Today's Message Index:
----------------------
1. 01:14 AM - rudder spar question (Dave and Jan Clay)
2. 02:36 AM - Re: rudder spar question (Paul Mulwitz)
3. 06:01 AM - Re: O-200 engine bolts hardware (cgalley)
4. 06:54 AM - Re: O-200 engine bolts hardware (JAPhillipsGA@aol.com)
5. 07:27 AM - Re: O-200 engine bolts hardware (ron dewees)
6. 09:22 AM - Re: rudder spar question (kevinbonds)
7. 10:14 AM - N701TD Flies Again! (Mike Sinclair)
8. 11:05 AM - Re: Aux fuel pump in 701. (Leo Gates)
9. 12:33 PM - Re: N701TD Flies Again! (n801bh@netzero.com)
10. 03:15 PM - Re: Ailerons 601XL (lgingell)
11. 03:58 PM - Re: N701TD Flies Again! (JAPhillipsGA@aol.com)
12. 04:20 PM - Re: Re: Ailerons 601XL (Clyde Barcus)
13. 04:39 PM - Re: N701TD Flies Again! (N5SL)
14. 08:34 PM - Re: 701 fuel system (Dave and Pam Fisher)
15. 10:48 PM - Re: Questions About Bending Brake (Tebenkof@aol.com)
Message 1
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| Subject: | rudder spar question |
--> Zenith-List message posted by: "Dave and Jan Clay" <dclaytx2@hotmail.com>
I finished my rudder last month but have recently been worried about a
potential problem. On one side of the spar starting about 200mm from the top
I drilled 4 or 5 holes way too close to the flange edge. My fix was to make
a short .040 spar doubler for this area and drill new holes in the spar and
doubler at the appropriate edge distance between the old holes. Should this
be Ok or will my rudder fly apart in midair! I'm a plans builder and have
also finished my elevator and am well underway on my horizontal stab.
Thanks,
Dave
Message 2
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| Subject: | Re: rudder spar question |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
I did a similar thing on my wing spar. After several sets of
pictures sent to the engineer at ZAC I was told the spar cap was
damaged beyond repair and needed to be replaced.
Perhaps you should ask ZAC about the ruder spar?
Paul
XL wings
At 01:06 AM 2/26/2006, you wrote:
>--> Zenith-List message posted by: "Dave and Jan Clay" <dclaytx2@hotmail.com>
>
>I finished my rudder last month but have recently been worried about a
>potential problem. On one side of the spar starting about 200mm from the top
>I drilled 4 or 5 holes way too close to the flange edge. My fix was to make
>a short .040 spar doubler for this area and drill new holes in the spar and
>doubler at the appropriate edge distance between the old holes. Should this
>be Ok or will my rudder fly apart in midair! I'm a plans builder and have
>also finished my elevator and am well underway on my horizontal stab.
>
>Thanks,
>Dave
>
Message 3
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| Subject: | Re: O-200 engine bolts hardware |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
You need to buy a Service Parts manual.
4 - AN 884-8-6 Hose 1/2" ID x l-1/2" long
4 - 530627 Spacer
8 - 530626 Seat
8 - rubber bushings
8 - Washer caps (cup washers)
I am surprised that your FBO doesn't has a list.
Cy Galley - Chair,
AirVenture Emergency Aircraft Repair
A Service Project of Chapter 75
EAA Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: "Brian Briggerman" <blb7037@cox.net>
Sent: Saturday, February 25, 2006 8:58 PM
Subject: Zenith-List: O-200 engine bolts hardware
> --> Zenith-List message posted by: "Brian Briggerman" <blb7037@cox.net>
>
> I am putting an O-200 in my 601-XL and am having a problem finding the
> hardware to attach the engine to the engine mount. I have the rubber
> bushings, bolts, nuts and cotter pins shown on the lower center diagram on
> the drawing 6-CE-1. I can't identify the cup washers, spacer, hose and
> seat. I have been to my local FBO to try to get a setup for a Cessna 150.
> They could not identify the parts I need. I won't get the engine till
> later this week and don't know if there is a way to install it without
> those parts or not. If anyone know please let me know.
>
> Brian Briggerman
> Fountain Hills, AZ
> 601XL builder
>
>
>
Message 4
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| Subject: | Re: O-200 engine bolts hardware |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Brian, seems like I read somewhere that AMD in Eastman,Ga. was installing the
200 in their ready made XLs. Maybe you could contact them on what they use
and where to get whatever. AMD is somehow part of ZAC (Son, cousin, ? ) but they
have been real nice to me. Best of luck, Bill
Message 5
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| Subject: | Re: O-200 engine bolts hardware |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Hi Bill,
How is it going? Posted to the 601_HD-HDS group a report on Pete's cowl
installation. Got my CHT's down to 247 now and oil temps are better but
not as low as I would like. Probably need to do more work funneling air
into the radiator. I also found I have a couple of low compression
numbers on the rear cylinders. Probably because of earlier hot
temperatures. I will pull the cylinders before too long and lap them.
Hopefully will get everything up to snuff soon. It's flying great tho.
