Today's Message Index:
----------------------
1. 03:19 AM - Re: Why No Mixture Control on the Rotax 912ULS2? (Elwood140@aol.com)
2. 05:56 AM - Re: Re: Sport pilot (Jim Pellien)
3. 06:15 AM - Re: Cable ties (Use PVC instead) (Don Mountain)
4. 06:42 AM - New Jabiru 3300 Engines (Pete Krotje)
5. 06:42 AM - Re: Cable ties (Use PVC instead) (Edward Moody II)
6. 06:57 AM - Re: Cable ties to anchor wires to ribs? (Jerry Latimer)
7. 07:03 AM - Re: Cable ties (Use PVC instead) (Edward Moody II)
8. 07:51 AM - Re: Why No Mixture Control on the Rotax 912ULS2? (LarryMcFarland)
9. 08:09 AM - 701 static port location (MElrod3732@aol.com)
10. 08:13 AM - Re: New Jabiru 3300 Engines (Paul Mulwitz)
11. 08:27 AM - Re: Cable ties (Use PVC instead) (N5SL)
12. 08:38 AM - Re: New Jabiru 3300 Engines (Pete Krotje)
13. 08:46 AM - 701 Structural differences (Jean-Paul Roy)
14. 08:55 AM - Re: New Jabiru 3300 Engines (Pete Krotje)
15. 09:02 AM - 701 structural differences (Jean-Paul Roy)
16. 09:07 AM - Re: Cable ties (Use PVC instead) (Phil Maxson)
17. 09:09 AM - Re: Unstable Tach (Hinde, Frank George (Corvallis))
18. 09:12 AM - Re: Cable ties to anchor wires to ribs? (Hinde, Frank George (Corvallis))
19. 09:15 AM - Re: Cable ties (Use PVC instead) (Gary A. Boothe)
20. 09:19 AM - Re: Cable ties (Use PVC instead) (Edward Moody II)
21. 09:32 AM - Fly-in (Gpjann@aol.com)
22. 09:42 AM - Re: 701 Structural differences (Jari Kaija)
23. 09:43 AM - Corvair Engine (was Cable Ties) (Phil Maxson)
24. 10:01 AM - Re: Corvair Engine (was Cable Ties) (kevinbonds)
25. 10:06 AM - Re: 701 structural differences (Ashcraft, Keith -AES)
26. 10:32 AM - Re: Corvair Engine (was Cable Ties) (Robin Bellach)
27. 11:22 AM - Re: Corvair Engine (was Cable Ties) (Paul Mulwitz)
28. 01:05 PM - Center Wing A6 (Bill+Rose)
29. 02:26 PM - Re: Center Wing A6 (LarryMcFarland)
30. 02:38 PM - Re: Corvair Engine (was Cable Ties) (Trainnut01@aol.com)
31. 04:13 PM - There is Mixture Control on the Rotax 912ULS (Brett Hanley)
32. 04:13 PM - Re: 701 structural difference (Jean-Paul Roy)
33. 04:16 PM - Re: Corvair Engine (was Cable Ties) (Phil Maxson)
34. 04:28 PM - Re: Plexiglas drill altering diagram & instructions (Dad)
35. 04:53 PM - Re: Trip Planning via Google Earth (LarryMcFarland)
36. 07:05 PM - Re: Center Wing A6 (Bill+Rose)
37. 07:23 PM - Re: Unstable Tach (Tim & Diane Shankland)
38. 07:33 PM - Re: Center Wing A6 (Bill+Rose)
39. 07:45 PM - Re: 701 Structural differences (Larry)
40. 08:45 PM - Zenith pre-drilled hole problem. (Paul Mulwitz)
Message 1
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| Subject: | Re: Why No Mixture Control on the Rotax 912ULS2? |
--> Zenith-List message posted by: Elwood140@aol.com
David, the Rotax 912 has altitude-compensating carburetors that continuously
provide an optimum fuel mixture to the engine. For that reason, no mixture
control is needed.
Regards
Larry Wood
(N701LW still aborning)
Do not archive
Message 2
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--> Zenith-List message posted by: "Jim Pellien" <jim@pellien.com>
Todd,
Thank you for giving me that link.
Jim
Jim Pellien
Mid-Atlantic Sports Planes
The Mid-Atlantic Region of SportsPlanes.com
www.MASPL.com
703-313-4818
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of TH-SR
Sent: Friday, March 17, 2006 6:45 AM
Subject: Zenith-List: Re: Sport pilot
--> Zenith-List message posted by: "TH-SR" <701stol@gmail.com>
FAA LSA Listing:
http://www.faa.gov/aircraft/rec/
Todd Henning
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=22299#22299
Message 3
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: Don Mountain <mountain4don@yahoo.com>
Hello Scott:
I already have all of my wiring running through the ribs in rubber grommets in
the conventional manner. But you will have the same problem that I am while running
your wingtip light wires from the ends of your PVC pipe out through the
lightening hole in the end of the main rib. How do I tie the bundle of wires
in the middle of that hole as suggested by the inspector with cable ties? And
how are you going to get the aileron trim wire fished into the side of that
PVC pipe?
Also, I noticed in your photos that you appear to have two stiffener angles on
every rib down your wing? What are these for? Or did you change the design and
use a lighter metal sheet to fabricate your main wing ribs? I wonder how
much your plane is going to weigh when you get it finished with all of this extra
stuff?
