Today's Message Index:
----------------------
1. 12:21 AM - Domed Rivets Question (martyn@flight.co.za)
2. 12:58 AM - Re: XL spring gear (Hunt Malcolm)
3. 03:08 AM - Re: Domed Rivets Question (Jari Kaija)
4. 03:38 AM - Re: XL spring gear (Paul Mulwitz)
5. 03:58 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Crvsecretary@aol.com)
6. 04:11 AM - Re: Domed Rivets Question (Zodie Rocket)
7. 04:14 AM - Re: XL spring gear (Hunt Malcolm)
8. 05:43 AM - Re: XL spring gear (cgalley)
9. 06:16 AM - Re: 601XL-Jab Rubber Engine Mounts (JAPhillipsGA@aol.com)
10. 06:18 AM - Re: 601XL-Jab Rubber Engine Mounts (JAPhillipsGA@aol.com)
11. 06:36 AM - Re: Domed Rivets Question (Jim Hoak)
12. 06:43 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Bryan Martin)
13. 07:33 AM - Re: XL spring gear ()
14. 07:33 AM - Re: Lycoming O-540 Engine Mount For 801 - Info needed...... (steveadams)
15. 07:34 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Michael Valentine)
16. 07:41 AM - Re: Domed Rivets Question ()
17. 07:47 AM - Article Idea? (Paul Mulwitz)
18. 07:57 AM - Re: Domed Rivets Question (N5SL)
19. 07:57 AM - Re: 601XL-Jab Rubber Engine Mounts (LarryMcFarland)
20. 08:31 AM - Re: Octane Rating is not energy content in auto fuel - Its BTU (alcohol fuel addive discussion) (Eldo Hildebrand)
21. 08:44 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Craig Moore)
22. 09:17 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (alcohol fuel addive discussion) (Ken Lilja)
23. 09:22 AM - Re: Octane Rating is not energy content in auto fuel - Its BTU (alcohol fuel addive discussion) (Ken Lilja)
24. 09:48 AM - Re: Domed Rivets Question (Jari Kaija)
25. 09:51 AM - water based primer (LarryMcFarland)
26. 10:11 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Noel Loveys)
27. 10:52 AM - Re: Octain Rating is not energy content in auto fuel - Its BTU (... (Hinde, Frank George (Corvallis))
28. 11:14 AM - Feedback Requested on Buying Used Zenith A/C - Kitplanes Magazine Article (Cory Emberson)
29. 11:38 AM - Re: Domed Rivets Question. (Gary Gower)
30. 11:51 AM - Re: XL spring gear. (Gary Gower)
31. 12:34 PM - Re: XL spring gear. (cgalley)
32. 01:03 PM - Lycoming O-540 Engine Mount For 801 (Keystone Engineering LLC)
33. 01:07 PM - Video (John Hines)
34. 02:40 PM - Looking for 601XL (Doug Moellering)
35. 02:56 PM - Re: Video (ron wehba)
36. 03:06 PM - Re: ----- Thank you Chris H. (Bill Naumuk)
37. 03:31 PM - Re: XL spring gear. (Bill Naumuk)
38. 04:15 PM - Re: Video (Bill Naumuk)
39. 04:52 PM - Re: Video (John Hines)
40. 05:04 PM - Re: Video (ron wehba)
41. 06:22 PM - Ecofly Engines (Michael Valentine)
42. 06:53 PM - Re: Ecofly Engines (Craig Payne)
43. 07:07 PM - Cordless Drill (Bill Naumuk)
44. 09:13 PM - Re: Ecofly Engines (Michael Valentine)
45. 09:26 PM - Re: Feedback Requested on Buying Used Zenith A/C - Kitplanes Magazine Article (Hinde, Frank George (Corvallis))
46. 09:31 PM - Re: Cordless Drill (Hinde, Frank George (Corvallis))
47. 09:43 PM - Re: Feedback Requested on Buying Used Zenith A/C - Kitplanes Magazine Article (Cory Emberson)
48. 10:44 PM - Re: Ecofly Engines (Craig Payne)
Message 1
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| Subject: | Domed Rivets Question |
--> Zenith-List message posted by: martyn@flight.co.za
Hello All,
Why must I alter (Machine) my rivet Gun heads, when there are allready
Domed head blind rivets available in shops?