Hope the weather gets decent before long. One good day a week is ok,
but a weekend now and again would be nice, too.
Take care.
Ron
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Brian, seems like I read somewhere that AMD in Eastman,Ga. was installing the
>200 in their ready made XLs. Maybe you could contact them on what they use
>and where to get whatever. AMD is somehow part of ZAC (Son, cousin, ? ) but they
>have been real nice to me. Best of luck, Bill
>
>
>
>
Message 6
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| Subject: | rudder spar question |
--> Zenith-List message posted by: "kevinbonds" <kevinbonds@comcast.net>
If you don't already have one, get a copy of AC43.13 and read it. You may
find an appropriate fix there.
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
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul Mulwitz
Sent: Sunday, February 26, 2006 4:31 AM
Subject: Re: Zenith-List: rudder spar question
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
I did a similar thing on my wing spar. After several sets of
pictures sent to the engineer at ZAC I was told the spar cap was
damaged beyond repair and needed to be replaced.
Perhaps you should ask ZAC about the ruder spar?
Paul
XL wings
At 01:06 AM 2/26/2006, you wrote:
>--> Zenith-List message posted by: "Dave and Jan Clay"
<dclaytx2@hotmail.com>
>
>I finished my rudder last month but have recently been worried about a
>potential problem. On one side of the spar starting about 200mm from the
top
>I drilled 4 or 5 holes way too close to the flange edge. My fix was to make
>a short .040 spar doubler for this area and drill new holes in the spar and
>doubler at the appropriate edge distance between the old holes. Should this
>be Ok or will my rudder fly apart in midair! I'm a plans builder and have
>also finished my elevator and am well underway on my horizontal stab.
>
>Thanks,
>Dave
>
Message 7
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| Subject: | N701TD Flies Again! |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
Just to let those of you that have somewhat followed the trials and
tribulations on N701TD over the last year and a half, I put in the first
hour of airtime this morning and the difference in performance from the
80 hp. to 100 hp. is amazing. I took off on a short 600' east west with
no wind and with the old engine the plane would be about tree top height
going thru the gap. This time I was easily 50-75 feet above the tree
tops. And I don't believe I was anywhere near the best climb, since I
was being a little cautious on first takeoff. On climb out I was showing
1300 fpm at about 70 and was at pattern altitude within about a half
mile. Temps on the engine (oil and CHT) stayed right at 180 degrees
throughout the flight. OAT was probably 30-35 when I took off. Level
cruise at 4200 rpm was giving me 85 mph indicated. Probably pretty
accurate as checked and averaged against the GPS going both directions.
Made 3 landings & takeoffs at a friends grass strip, but when I called
after I got back home, they never heard me. And he said they were at the
dining table reading the paper. Guess I should have flown past the
window. Still pretty quiet. Takeoffs couldn't have been much more than
100' ground roll (if that). Pulled the top cowl after I got back home
and checked again for leaks (none), checked torque on the prop (none
loose), tightened one bolt on the friction block 1/4 turn (throttle
wanted to creep slightly), and topped off the header tank. Only used
between 3-4 gallons for the hour. All in all I am very pleased with the
performance and the new engine. Should have went with 100 hp the first
time around, but then I might not have appreciated the difference. I
think I'm going to be ready to commit some serious aviation this year.
Still have to determine Vx & Vy (they have definitely changed), and
finish the last 4 hours of testing after putting the plane back into
Phase I. But suspect if the weather is good I may make it down to Ponca
City, Oklahoma for the monthly fly-in breakfast next weekend. YeeHaaaa!
Mike Sinclair
Message 8
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| Subject: | Re: Aux fuel pump in 701. |
--> Zenith-List message posted by: Leo Gates <leogates@allvantage.com>
All,
I ordered my HDS LE tanks right after ZAC offered them (5-6) years ago.
I asked them to weld in a 1/4" overflow/vent line in each tank
terminating about 1/8" from the top and just outboard of the fuel cap.
They did so at no charge.
Leo Gates
N601Z
nyterminat@aol.com wrote:
>--> Zenith-List message posted by: nyterminat@aol.com
>
>Tim
>
>I suppose that is possible. We were not offered any way of venting the tanks on
the 701 other thann the fuel caps.
>
>Bob Spudis
>N701ZX do not archive
>
>
>
Message 9
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| Subject: | Re: N701TD Flies Again! |
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Welcome back in the air again...............
do not archive
Ben Haas
N801BH
www.haaspowerair.com
Welcome back in the air again...............
do not archive
BenHaas
N801BH
www.haaspowerair.com
Message 10
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "lgingell" <lgingell@matrix-logic.com>
Clyde (or anyone else that went from hingeless to piano hinges),
You said "I converted mine from hingeless to hinge type ..." Can you give us any
more info on the feel of things?
I've thought about this, since it might make the control harmony between pitch
and roll a little better - Have you noticed this?
I also heard that it allows for quicker aileron input in rough air. I guess this
could be good and bad. Noticed any change between hinged and hingeless in this
condition?
I think the ailerons are a little heavy with the hingeless design, but I've never
flow hinged ones in a Zodiac, so it may be nothing to do with this. I'd certainly
like to hear opinions though, since mine's not painted yet.