Don
I chose to install thin-wall
pvc pipe in my wings and I'm really glad I did. Since
you haven't closed up the wing, this would be your
last chance to do this. I found that it was nice to
be able to close up the wing, then worry about wires
later. I ended up adding a few more wires after the
fact and it was nice to have the pipe in there.
---------------------------------
Bring photos to life! New PhotoMail makes sharing a breeze.
Message 4
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| Subject: | New Jabiru 3300 Engines |
--> Zenith-List message posted by: "Pete Krotje" <pete@usjabiru.com>
Hello All,
Jabiru USA is now offering the new Jabiru 3300 engines with hydraulic
lifters and a new head design with more cooling fins. That will allow
better cooling for slower flying aircraft like Zenith 701's. In addition we
are just completing a new cowl and fwf kit for the 701 for the 2200 or 3300
engine.
To celebrate we are offering a price reduction on our first allotment of 45
engines (3300's). It's a good time to buy if you kit is completed to that
stage.
Visit www.usjabiru.com <http://www.usjabiru.com/> for details.
Pete Krotje
Message 5
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
PVC might be cheaper and more readily available but what about soft aluminum
tubing from A.S? It is probably lighter and will form to any reasonably
gentle bend that is needed.
Ed Moody II
Rayne LA
601XL working on tail
> Scott,
> Grand idea - those pvc pipes. I am reopening my 701 wings and will install
> the pipes while inside.
> --
> Semper Fi,
> Steven R. Hulland
> CH 701, Amado, AZ
Message 6
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| Subject: | Cable ties to anchor wires to ribs? |
--> Zenith-List message posted by: "Jerry Latimer" <jlatimer1@cox.net>
Don
Try this link for another simple method. I used this method but made
something similar using aluminum L's.
http://terminaltown.com/Pages/Page65.html
Jerry
601 HDS 912S
--> Zenith-List message posted by: Don Mountain <mountain4don@yahoo.com>
The local EAA tech counselor did an inspection on the left wing I am getting
ready to close up, and had me tie the wires down better. In one place I had
wires going through one of the lightening holes near the ends of the wing to
the position lights. It is kind of loose there, and suggested that I use a
method of putting a cable tie around a bolt and the wire and somehow using
more cable ties to afix it to the wire and bolt. Well, I couldn't figure
out what he was wanting me to do after I made several attempts at it. Has
anybody used this method successfully to make cable constraints through the
4" lightening holes? How is it done?
Don Mountain
Message 7
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
" How do I tie the bundle of wires in the middle of that hole as suggested
by the inspector with cable ties? And how are you going to get the aileron
trim wire fished into the side of that PVC pipe? "
I suggest using soft aluminum tubing for conduit. You can choose from
several sizes to use the smallest (lightest) one that will do. Scott's
brackets look like a good way to avoid drilling extra holes through the ribs
(except for a couple of rivet holes for the bracket of course). I also
suggest snap bushings in the bracket to reduce wear on the tubing from
vibration (lighter and easier to slide the tubing through).
As for the second wire from the aileron trim, run a second small daimeter
tube using a second hole in those same brackets. One of the reasons I like
the aluminum tubing is that it can be formed to any reasonably gentle curve
you desire. That allows you to bring the end of the tube at the wingtip, for
instance, right to the underside of the postion light/ strobe fixture incase
you ever need to access the end of the tube again through the fixture hole.
Also, the wire is supported all the way along its run. Pull the wire through
before forming to help minimize kinking. The stuff is available from
Aircraft Spruce.
Ed Moody II
Rayne LA
601XL working on tail
Message 8
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| Subject: | Re: Why No Mixture Control on the Rotax 912ULS2? |
--> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
David,
You'd should obtain a "Bing Carburettors Aircraft Tuning and Parts
Manual" from Bing using their order line ph. 1-800-309-2464. I think
the manual
is an indespensible document about 36 pages. You've got the type 64
Bing Carbs
and it describes all you should know to make adjustments and change out
jets. Bing also has
a technical support person that's willing to help.
Study the manual. Use it to disassemble your carbs, uncover what your
jet sizes are,
buy a set of gaskets and jets one or two sizes from what you have in
your carbs according to
EGT temp readings.
The best device you can use to keep track of CHTs and EGTs is a Grand
Rapids Technologies EIS system. Very reasonable and easy to install and
use.
This one will keep you informed at all times and you can tell when
rejetting is
necessary on a seasonal basis.
Larry McFarland - 601HDS at www.macsmachine.com
David Plozay wrote:
>--> Zenith-List message posted by: "David Plozay" <dplozay@cox.net>
>
>List,
>
>How do you lean the Rotax 912 ULS2 without a mixture control? I believe you all
are getting along fine without it, but I am curious, especially the more I read
about maintaining acceptable CHTs and EGTs.
>
>What am I missing here?
>
>Thanks,
>
>David Plozay
>CH701
>
>
>
>
Message 9
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| Subject: | 701 static port location |
--> Zenith-List message posted by: MElrod3732@aol.com
Hi fellow builders: I know this subject has been discussed extensively in
the past, however I would like to know if there is any builder who has installed
an external static port on a 701 and is happy with the result. If so,
please include the location of the static port in your answer.
My 701 is about ready for inspection and I am wondering whether it is worth
the trouble to install a static port.
Thanks in advance, Mike Elrod
Message 10
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| Subject: | Re: New Jabiru 3300 Engines |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Hi Pete,
Please tell us more about the new engine. How does it compare with
the old engine. In particular, is it a new design or a slight
modification of the old one? What about weight and horsepower
compared to the older one? Are you still offering the old one? How
should we decide which is better for a 601XL?