Could someone please explain to me why this is so! I'm sure it's an easy
answer :)
Correct me if I'm wrong, but the Avex 'Avdel' Rivet in A4 and A5, can be
replaced by a Domed Head rivet of A3 and A6 respectivly?
Is it a case of Cost?
Or does this method of modified rivet heads make a stronger join than pre
shaped (domed) rivets?
Thanks in advance!
Message 2
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--> Zenith-List message posted by: "Hunt Malcolm" <Malcolm.HUNT@networkrail.co.uk>
601XL Thread Friends
I have just ordered the composite legs (mandatory in UK) from CZAW and
these cost 867 USD including shipping and tax (19%) which is just for
the legs with no fittings whatsoever.
I would like to use the Grove axles, wheels and brakes which look very
good and have roller bearings, rather than the CZAW design which are
20mm dia axles and I believe Matco wheels with ball bearings.
Has anyone using composite legs had experience with Grove wheels as
there looks to be a conflict with the brake cylinder components when
using the ali gear and I would be very loathe to start cutting away the
composite material.
Answers on one side of the paper only!!!
Many thanks in advance.
Malcolm Hunt
CH601XL Plans builder in England
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Craig Moore
Sent: 01 June 2006 20:35
Subject: Re: Zenith-List: XL spring gear
--> Zenith-List message posted by: Craig Moore <moorecomp@yahoo.com>
Dad,
I see ACS has composite spring gear available for the
601 and 701. I don't see how a two piece setup would
work though. Anybody used these yet?
http://www.aircraftspruce.com/catalog/lgpages/compositelg.php
--- Dad <leinad@direcway.com> wrote:
> --> Zenith-List message posted by: Dad
> <leinad@direcway.com>
>
> Does anyone know if the 601 XL and the 701 use the
> same spring gear? I've
> noticed ACS has offers the 701 gear.
> Dan (scratch building XL/Corvair in VA)
>
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?Zenith-List
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
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Message 3
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| Subject: | Re: Domed Rivets Question |
--> Zenith-List message posted by: "Jari Kaija" <jari.kaija@pp.inet.fi>
> Could someone please explain to me why this is so! I'm sure it's an easy
> answer :)
I will try. Zenair has thought, that when you are using countersunk rivet,
rivet's "neck" will be more tight against hole edges in aluminium than
domed has. And they "think", that formed head from counters. to domed
will be stroung enough.
STILL! I'm not using countersunk with my CH701. Not even avdel
avex rivets. I'm using stronger one, what I found from planet called earth.
I had very smiley face few years ago, when I tested avdel vs. "my choice"
rivets.
BUT! It is MY choice and I DO NOT suggest it to anyone else, if
he/she do not know, what he/she is doing!
Message 4
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--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Malcolm,
First let me apologize for answering a question with a
question. Alas, I don't have any answers on this one.
My question is: How does changing from a heavy piece of metal to a
(presumably) lighter piece of fiberglass impact the weight and
balance of the airplane? Is it necessary to position the landing
gear in a different location?
Also, do you know why you must use the composite gear in the UK?
Thanks,
Paul
XL wings
do not archive
>I have just ordered the composite legs (mandatory in UK) from CZAW and
>these cost 867 USD including shipping and tax (19%) which is just for
>the legs with no fittings whatsoever.
>
> >
>
>
Message 5
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| Subject: | Re: Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: Crvsecretary@aol.com
Exactly what IS the octane rating of diesel and kerosene? I understood
diesel to have a CETANE rating which measures the AFFINITY of fuel to ignite
spontaneously under extreme heat and pressure - exactly the opposite of octane.
Tracy Smith
Naugatuck, CT
601xl N458XL (reserved)
do not archive
In a message dated 6/1/2006 11:12:28 PM Eastern Standard Time,
bryanmmartin@comcast.net writes:
--> Zenith-List message posted by: Bryan Martin <bryanmmartin@comcast.net>
I don't think adding diesel or kerosene not increase the octane
rating of gasoline since both of these fuels by themselves have a
much lower octane rating than gasoline. To increase the octane rating
of gasoline you need to add a compound composed of lighter short
chain molecules with lots of branching such as benzene or toluene.