Cheers,
..lance
http://lancegingell.com/plane.asp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=15195#15195
Message 11
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| Subject: | Re: N701TD Flies Again! |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Mike, wev're all been there and know how thrilled you are. We've all with
you, Bill
Message 12
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| Subject: | Re: Ailerons 601XL |
--> Zenith-List message posted by: "Clyde Barcus" <barcusc@comcast.net>
Lance:
I don't know personally because my plane isn't finished yet, however, Gus
converted William Wynne's plane and he told me it was noticeable at low
speed and at cruise he couldn't tell the difference. My reason for changing
was personal preference and nothing to do with concern over failure with the
hingeless aileron. Also, I believe that when it is time for me to quit
flying and sell my plane the hinge type aileron will appeal to a lot more
potential buyers.
Regards:
Clyde Barcus
601 XL Corvair Powered
----- Original Message -----
From: "lgingell" <lgingell@matrix-logic.com>
Sent: Sunday, February 26, 2006 6:09 PM
Subject: Zenith-List: Re: Ailerons 601XL
> --> Zenith-List message posted by: "lgingell" <lgingell@matrix-logic.com>
>
> Clyde (or anyone else that went from hingeless to piano hinges),
>
> You said "I converted mine from hingeless to hinge type ..." Can you give
> us any more info on the feel of things?
>
>
> Cheers,
> ..lance
> http://lancegingell.com/plane.asp
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=15195#15195
>
>
>
Message 13
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| Subject: | Re: N701TD Flies Again! |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Congratulations Mike!
You have an amazing ability to get things done. For
those who have not seen Mike's beautiful airplane -
here's what it looked like a while back:
http://www.cooknwithgas.com/MikeSinclair/MikeSinclairRedo.jpg
If I remember correctly we are now at iteration number
3. It gets better every time I'm sure.
Good work Mike.
Scott Laughlin
http://www.cooknwithgas.com/
--- Mike Sinclair <mike.sinclair@ATT.NET> wrote:
> Just to let those of you that have somewhat followed
> the trials and
> tribulations on N701TD over the last year and a
> half, I put in the first
Message 14
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| Subject: | Re: 701 fuel system |
--> Zenith-List message posted by: Dave and Pam Fisher <dpfisher@scottsbluff.net>
At 12:58 AM 2/26/2006, you wrote:
>Will the engine be sucking air from one tank before the other tank is empty?
>The bottom of the gas tank on the 701 is about three and a half feet above
>the floor of the cabin. You may empty one tank before the other but both
>tanks will be empty before you start sucking air. There may be 8 inches more
>fuel on one side than the other when you start sucking air but all of that
>fuel will be in the fuel line. How much fuel does 8 inches of fuel line
>hold? This is why most high wing Cessnas can operate with the fuel selector
>in the both position with no danger of draining one tank before the other.
Hi list,
Thanks for a great analysis, Bryan. The only thing I would add is that a
gravity fed,Cessna style, fuel system should work fine if we fly our planes
like Cessnas. If we expect to do high speed passes followed by zoom climbs,
or takeoffs where we stand the plane on its tail, then it might be wise to
have fuel in both tanks and one or two boost pumps.
I'm now working on the fuel system for my 701 with 80 HP Continental,
gravity fed, no electric, wing tanks only. I'm using 3/8 in. lines plumbed
straight out of the tanks toward the cabin, through the trim channel above
the doors, turn 90 degrees forward and down 30 degrees through a hand hold
/corner brace made of one inch lawn chair tubing then curve down to a tee
on the top center of the glare shield over the instrument panel. From the
tee it will go down 30 degrees and forward through a ball type on-off valve
and on down and a bit to the left to a fitting that goes through the bottom
of the firewall to the gascolater and then level or up a bit to the carb.
My tanks will each be vented to a tee just inside the lower wing skin. one
leg of each tee will continue through the lower wing skin to an elbow
turned 90 degrees forward into the wind. the other leg points toward the
other wing and is connected to a cross vent tube along the inside top of
the windshield so the vent pressure between the tanks can equalize. I'll
try to avoid anything greater than a 30 degree nose high attitude, and I'll
test the fuel flow on the ground at all expected flight conditions. My air
cooled engine needs air speed to cool so I think it's a good idea to keep
the climb angles down in any case. I talked to a guy with an 0200 powered
701 who had a somewhat similar fuel setup. He also had a boost pump but
said it wasn't needed.
I've not yet cleared this with Chris. I'd sure like to hear from anyone
who has experience with a similar setup. Comments anyone??
Thanks,
Dave, 701 with A80-8 Continental
Message 15
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| Subject: | Re: Questions About Bending Brake |
--> Zenith-List message posted by: Tebenkof@aol.com
William,
FWIW I have used my wood cutting band saw with 18 tpi blade for cutting most
thicknesses of aluminum sheet and extrusion. The cuts definitely needs
smoothing with a file, and for long cuts it is hard to avoid some wandering.
Still, in the absence of a good shear I have often found it to be most
convenient. It does not distort the material at all.
Jim Greenough
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