The previous two posts are pretty much the same as written in the Rotax operator's
manual. The throttle should be full off, or just a tad forward of off. No
need to pump the throttle in and out like a Lycoming or Continental. You just
risk starting a fire. You really don't need to run the choke more than a few seconds
after start (it's not needed and it blackens the plugs if you run choke
for very long).
I've started in 20F degree weather with this proceedure ... not even a hesitation
in start-up. After start-up, keep RPM between 2000 and 2500 until you see the
oil and water temp guages start to move, then you can rev a little higher to
get it rolling down the taxiway.
--------
Zodiac 601 XL - CZAW Built - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13215#13215
Message 25
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--> Zenith-List message posted by: Daniel Vandenberg <djvdb63@yahoo.com>
I saved three photographs of N105RH from when it was listed on either Trade-a-Plane
or Barnstormers (can't remember which). Based on the photographs it appears
that it had the newer Jabiru 3300 cowling. I'd be happy to email these to
anyone interested.
DJV
David X <dxj@comcast.net> wrote: --> Zenith-List message posted by: "David X"
Preliminary report here: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060217X00209&key=1
It was in the new owners hands less than two months before the crash. It was still
operating under a temporary registration.
Looks like the kit was purchased in 2002, airworthiness certificate in Apr-2005
... about a 2.5 year build?
Engine type is unknown (AMA/EXPR). It seems to be a default engine designation
for many homebuilts.
I can't imagine what would make the wings fold up like that unless the spar attach
points failed or the spare bolts were gone? It hardly seems plausible.
--------
Zodiac XL - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13207#13207
---------------------------------
Use Photomail to share photos without annoying attachments.
Message 26
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--> Zenith-List message posted by: Daniel Vandenberg <djvdb63@yahoo.com>
And I just noticed that there is a photo of N105RH on Zenith's Web site here:
http://www.zenithair.com/zodiac/pic06/a86781p1136.jpg
DJV
David X <dxj@comcast.net> wrote: --> Zenith-List message posted by: "David X"
Preliminary report here: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20060217X00209&key=1
It was in the new owners hands less than two months before the crash. It was still
operating under a temporary registration.
Looks like the kit was purchased in 2002, airworthiness certificate in Apr-2005
... about a 2.5 year build?
Engine type is unknown (AMA/EXPR). It seems to be a default engine designation
for many homebuilts.
I can't imagine what would make the wings fold up like that unless the spar attach
points failed or the spare bolts were gone? It hardly seems plausible.
--------
Zodiac XL - Rotax 912S
DO NOT ARCHIVE
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13207#13207
---------------------------------
Use Photomail to share photos without annoying attachments.
Message 27
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| Subject: | Re: VW PROPELLER SIZE ADVICE NEEDED- 601HDS |
--> Zenith-List message posted by: Ron Butterfield <rbutterfield@mebtel.net>
At 10:22 AM 2/18/06, Roger and Lina Hill wrote:
>I bought a 601hds a few months ago and have been flying it. I think I have
>the wrong size propeller though, and I was hoping some of you might have
>some advise as it is very slow and only climbs at about 600fpm.
>
>The propeller is a Warniki 52x44 prop.
This I feel is your problem, specifically the diameter of the prop.
As a bit of an over-simplification, imagine the profile of the
propellor overlaid on the profile of the center section of the fuselage.
Props this size are successfully used on dimunitive planes like the
Hummelbird and the KR1. These little planes are only slightly over
20" wide, and quite low as well.
The 601, however, has a big chunky fuselage (at least by comparison).
As best as I can figure, it's cross sectional area is around 11 sq.
ft. The area of a 52" propellor disk is only 14.74 sq. ft. So, almost
75% of the propellor disk is blocked by the airplane. I think this is
a major reason for your relatively poor performance.
The William Wynne ZenVair uses a 66" Warp Drive prop with it's
Corvair engine. That propellor gives a disk area of 23.76 sq. ft.,
which leaves only 46% of it's area blocked by the airplane.
This is, of course, an over-simplification. A slippery,
well-streamlined airplane like the AR-5 http://www.ar-5.com/ can
use a proportionally smaller propellor than a boxy, draggy shape like
a Volksplane http://www.evansair.com/
Regards,
RonB
Message 28
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| Subject: | Re: Voltage from fuel sender |
--> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
Craig--
Sorry I wsn't quite clear. I have resistive senders in the tanks. In
order to parallel
the existing senders with the Dynon inputs, I'll need to define the dynon
inputs
as capacitive in their setup menu(otherwise I'd have resistors in parallel
giving miss info).
My understanding is that these Dynon inputs function from 0-5 volts. I want
to insure
I do not overdrive these inputs, thus the question.
George
>From: "Craig Payne" <craig@craigandjean.com>
>To: <zenith-list@matronics.com>
>Subject: RE: Zenith-List: Re: Voltage from fuel sender
>Date: Sat, 18 Feb 2006 16:54:01 -0700
>
>--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
>
>I may be wrong here but I'll give it a try. If you have capacitive senders
>then the voltage should range between 0 and the supply voltage to the
>sender
>(12v?).