Paul
XL wings
>Jabiru USA is now offering the new Jabiru 3300 engines with hydraulic
>lifters and a new head design with more cooling fins. That will allow
>better cooling for slower flying aircraft like Zenith 701's. In addition we
>are just completing a new cowl and fwf kit for the 701 for the 2200 or 3300
>engine.
>
>
-
Message 11
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Hi Don:
Not sure what you mean by a main rib. My XL wings go
all the way to the fuselage and the PVC passes through
all of the ribs. This photo may show it better:
http://www.cooknwithgas.com/3_1_04_SomePlumbing.JPG
You can also see from this picture that I have
grommets installed for the trim wire. I haven't
installed the trim wire yet so I'm not dead set on
this yet.
For the passage through the center spar under the
yoke, I use split loom and use a cable clamps to hold
it in place.
The stiffners on the ribs are just for extra support
because it was easy to do. The weight is
insignificant. We will know soon enough how much my
airplane weighs since I'll be weighing it soon. Today
I plan to weigh the engine and I'll report on that.
SL
Do Not Archive
--- Don Mountain <mountain4don@yahoo.com> wrote:
> --> Zenith-List message posted by: Don Mountain
> <mountain4don@yahoo.com>
>
> Hello Scott:
>
>
> Also, I noticed in your photos that you appear to
> have two stiffener angles on every rib down your
> wing? What are these for? Or did you change the
> design and use a lighter metal sheet to fabricate
> your main wing ribs? I wonder how much your plane
> is going to weigh when you get it finished with all
> of this extra stuff?
Message 12
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| Subject: | New Jabiru 3300 Engines |
--> Zenith-List message posted by: "Pete Krotje" <pete@usjabiru.com>
Paul,
The new version is no different in weight, horsepower, or size. All 3300
production from now on will feature the Hydraulic lifters and the newer
heads. Hyd lifters have been running on 2200's for a year with no issues.
Jabiru ground tested a 2200 for 2000 hours and flight tested for 500 hours
before making the change. 3300's have been tested on the ground and in
flight as well.
The head shape is the same but by making some changes in the CNC tooling
used to manufacture them Jabiru has made more but thinner fins on the heads,
increasing the cooling fin area by more than 25%. This should help for
installations in slower aircraft where airflow through the cowl is not as
strong. Rans S7S, Zenith 701, Fisher Horizon, and Kitfox are examples of
aircraft that will benefit from the extra cooling.
Engines with mechanical lifters and previous heads are no longer available.
Pete
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul Mulwitz
Sent: Saturday, March 18, 2006 10:13 AM
Subject: Re: Zenith-List: New Jabiru 3300 Engines
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Hi Pete,
Please tell us more about the new engine. How does it compare with
the old engine. In particular, is it a new design or a slight
modification of the old one? What about weight and horsepower
compared to the older one? Are you still offering the old one? How
should we decide which is better for a 601XL?
Paul
XL wings
>Jabiru USA is now offering the new Jabiru 3300 engines with hydraulic
>lifters and a new head design with more cooling fins. That will allow
>better cooling for slower flying aircraft like Zenith 701's. In addition
we
>are just completing a new cowl and fwf kit for the 701 for the 2200 or 3300
>engine.
>
>
-
Message 13
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| Subject: | 701 Structural differences |
--> Zenith-List message posted by: "Jean-Paul Roy" <jean-paul.roy4@tlb.sympatico.ca>
Good morning everyone.
I was recently talking to someone that built a 950 lbs max gross 701 and my
plans and manual calls for a 1100 lbs max gross.
Could someone explain the structural differences between the two models.
Thanks ahead
Jean-Paul
Message 14
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| Subject: | New Jabiru 3300 Engines |
--> Zenith-List message posted by: "Pete Krotje" <pete@usjabiru.com>
Paul,
The new version is no different in weight, horsepower, or size. All 3300
production from now on will feature the Hydraulic lifters and the newer
heads. Hyd lifters have been running on 2200's for a year with no issues.
Jabiru ground tested a 2200 for 2000 hours and flight tested for 500 hours
before making the change. 3300's have been tested on the ground and in
flight as well.
The head shape is the same but by making some changes in the CNC tooling
used to manufacture them Jabiru has made more but thinner fins on the heads,
increasing the cooling fin area by more than 25%. This should help for
installations in slower aircraft where airflow through the cowl is not as
strong. Rans S7S, Zenith 701, Fisher Horizon, and Kitfox are examples of
aircraft that will benefit from the extra cooling.
Engines with mechanical lifters and previous heads are no longer available.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul Mulwitz
Sent: Saturday, March 18, 2006 10:13 AM
Subject: Re: Zenith-List: New Jabiru 3300 Engines
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Hi Pete,
Please tell us more about the new engine. How does it compare with
the old engine. In particular, is it a new design or a slight
modification of the old one? What about weight and horsepower
compared to the older one? Are you still offering the old one? How
should we decide which is better for a 601XL?
Paul
XL wings
>Jabiru USA is now offering the new Jabiru 3300 engines with hydraulic
>lifters and a new head design with more cooling fins. That will allow
>better cooling for slower flying aircraft like Zenith 701's. In addition
we
>are just completing a new cowl and fwf kit for the 701 for the 2200 or 3300
>engine.