Message 6
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| Subject: | Domed Rivets Question |
--> Zenith-List message posted by: "Zodie Rocket" <zodierocket@hsfx.ca>
Chris has designed a simple method of working with two types of rivets
on your plane for almost every location A4/A5. The domed head work
hardens the countersunk head making it stronger and also allows the
rivet to accept a varying amount of metal thicknesses, while offering a
more watertight seal. Without the formed head you would need to
determine the metal thickness of each piece you were going to rivet and
use a rivet with the appropriate throat(stem length). In this I would
imagine you would need about 4-5 more rivet sizes in each the A4 and A5
with different stem lengths to accommodate the different material
thicknesses. I like the idea of two rivets choices and the simplicity
that Chris Heintz has created by doming the head of a countersunk rivet.
cdngoose
Zodiac 601XL C-GOXL, CH701 just started
www.ch601.org / www.ch701.com / www.Osprey2.com
-----Original Message-----
Hello All,
Why must I alter (Machine) my rivet Gun heads, when there are allready
Domed head blind rivets available in shops?
Could someone please explain to me why this is so! I'm sure it's an easy
answer :)
Correct me if I'm wrong, but the Avex 'Avdel' Rivet in A4 and A5, can be
replaced by a Domed Head rivet of A3 and A6 respectivly?
Is it a case of Cost?
Or does this method of modified rivet heads make a stronger join than
pre
shaped (domed) rivets?
Thanks in advance!
--
--
Message 7
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--> Zenith-List message posted by: "Hunt Malcolm" <Malcolm.HUNT@networkrail.co.uk>
Paul
Firstly all homebuilt aircraft in the UK must be to an approved design
by the Popular Flying Association (PFA) who act for the Civil Aviation
Authority (CAA) and will ultimately issue a Permit to Fly.
No changes to the certified design can be made without PFA approval and
the design certified by the PFA is for the CH601XL model is with CZAW
modifications which includes the composite main gear.
This gear is two composite legs housed in 4130n steel chambers and with
modified part 6B11-4; there are also small changes to the transverse
gear channel.
I suspect the change in weight is close to the mid-range of the c of g
but obviously no problems in this direction as aircraft certified and
flying.
Sorry if this is a bit long winded!
Malcolm
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
Mulwitz
Sent: 02 June 2006 11:37
Subject: RE: Zenith-List: XL spring gear
--> Zenith-List message posted by: Paul Mulwitz
<p.mulwitz@worldnet.att.net>
Malcolm,
First let me apologize for answering a question with a
question. Alas, I don't have any answers on this one.
My question is: How does changing from a heavy piece of metal to a
(presumably) lighter piece of fiberglass impact the weight and
balance of the airplane? Is it necessary to position the landing
gear in a different location?
Also, do you know why you must use the composite gear in the UK?
Thanks,
Paul
XL wings
do not archive
>I have just ordered the composite legs (mandatory in UK) from CZAW and
>these cost 867 USD including shipping and tax (19%) which is just for
>the legs with no fittings whatsoever.
>
> >
>
>
Your attention is drawn to the fact that this email originated from a
source external to Network Rail.
***************************************************************************************************************
The content of this email (and any attachment) is confidential. It may also be
legally privileged or otherwise protected from disclosure.
This email should not be used by anyone who is not an original intended recipient,
nor may it be copied or disclosed to anyone who is
not an original intended recipient. If you have received this email by mistake
please notify us by emailing the sender, and then
delete the email and any copies from your system.
Liability cannot be accepted for statements made which are clearly the senders
own and not made on behalf of Network Rail.
***************************************************************************************************************
Message 8
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| Subject: | Re: XL spring gear |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
It is even more restrictive than the message below indicates. After plane
is finished, it is inspected by the PFA, and then you must pay a PFA test
pilot to do the test flying it before you can begin to fly it. Any
structural repairs must be approved by the PFA. There are probably more, but
we are blessed (or cursed) with less restrictive regulations.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Hunt Malcolm" <Malcolm.HUNT@networkrail.co.uk>
Sent: Friday, June 02, 2006 6:13 AM
Subject: RE: Zenith-List: XL spring gear
> --> Zenith-List message posted by: "Hunt Malcolm"
> <Malcolm.HUNT@networkrail.co.uk>
>
> Paul
>
> Firstly all homebuilt aircraft in the UK must be to an approved design
> by the Popular Flying Association (PFA) who act for the Civil Aviation
> Authority (CAA) and will ultimately issue a Permit to Fly.