>
>If you have a conventional resistive "float" sender then it does not
>produce
>a voltage. It is just a variable resistor. The input you connect it to will
>supply the current and measure the flow (in thousandths of an amp) to
>measure the level.
>
>-- Craig
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of george may
>Sent: Saturday, February 18, 2006 4:37 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: Voltage from fuel sender
>
>--> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
>
>List--
> I'm trying to set up the Dynon EMS fuel level senders in parallel with
>my
>regular analog gauges. To do this I need to know the voltage that the
>level
>senders "output". It should be somewhere around 0-5 volts but I'm not sure
>and my wings are stored where I can't easily access them.
> If anyone knows this info I'd much appreciate it
>
>Thanks
>George May
>601XL 912s
>
>
Message 29
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "Steve Hulland" <marinegunner@gmail.com>
Makes sense, fuel pump and filter(s) can be mounted on a plate with a fuel
line going to the tank. Be sure that line can be attached to the tank so
that it does not pull out easily. Your switch wire can be fastened to the
fuel line with tie-ties and covered with plastic wrap to the point where you
diverge the switch line from the fuel line to your hand for operation. Use
an intrinsically(explosion proof) safe switch to eliminate potential spark.
Fuel vapors (not fumes as they are gaseous metals) are usually to rich or to
lean to explode, depending on distance from fuel tank opening, wind, etc.
The usual explosive range is about 3"-12" from the fuel cap. So, if you use
a system with a remote switch that is operated 3 or 4 feet from the fuel
vent, there should no big potential for explosion. Have fun building the
system.
PS When replying consider deleteing the old message in order to keep your
reply shorter. I believe most email systems can keep your mail collated.
Doing so saves space, time, etc for the moderator.
--
Semper Fi,
Steven R. Hulland
CH 701, Amado, AZ
This and all other incoming/outgoing email, attachments and replies scanned
prior to opening/sending and uses an external firewall to help insure virus
Message 30
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| Subject: | Re: Voltage from fuel sender |
--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
George,
Look here:
http://store.summitracing.com/default.asp?target=egnsearch.asp&N=115+400267+301970&autoview=sku
If you have the sender recommended by Zenith, it
is 10 - 180 ohms, but there are others as well. You
have to know which you installed.
R/
Brandon
Message 31
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| Subject: | Re: Fueling high wing aircraft. |
--> Zenith-List message posted by: "BobTezyk" <bob@eaglesnestestates.org>
This may be overkill for what you want to accomplish but about 12 years ago, I
built a re-fueling trailer for a Cessna 150 (and later my E35 Bonanza) I owned
and ran on autogas. It worked out much better than I anticipated and more than
paid for itself over buying AVGas that fouled my plugs.
It consisted of one of those cheap trailer kits (4'x8' but a 4'X6' would work),
a 100 gallon rectangular fuel tank, a marine deep cycle battery with box, a battery
float charger, a large alligator clip, a cheap work light on a retractable
reel, 25' of steel cloths line coated in vinyl, a 12 v 13 gpm pump purchased
from a farm store and a fuel totalizer.
The hose that came with the pump was 12' long with a ground wire built in. I bought
a second 12' hose and a coupler to make a 24' hose. I gutted the retractable
work light and replaced the electrical cord with the cloths line and mounted
the alligator clip to the end of the cable to make a retractable ground line.
The tank, battery box, battery, grounding reel were mounted on a sheet of 1/2
inch plywood decking and the pump was mounted on the tank. The whole thing
was grounded together using 1 inch ground strap.
I would fill it up on the way out to the airport and leave it in the hangar until
it required re-filling. Never had a problem with it. The motors on the gasoline
refueling pumps are sealed to avoid any sparking from the motor. I just followed
the same procedure the refueling trucks used when they refuel any other
airplane - ground the airplane to the refueler, turn on the pump, fuel, turn
off the pump, remove the ground strap from the plane.
I am currently loaning it to a neighbor as I am between airplanes right now but
I will take some pictures of it in the next week or so and post them to this
thread.
Regards,
Bob Tezyk
--------
Regards,
Bob Tezyk
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=13254#13254
Message 32
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| Subject: | Queer Electrons In N329F |
--> Zenith-List message posted by: "Jim Fosse" <jfosse1@shawneelink.net>
Listers. I have a weird problem. I have the LED indicator for the
elevator trim on my 701. Everything works perfectly until I key the
comm radio mic. When I key the mic, with intercom on or off, the LED
drops from the neutral position to the bottom of the indicator. I
have checked grounds, antenna isolation and everything else I can
think of, with no success. I am using the ICOM A200 and a Flight Tech
intercom. Any ideas out there?
Jim Fosse
Message 33
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| Subject: | Queer Electrons In N329F |
--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
I see two possibilities: either something is drooping in the electrical
circuit or the indicator itself has enough sensitivity to pick-up the RF. So
measure across these points while keying the radio off and on:
Power leads to the indicator (red, black)
Leads from the servo to the indicator (blue, green, orange) to ground
(black)
If you don't see a change then the indicator is picking up RF either through
the wires or the air. You can try blocking any RF passing through the wires
by adding a ceramic capacitor from each of the four non-ground leads to
ground. Or, if you can lay your hands on a ferrite core, pass the wires
through that close to the indicator. A ferrite core is what is inside of the
blobs on the ends of some of the cables running to or from your computer.