>
>
-
Message 15
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| Subject: | 701 structural differences |
--> Zenith-List message posted by: "Jean-Paul Roy" <jean-paul.roy4@tlb.sympatico.ca>
Good morning everyone.
I was recently talking to someone that built a 950 lbs max gross 701 and my
plans and manual calls for a 1100 lbs max gross.
Could someone explain the structural differences between the two models.
Thanks ahead
Jean-Paul
Message 16
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
No offense intended, but I think the "conduit" idea is overkill. Why not
just use simple grommets from the hardware store penetrating the wing rib.
If you are worried about the wire moving back and forth through the grommet,
just put a wire tie on either side of the grommet. This is common practice
in penetrations through sheet metal. There should only be a couple of wires
going throug each grommet anyway.
Phil Maxson
N601MX
XL/Corvair
3 hours on the Hobbs.
>From: "Edward Moody II" <dredmoody@cox.net>
>Subject: Re: Zenith-List: Cable ties (Use PVC instead)
>
>--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
>
>" How do I tie the bundle of wires in the middle of that hole as suggested
>by the inspector with cable ties? And how are you going to get the aileron
>trim wire fished into the side of that PVC pipe? "
>
>
>I suggest using soft aluminum tubing for conduit. <<SNIP>>
Message 17
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--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Are U running the standard Sooby ignition chip? (I think you said you
have a Stratus right?) If so they are notoriously feeble. Normally they
either work or they don't though.
I've junked mine in favour of the TP45 NAPA unit.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim & Diane
Shankland
Sent: Friday, March 17, 2006 5:46 PM
Subject: Re: Zenith-List: Unstable Tach
--> Zenith-List message posted by: Tim & Diane Shankland
--> <tshank@core.com>
Frank,
As I mentioned in an earlier post the airplane has not flown yet. It
would seem though if there is a problem that it would be with the
ignition module. The extra noise pulse comes right in the middle of the
-10 volt excursion. but doesn't effect the level. That is I have a
straight line at -10 volts with the noise pulse in the middle but still
a steady straight level after it. Since it occurs exactly at 3000 RPM
every time I'm wondering if it has something to do with the centrifugal
spark advance? The information I have on the engine gives me lost of
info about the cooling system but nothing about the spark advance. I
guess I could use a timing light to determine when the spark advance
starts to see if there is any relationship.
Tim Shankland
Hinde, Frank George (Corvallis) wrote:
>--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
>--> <frank.hinde@hp.com>
>
>Are we sure the coil on this ignition system is not going south...there
>have been a number of failures of the IC107 coil used extensively on
>Subaru powered airplanes.
>
>Frank
Message 18
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| Subject: | Cable ties to anchor wires to ribs? |
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Drill a #30 hole next to the lightening hole (plenty of edge distance!),
slit a short length of poly tubing down the side and use it to cover the
wires.
Tie the tubing to the side of the lightening hole using a small tyrap
round the tubing and thru the #30 hole.
Simple
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Don
Mountain
Sent: Friday, March 17, 2006 5:10 PM
Subject: Zenith-List: Cable ties to anchor wires to ribs?
--> Zenith-List message posted by: Don Mountain <mountain4don@yahoo.com>
The local EAA tech counselor did an inspection on the left wing I am
getting ready to close up, and had me tie the wires down better. In one
place I had wires going through one of the lightening holes near the
ends of the wing to the position lights. It is kind of loose there, and
suggested that I use a method of putting a cable tie around a bolt and
the wire and somehow using more cable ties to afix it to the wire and
bolt. Well, I couldn't figure out what he was wanting me to do after I
made several attempts at it. Has anybody used this method successfully
to make cable constraints through the 4" lightening holes? How is it
done?
Don Mountain
Message 19
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: "Gary A. Boothe" <gboothe@calply.com>
I think his idea was routing and/or re-routing of wires in the future. Not a
bad idea for those of us who want to build a more simple aircraft with the
option of updating later.
Gary Boothe, Cool, CA
<gboothe@calply.com>
601HDSTD, WW Corvair Conv. - complete
Tail Group - complete. Working on wings...
Do not archive
----- Original Message -----
From: "Phil Maxson" <pmaxpmax@hotmail.com>
Sent: Saturday, March 18, 2006 9:06 AM
Subject: Re: Zenith-List: Cable ties (Use PVC instead)
> --> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
>
> No offense intended, but I think the "conduit" idea is overkill. Why not
> just use simple grommets from the hardware store penetrating the wing rib.
> If you are worried about the wire moving back and forth through the
> grommet,
> just put a wire tie on either side of the grommet. This is common
> practice
> in penetrations through sheet metal. There should only be a couple of
> wires
> going throug each grommet anyway.
>
> Phil Maxson
> N601MX
> XL/Corvair
> 3 hours on the Hobbs.
>
>>From: "Edward Moody II" <dredmoody@cox.net>
>>Subject: Re: Zenith-List: Cable ties (Use PVC instead)
>>
>>--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
>>
>>" How do I tie the bundle of wires in the middle of that hole as suggested
>>by the inspector with cable ties? And how are you going to get the
>>aileron
>>trim wire fished into the side of that PVC pipe? "
>>
>>
>>I suggest using soft aluminum tubing for conduit. <<SNIP>>
>
>
>
Message 20
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| Subject: | Re: Cable ties (Use PVC instead) |
--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
" No offense intended, but I think the "conduit" idea is overkill."
No offense taken Phil. I think a Corvair engine conversion is overkill in
pusuit of economy. That's why they're called experimental aircraft.