>
> No changes to the certified design can be made without PFA approval and
> the design certified by the PFA is for the CH601XL model is with CZAW
> modifications which includes the composite main gear.
>
> This gear is two composite legs housed in 4130n steel chambers and with
> modified part 6B11-4; there are also small changes to the transverse
> gear channel.
>
> I suspect the change in weight is close to the mid-range of the c of g
> but obviously no problems in this direction as aircraft certified and
> flying.
>
> Sorry if this is a bit long winded!
>
> Malcolm
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
> Mulwitz
> Sent: 02 June 2006 11:37
> To: zenith-list@matronics.com
> Subject: RE: Zenith-List: XL spring gear
>
> --> Zenith-List message posted by: Paul Mulwitz
> <p.mulwitz@worldnet.att.net>
>
> Malcolm,
>
> First let me apologize for answering a question with a
> question. Alas, I don't have any answers on this one.
>
> My question is: How does changing from a heavy piece of metal to a
> (presumably) lighter piece of fiberglass impact the weight and
> balance of the airplane? Is it necessary to position the landing
> gear in a different location?
>
> Also, do you know why you must use the composite gear in the UK?
>
> Thanks,
>
> Paul
> XL wings
> do not archive
>
>
>>I have just ordered the composite legs (mandatory in UK) from CZAW and
>>these cost 867 USD including shipping and tax (19%) which is just for
>>the legs with no fittings whatsoever.
>>
>> >
>>
>>
>>
>
>
> Your attention is drawn to the fact that this email originated from a
> source external to Network Rail.
>
>
> ***************************************************************************************************************
> The content of this email (and any attachment) is confidential. It may
> also be legally privileged or otherwise protected from disclosure.
>
> This email should not be used by anyone who is not an original intended
> recipient, nor may it be copied or disclosed to anyone who is
> not an original intended recipient. If you have received this email by
> mistake please notify us by emailing the sender, and then
> delete the email and any copies from your system.
>
> Liability cannot be accepted for statements made which are clearly the
> senders own and not made on behalf of Network Rail.
> ***************************************************************************************************************
>
>
>
Message 9
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| Subject: | Re: 601XL-Jab Rubber Engine Mounts |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Larry, thanks, I'll try that. Have you noticed any splitting of the rubber
bushing ? I was told by an a & p to be concerned about that if a washer is used
to adjust the engine angle. Best regards, Bill
Message 10
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| Subject: | Re: 601XL-Jab Rubber Engine Mounts |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Scott, I'll see if the blue washers are covered in my HMO. Best to you, Bill
do not archive
Message 11
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| Subject: | Re: Domed Rivets Question |
--> Zenith-List message posted by: "Jim Hoak" <planejim@bellsouth.net>
Do not archive
Why use flush Avdel Avex Rivets and reshape the head? Chris H. told me there
are several reasons. Many novice metal airplane builders aren't experienced
in assuring the two pieces of metal being riveted must be in thight contact
with each other to develope a strong joint. Since rivets do most of their
work in shear this is important, especially with the very thin metal we use
on these Zeniths.. That is one of the reasons why we must deburr the holes
carefully. Builders working with solid rivets must learn to "draw" the metal
pieces together to get a strong joint. I've said all that to say the neat
thing about the Avdel Avex Rivet installed as Chris H wants, actually pulls
the pieces of metal together as the rivet is set.
Apparently this is not an absolute necessity because the Murphy Airplanes
and others, use the Avdel Avex Rivets but they use the ones manufactured
with the dome head. Chris is just helping the first time builder!
The unique design feature of the Avex which allows us to use just one length
of each - A4 and A5 - for the entire aircraft is another one of the nice
things about them. They aren't length sensetive as are the Cherry Q and N
rivets used in the Sonex and other aircraft. The Cherry Rivets are stronger
but you must pay attention to the length at each location.
Reshaping the head allows a nice tight fit against the skin too. The
retained stem in the formed head makes them neary water tight.