You can get one at Radio Shack (Part number 273-105):
http://tinyurl.com/ajvmd
What happens if the antenna lead isn't plugged to the back of the radio?
You could also ask your question on the AeroElectric list on the Matronics
server (just like this one).
WARNING: I am not an electrical engineer although I do talk like one.
-- Craig
Message 34
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| Subject: | Re: Queer Electrons In N329F |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Hi Jim,
I just had a gut reaction to your LED problem. Perhaps the RF
energy is finding its way to the led circuits in the
indicator. Perhaps some shielding (grounded) around the LED would
help. If that doesn't do it, you might need to install coax
(shielded cable) between the LED indicator and the trim tab servo.
It might be a lot simpler to replace the LED indicator with the
needle (volt meter?) one. Perhaps a call to the vendor would have
them sending you the alternate indicator or supplying a more
intelligent idea of the problem.
Good luck,
Paul
XL wings
>Listers. I have a weird problem. I have the LED indicator for the
>elevator trim on my 701. Everything works perfectly until I key the
>comm radio mic. When I key the mic, with intercom on or off, the LED
>drops from the neutral position to the bottom of the indicator. I
>have checked grounds, antenna isolation and everything else I can
>think of, with no success. I am using the ICOM A200 and a Flight Tech
>intercom. Any ideas out there?
>
>Jim Fosse
>
-
Message 35
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| Subject: | Re: Fueling high wing aircraft. (long) |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hello Johann,
I will try to explain the best I can, hope I can get understood.
I also thought about the same thing... But this "artifact" with battery, electric
pump, etc. is heavy and bulky. Will only work on your hangar, not practical
at all, to take over in Xcountries, when landing in strips and Airclubs
where gas is not available... Here is very common. Most of us have a few 5
galons red containers in our hangar that we take home and fill every week, as
needed...
So I designed a simple practical gas filling tank made out of easy to find parts...
Is light and inside a plastic bag, fits in the corner of our 701 luggage
area.
First a modified cheap gas cap (mine from an old VW, yes they fits our tanks
neck).
We welded (brassed) two copper tubes, side by side, with 90o elbow, at the center
of the cap (remember to get the gasket off before brassing or will melt,
once welded and cold, install it back).
One tube is 1/2" dia, to conect the filling hose. The other (for the overflow)
tube is 1/4" and betwen two and 3 inches inside the filler neck, depend of
the level you want to fill the tank, this tube has a short hose (3 foot long)
to a vented plastic bottle, to see when the gasoline is coming out, once the
tank is full.
This is important because the tank is over the wing and you cant see when is
full, standing in the floor (Yes, before this, lots of gasoline was lost when
tank was sifoned full and gas container still had gas...)
We use a 10 liter (about 2,5 gallon) red plastic gas container. this full of
gas is light enough, so we can hang it in the first slat support. The main
cap of this container also was easy modified so a tight conector can go though
and conect the filler hose with another piece of hose that goes inside to the
bottom of the container, Important: This cap conection has to be airtight.
In the vent side of this container I fitted a conection for another piece of
hose about 2 feet long.
Once the conteiner if full, I hang it in the wing, the filling cap is installed
in the tank, I tight the container cap.
Using a double action plastic hand pump (for air toys and mattreses) I hold with
one hand the pump to the pressure side (also a 1/4") hose in the container
and pump with the other hand, like inflating a bicicle tire. A few pump strokes
will send the gas fast to the tank.
I know, we have to fill 2 or 3 times this little container, but is light enough
to reach it up.
Once the full level of the overflow tube of the temporary gas cap is reached,
We just let go the pump form the hose and the gasoline transfer stop, no gas
spill... The little gasoline remains in the overflow bottle, can be poured
back to the container.
Yes I know, a photo is better than a 1,000 words, but just got back from flying
a few minutes ago, and will not go to fly in two weeks, (family reunion next
weekend) so no chance to take a photo soon, sorry.
Hope this helps. Remeber everything in aviation: Keep It Simple... and light.
Saludos
Gary Gower
701 912S
Flying form Chapala, Mexico.
"Johann G." <johann@rafpostur.is> wrote:
--> Zenith-List message posted by: "Johann G."
Hello list members.
I am sending this again, because I think it did not go through the first time.
I have been working on a way to fuel my Zenith 701 with an easy method.
The old method to syphon the fuel from a plastic container while standing
on a ladder is not the best method.
The idea was to use a high volume electric pump with a fuel filter and a
toggle switch to turn on and off.
I would like to hear from you list members how you have solved this
fueling problem and if anyone is using an electrical fuel pump for this,
what kind and how powerful is the pump, i.e. how many GPH capability?
Thank you in advance.
Johann G.
Iceland.
Joeing 701
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