Ed
Do Not Archive
Message 21
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--> Zenith-List message posted by: Gpjann@aol.com
Please forgive me for my absence at the Winder Fly-in today.
I am trying to get over an eye injury which resulted in my not being able to
fly or drive.
I will arrange next fly-in to be held after Sun-N-Fun, to be held at another
home base.
Any volunteers?
Also, if anyone wants to be added to my short-list of Zodiac flyers, please
email me and I'll put you on.
Greg Jannakos
_gpjann@aol.com_ (mailto:gpjann@aol.com)
Message 22
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| Subject: | Re: 701 Structural differences |
--> Zenith-List message posted by: "Jari Kaija" <jari.kaija@pp.inet.fi>
> I was recently talking to someone that built a 950 lbs max gross 701 and
my
> plans and manual calls for a 1100 lbs max gross.
Previous plans has MANY items, what was designed totally other way.
I ordered my original plans at the time, when 950 lbs was the maximum
grossweight. However, I ordered upgraded plans (inside one year!!!!!!!),
and Zenair told me, that I can't build my plane with that bigger gross
weight,
since I didn't purchase new serial number, only upgraded plans etc...
Big question for everyone! What will be my CH701 max gross weight in here,
in finland, when I build my plane as 1100lbs ;-) I know the answer, do you?
Message 23
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| Subject: | Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
I'm not trying to start a long discussion here, but I did want to clear up
one point you brought up. I certainly agree that these are experimental
aircraft and we should all do what we are most comfortable with. Do what is
safe and gets you flying.
But for the record, I didn't build the Corvair engine just for economy. I
did it to learn more about my airplane and to build my own engine. I also
did it because I met William Wynne, Grace Ellen, Gus Warren and Keving Fahy.
They have taught me more about aircraft than any other group of people,
bar none. They are also some of the best people in experimental avaition
today. They support the true EAA, homebuilder spirit of do-it-yourself.
They were instrumental in the layout of two major systems in my plane: the
fuel system and the electrical system. They explained exactly why they made
their recommendations and supported me throughout the process. My plane is
safer and simpler than it would have been otherwise, even with an
off-the-shelf Jabiru or Subaru installation.
Other than Corvair bulders, very few homebuilders can say, "I built the
plane AND I built the engine." It doesn't hurt that I saved about $10,000
over a Jabiru either!
You can see updated pictures of my plane flying at
http://www.flycorvair.com/hangar.html There are pictures at the top and
bottom of the page.
Phil Maxson
N601MX
XL/Corvair
3 Hours on the Hobbs
>From: "Edward Moody II" <dredmoody@cox.net>
>Subject: Re: Zenith-List: Cable ties (Use PVC instead)
>
>--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
>
>" No offense intended, but I think the "conduit" idea is overkill."
>
>No offense taken Phil. I think a Corvair engine conversion is overkill in
>pusuit of economy. That's why they're called experimental aircraft.
>
>Ed
>
>Do Not Archive
Message 24
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| Subject: | Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: "kevinbonds" <kevinbonds@comcast.net>
Ditto!
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 Phil Maxson
Sent: Saturday, March 18, 2006 11:43 AM
Subject: Zenith-List: Corvair Engine (was Cable Ties)
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
But for the record, I didn't build the Corvair engine just for economy. I
did it to learn more about my airplane and to build my own engine. I also
did it because I met William Wynne, Grace Ellen, Gus Warren and Keving Fahy.
They have taught me more about aircraft than any other group of people,
bar none. They are also some of the best people in experimental avaition
today. They support the true EAA, homebuilder spirit of do-it-yourself.
Other than Corvair bulders, very few homebuilders can say, "I built the
plane AND I built the engine." It doesn't hurt that I saved about $10,000
over a Jabiru either!
You can see updated pictures of my plane flying at
Message 25
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| Subject: | 701 structural differences |
--> Zenith-List message posted by: "Ashcraft, Keith -AES" <Keith.Ashcraft@itt.com>
Hello Jean-Paul,
I have the Edition #4, 6th printin 02/2002 with Gross at 1100lbs. From what I have
been told and read, the parts that are labeled SP (example 7V2-6SP or 7V3-2SP)
have been modified by Zenith to withstand the higher gross weight.
Keith
****************************************************************
-----Original Message-----
From: owner-zenith-list-server@matronics.com on behalf of Jean-Paul Roy
Sent: Sat 3/18/2006 10:03 AM
Subject: Zenith-List: 701 structural differences
--> Zenith-List message posted by: "Jean-Paul Roy" <jean-paul.roy4@tlb.sympatico.ca>
Good morning everyone.
I was recently talking to someone that built a 950 lbs max gross 701 and my
plans and manual calls for a 1100 lbs max gross.
Could someone explain the structural differences between the two models.
Thanks ahead
Jean-Paul
************************************
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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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Message 26
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| Subject: | Re: Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
I think many builders have chosen the Corvair for reliability/longevity,
with the econony part just being a nice bonus reward for rolling their own.
Do not archive.
----- Original Message -----
> --> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
> But for the record, I didn't build the Corvair engine just for economy. I
> did it to learn more about my airplane and to build my own engine. I also
> did it because I met William Wynne, Grace Ellen, Gus Warren and Keving
> Fahy.
>
> They have taught me more about aircraft than any other group of people,
> bar none. They are also some of the best people in experimental avaition
> today. They support the true EAA, homebuilder spirit of do-it-yourself.
> Other than Corvair bulders, very few homebuilders can say, "I built the
> plane AND I built the engine." It doesn't hurt that I saved about $10,000
> over a Jabiru either!
Message 27
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| Subject: | Re: Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Perhaps I am a little bit confused by this whole issue.
I thought the Corvair engines were all manufactured over 40 years
ago. I also know the only one I ever drove in a car burned up when
the fan belt broke at an Interstate Toll Booth. Lately, it seems
like the crank shafts on these engines have been developing cracks.
So, how is it that these engines are chosen for
reliability/longevity? What engine are they superior to in this quality?
Paul
XL wings
>I think many builders have chosen the Corvair for reliability/longevity,
>with the econony part just being a nice bonus reward for rolling their own.
>
>Do not archive.
Message 28
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--> Zenith-List message posted by: "Bill+Rose" <naumuk@alltel.net>
All-
Center wing gear nose rib L angles are supposed to be riveted with A6 top and
bottom. Are the A6 supposed to go through the spar cap? If you notch the L
angles the same way as you notch those for the other nose ribs, there's nothing
left to rivet to. Do you just have the 2 A6 rivets in the gear rib L angles
and don't notch the L angles but leave them 1/8" above the spar web?
Looked at everyone's pictures and can't make out what to do. Please respond
ASAP- I'm burning build time!
Bill
Message 29
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|
| Subject: | Re: Center Wing A6 |
--> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
Bill,
I believe the attached file has references to A6 rivets and what you're
looking for. I searched
Journal1 on my site for all entries that had A6 and placed the examples
in a Word file.
Hope this helps,
Larry McFarland
Bill+Rose wrote:
>--> Zenith-List message posted by: "Bill+Rose" <naumuk@alltel.net>
>
>All-
> Center wing gear nose rib L angles are supposed to be riveted with A6 top
and bottom. Are the A6 supposed to go through the spar cap? If you notch the L
angles the same way as you notch those for the other nose ribs, there's nothing
left to rivet to. Do you just have the 2 A6 rivets in the gear rib L angles
and don't notch the L angles but leave them 1/8" above the spar web?
> Looked at everyone's pictures and can't make out what to do. Please respond
ASAP- I'm burning build time!
> Bill
>
>
>
>
>
>
>
>
>
Message 30
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| Subject: | Re: Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: Trainnut01@aol.com
Paul
I'm just barely financially able to build another aircraft at all. Like many
builders I have to save money every where I can if I am ever going to finish
this one. William Wynn is dedicated to his product and I feel that I will
have a safe and reliable aircraft if I follow his advice. I would love to have
a
3300 but unless I hit the Powerball jackpot tonight its just not going to
happen.
Carroll Jernigan
XL Wings
do not archive
Message 31
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|
| Subject: | There is Mixture Control on the Rotax 912ULS |
--> Zenith-List message posted by: Brett Hanley <bretttdc@yahoo.com>
There is mixture control on the Rotax 912 series
engines. This being the second century of flight they
use automatic altitude compensating carbs. Wow, what
a novel idea. Only the certified engines are protected
from technological advancement.
If you really take the time to study these engines you
will be quite surprised. You too will most likely say
no to Continental.
Brett
Message 32
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| Subject: | Re: 701 structural difference |
--> Zenith-List message posted by: "Jean-Paul Roy" <jean-paul.roy4@tlb.sympatico.ca>
Good day everyone.
I was recently talking to someone that built a 950 lbs max gross 701 and my
plans and manual calls for a 1100 lbs max gross.
Could someone explain the structural differences between the two models.
Thanks ahead
Jean-Paul
>
>
>
>
>
>
>
>
>
Message 33
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| Subject: | Re: Corvair Engine (was Cable Ties) |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
Corvair engines are not for everyone. Many people want or need an
off-the-shelf solution. If a plans-built engine is not for you, please read
no further.
Replies are imbedded below:
>From: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>Subject: Re: Zenith-List: Corvair Engine (was Cable Ties)
>
>I thought the Corvair engines were all manufactured over 40 years
>ago.
The block and crank in my engine were manufactured in 1965. Every part of
the engine has either been reconditioned, upgraded or replaced. More info
is available at flycorvair.com.
>I also know the only one I ever drove in a car burned up when
>the fan belt broke at an Interstate Toll Booth.
Whew! Thank God we throw away the fan belt and fan! There's a big fan on
the front of most airplanes.
>Lately, it seems
>like the crank shafts on these engines have been developing cracks.
Of all Corvair engines that have flown since the late 1960s when Bernie
Pietenpol first converted this engine, a few of the latest ones have
developed cracks. My plane has a nitrided crank in it which is now
considered an essential modification. Much more info is available at
flycorvair.com and on the Corvair mailing list.
>So, how is it that these engines are chosen for
>reliability/longevity? What engine are they superior to in this quality?
I believe this engine is superior to or equal in
quality/reliability/longevity to any other aviation engine on the market.
Of course that is an individual choice. If you disagree, by all means,
install another engine. I may not be able to keep you informed of all the
fun, simplicity and performance I'm enjoying, since I plan to do a lot of
flying this summer.
Phil Maxson
N601MX
601XL/Corvair
Northwest New Jersey
Message 34
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| Subject: | Re: Plexiglas drill altering diagram & instructions |
--> Zenith-List message posted by: Dad <leinad@direcway.com>
For those who care, Air Craft Spruce also sells drill bits made with the tip
ground especially for drilling plexi.
Dan
----- Original Message -----
From: "Randy L. Thwing" <n4546v@mindspring.com>
Sent: Saturday, March 11, 2006 6:27 PM
Subject: Zenith-List: Plexiglas drill altering diagram & instructions
> --> Zenith-List message posted by: "Randy L. Thwing"
> <n4546v@mindspring.com>
>
> Hello Listers:
> I found and uploaded a scan of a diagram showing how to alter a
> standard
> twist drill for plexiglass drilling. There are also instructions for
> drilling AC plexi. This page is from LP Aero Plastics, the people who
> make
> AC windows, they should know. Use the link below.
>
> www.mindspring.com/~newstandardmfg/plexidrill.jpg
>
>
> Regards,
>
> Randy L. Thwing, Las Vegas do not archive
>
>
>
Message 35
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| Subject: | Re: Trip Planning via Google Earth |
--> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
Gary,
I found your place and your van as well. I'm surprised at the precision
of coordinates.
My place is 41- 28' 53.50" and 90-27' 05.21". If you back up vertically
just
a bit, you can see the route from where I live to the airport in the
lower left corner. My hangar
is the most west row of the three smaller rows of hangars at the south
west side looking out
on runway 5 at 41-26' 22.34" and 90-30' 50.76". Sometimes it's
necessary to taxi to the
other extreme end of the airport just to take off.. 9-27 is just over
10,000 ft long, but
the runways are always clean and one is always pretty much aligned with
the wind.
We do have some jet traffic three times a day. We've two L29s, a Yak, a
T-18, a RV-6, an RV-7
a Bellanca and my 601HDS within these south Tees as members of EAA
Chapter 75.
Great program, this Google Earth.
Best regards,
Larry McFarland - 601HDS at www.macsmachine.com
do not archive
Gary Gower wrote:
>--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
>Hello Larry,
>
> Yes its lots of fun... We can see my VW van in two places at the same "time"!
:)
>
> This because I estimate that our airstrip photo was taken one saturday about
4 years ago, The lake is very dry (the dryest season in years) and the big power
lines were going to be installed near the road in the back (we fighted them
and won!) The VW van is parked in the back of my hangar. Now our hangar is
double the size, over where the van is.
> 20 18' 41.50" N 103 09' 38.80 W
>
> The photo of my house area had to be taken last year about August, I was repairing
my driveway at that time and my VW bus was parked on the street for about
a month.
> 20 40' 44.35" N 103 24' 33.52" W
>
> Also Found Johann's house with his car parked outside...
>
> Well, lets have fun with this great program.
>
> Saludos
> Gary Gower
> Flying from Chapala.
> Do not archive.
>
>
>
Message 36
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| Subject: | Re: Center Wing A6 |
--> Zenith-List message posted by: "Bill+Rose" <naumuk@alltel.net>
----- Original Message -----
From: "LarryMcFarland" <larry@macsmachine.com>
Sent: Saturday, March 18, 2006 5:22 PM
Subject: Re: Zenith-List: Center Wing A6
> --> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
>
> Bill,
> I believe the attached file has references to A6 rivets and what you're
> looking for. I searched
> Journal1 on my site for all entries that had A6 and placed the examples
> in a Word file.
> Hope this helps,
>
> Larry McFarland
>
>
> Bill+Rose wrote:
>
>>--> Zenith-List message posted by: "Bill+Rose" <naumuk@alltel.net>
>>
>>All-
>> Center wing gear nose rib L angles are supposed to be riveted with A6
>> top and bottom. Are the A6 supposed to go through the spar cap? If you
>> notch the L angles the same way as you notch those for the other nose
>> ribs, there's nothing left to rivet to. Do you just have the 2 A6 rivets
>> in the gear rib L angles and don't notch the L angles but leave them 1/8"
>> above the spar web?
>> Looked at everyone's pictures and can't make out what to do. Please
>> respond ASAP- I'm burning build time!
>> Bill
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 37
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| Subject: | Re: Unstable Tach |
--> Zenith-List message posted by: Tim & Diane Shankland <tshank@core.com>
Frank,
Yes, I'm running a Stratus, so far the standard ignition starts and
runs. As I mentioned in a previous post my current working theory is a
vibration in the centrifugal advance. I do notice what seemed to be a
slight roughness that occurs with the tach instability. I'm going to put
the prop back on and run the engine up to a higher RPM to see if the
roughness is just in the mid range. If my theory is correct it will end
when the centrifugal advance hits it's high end stop.
Tim
Hinde, Frank George (Corvallis) wrote:
>--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
>
>Are U running the standard Sooby ignition chip? (I think you said you
>have a Stratus right?) If so they are notoriously feeble. Normally they
>either work or they don't though.
>
>I've junked mine in favour of the TP45 NAPA unit.
>
>Frank
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim & Diane
>Shankland
>Sent: Friday, March 17, 2006 5:46 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Unstable Tach
>
>--> Zenith-List message posted by: Tim & Diane Shankland
>--> <tshank@core.com>
>
>Frank,
>As I mentioned in an earlier post the airplane has not flown yet. It
>would seem though if there is a problem that it would be with the
>ignition module. The extra noise pulse comes right in the middle of the
>-10 volt excursion. but doesn't effect the level. That is I have a
>straight line at -10 volts with the noise pulse in the middle but still
>a steady straight level after it. Since it occurs exactly at 3000 RPM
>every time I'm wondering if it has something to do with the centrifugal
>spark advance? The information I have on the engine gives me lost of
>info about the cooling system but nothing about the spark advance. I
>guess I could use a timing light to determine when the spark advance
>starts to see if there is any relationship.
>
>Tim Shankland
>
>Hinde, Frank George (Corvallis) wrote:
>
>
>
>>--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
>>--> <frank.hinde@hp.com>
>>
>>Are we sure the coil on this ignition system is not going south...there
>>
>>
>
>
>
>>have been a number of failures of the IC107 coil used extensively on
>>Subaru powered airplanes.
>>
>>Frank
>>
>>
>
>
>
>
>
>
>
>
>
Message 38
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| Subject: | Re: Center Wing A6 |
--> Zenith-List message posted by: "Bill+Rose" <naumuk@alltel.net>
----- Original Message -----
From: "LarryMcFarland" <larry@macsmachine.com>
Sent: Saturday, March 18, 2006 5:22 PM
Subject: Re: Zenith-List: Center Wing A6
Larry-
Figured things out shortly after sending the original message. You don't
recess the L angles, just rivet top and bottom with A6.
Pre-drilled holes for A6 were TERRIBLE (As were rest of predrilled holes
on center spar). Off by 8mm!! Had to drill my own holes for one rib. Drilled
out Zenith holes and will have to fill with a rivet. This flat out was
Zenith's doing- you have no choice but to follow the pre-drilled rib holes!
At least after rebuilding the crap I was supplied with for the outboard
wings, I know how to fix things. I blindly followed the instructions first
time around, figuring the supplied parts were correct, and it cost me a
year.
Go ahead, listers, call me a careless builder. I dare you to try and
build an HDS with a mix of HD and HDS parts (Not the interchangeable ones)
and factory workmanship that any one of you would be ashamed to pass off as
your own.
I think I've already posted pictures of the rib holes that were 3mm off,
but 8mm!!!!????
Wish the Hell I would have scratch built- then there would be no doubt
that anything wrong was my fault.
ARCHIVE THIS
Bill
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Message 39
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| Subject: | Re: 701 Structural differences |
--> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
Guess I'm missing something here. Zenith can't tell you what you can or
cannot do? Nothing says you have to use the serial number they assigned
the plans, I didn't. I bought a set of plans with a Zenith serial number.
Then when I ordered my N-Number, I assigned my own serial number and
registered it at 1320 lbs gross weight. Zenith has no control over how you
build/register your plane, Finland might, but Zenith doesn't. If you have
updated plans for the 1100 lbs, then build it. Zenith tries to control
serial numbers because they don't want multiply plans built from one set of
plans.
Larry N1345L, www.skyhawg.com
----- Original Message -----
From: "Jari Kaija" <jari.kaija@pp.inet.fi>
Sent: Saturday, March 18, 2006 11:39 AM
Subject: Re: Zenith-List: 701 Structural differences
> --> Zenith-List message posted by: "Jari Kaija" <jari.kaija@pp.inet.fi>
>
>> I was recently talking to someone that built a 950 lbs max gross 701 and
> my
>> plans and manual calls for a 1100 lbs max gross.
>
> Previous plans has MANY items, what was designed totally other way.
> I ordered my original plans at the time, when 950 lbs was the maximum
> grossweight. However, I ordered upgraded plans (inside one year!!!!!!!),
> and Zenair told me, that I can't build my plane with that bigger gross
> weight,
> since I didn't purchase new serial number, only upgraded plans etc...
> Big question for everyone! What will be my CH701 max gross weight in here,
> in finland, when I build my plane as 1100lbs ;-) I know the answer, do
> you?
>
>
> --
>
>
Message 40
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| Subject: | Zenith pre-drilled hole problem. |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
I don't know exactly why I am addressing this subject now, but a
recent comment on the poor workmanship from Zenith got me started.
I recently had to scrap an entire wing on my XL. I thought it was
poor locations of predrilled holes, but after plenty of rethinking I
have changed my mind.
My problem was in locating the leading edge skin properly. The
directions say to align the center of the bend with the reference
line on the nose ribs. Unfortunately, the reference line is not
something we kit builders have on our ribs - that is something that
exists only on the form blocks for the ribs. In the end I drilled
some really poorly located holes in the spar angle and learned after
several weeks of correspondence that the angle was toast. I was
offered the opportunity to take the whole wing apart, send the spar
to Canada for repair and rebuild it. I opted to just scrap it and start over.
On my other wing I whined at ZAC about the hole locations in the rear
top skin. Roger had me measure the locations of all the holes to
find the problem. It turns out only the last row of holes in the
skin were off. My realization after a while is that the holes are
drilled using perfect assumptions about how the ribs will be located
on the spar, but as a human being I didn't locate the ribs perfectly
so the "Perfect" predrilled holes in the skin didn't match my wing
skeleton. My conclusion was that since the holes that locate the
ribs on the spars are not predrilled it is a kit design error to have
the holes in the skin predrilled. Fortunately, I was able to order
replacement skins without the holes for my next attempt. I am sure I
can drill the holes in a blank skin where they should be to match my
wing skeleton. I probably saved some money on the skins from ZAC too.
One other think I learned in this whole fiasco is that ZAC doesn't
make the spars that go in the XL kit - Zenair does. I don't know how
far this practice goes, but I suspect Zenair (a Canadian company)
makes all the spars for all the Zenith kits.
I hope this helps someone. My first wing is beyond repair, but I am
having fun building more wings without any reference to the
instructions. The process is going very smoothly for me.
Paul
XL wings
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