Be careful though. As a Tech Counselor I looked at a nearly completed 601XL
where the builder used the flush rivets without using the machined heads on
his pnuematic rivet gun. He hadn't read the basic Sheet Metal Instruction
that Zenith provides. There was a gap under every rivet head on the
airplane. After I talked with Chris about this he said the entire airplane
had to be disassembled and re-riveted. The rivets installed improperly this
way just won't have the strength required. I've not been asked to look at
that airplane again - YET!
My personal experience is that when I considered building the 601HD I was
concerned about using blind rivets for the entire airplane except the spars.
I had completed a Midget Mustang I back in 1971 using solid rivets for
everything, even to hold nutplates. Also as an A & P I had worked on many
airliners and general aviation airplanes, using very few blind rivets and
the ones I used just weren't very good except the expensive and very length
sensitive Cherry Lock and Cherry Max rivets. I decided to look into the
various "Blind" rivets and now have a better understanding of these
fastners.
I've yet to find a loose or sheared Avex Rivet in my 601 HD with 512 hours.
Install them correctly and they will do a fine job, just like Chris H wanted
them to.
Go fly!
Jim Hoak
----- Original Message -----
From: <martyn@flight.co.za>
Sent: Friday, June 02, 2006 3:14 AM
Subject: [Norton AntiSpam] Zenith-List: Domed Rivets Question
> --> Zenith-List message posted by: martyn@flight.co.za
>
> Hello All,
>
> Why must I alter (Machine) my rivet Gun heads, when there are allready
> Domed head blind rivets available in shops?
>
> Could someone please explain to me why this is so! I'm sure it's an easy
> answer :)
>
> Correct me if I'm wrong, but the Avex 'Avdel' Rivet in A4 and A5, can be
> replaced by a Domed Head rivet of A3 and A6 respectivly?
>
> Is it a case of Cost?
>
> Or does this method of modified rivet heads make a stronger join than pre
> shaped (domed) rivets?
>
> Thanks in advance!
>
>
>
Message 12
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| Subject: | Re: Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: Bryan Martin <bryanmmartin@comcast.net>
From What I've read, kerosene and diesel have octane ratings in the
15 to 25 range. I don't believe adding them to gasoline will raise
its octane rating.
On Jun 2, 2006, at 6:56 AM, Crvsecretary@aol.com wrote:
> --> Zenith-List message posted by: Crvsecretary@aol.com
>
>
> Exactly what IS the octane rating of diesel and kerosene? I
> understood
> diesel to have a CETANE rating which measures the AFFINITY of fuel
> to ignite
> spontaneously under extreme heat and pressure - exactly the
> opposite of octane.
>
>
--
Bryan Martin
N61BM, CH 601 XL, Stratus Subaru.
do not archive.
Message 13
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| Subject: | Re: XL spring gear |
--> Zenith-List message posted by: <paulrod36@msn.com>
If it's anything like the CZAW gear, which is two curved legs, you get=
two saddles/clamps, sorta like Zenith's, that go at the outer edge of=
the fuselage. The gear leg extends inboard for almost a foot from the=
saddle/clamp, and at the inboard end, you can use a steel plate insid=
e the floorboard to spread the load, with two bolts drilled through th=
e inner end, and suitably washered. The outcome is that you get an up-=
force at the saddle, with a down-force at the plates. I used a consid=
erably larger plate than the CZAW plans called for. The tread on the C=
ZAW is approximately five and three-quarters feet wide. Somewhat narro=
wer than ZAC's. It's about the width of a Sonex, but a longer wheelbas=
e. I'd send pictchurs, but I are computer semi illitirite.=0D=0A=0D=0A=
Paul Rodriguez=0D=0A601XL/Corvair=0D=0A ----- Original Message ----- =
=0D=0A From: Craig Moore<mailto:moorecomp@yahoo.com> =0D=0A To: zeni=
th-list@matronics.com<mailto:zenith-list@matronics.com> =0D=0A Sent: =
Thursday, June 01, 2006 2:34 PM=0D=0A Subject: Re: Zenith-List: XL sp=
ring gear=0D=0A=0D=0A=0D=0A --> Zenith-List message posted by: Craig =
Moore <moorecomp@yahoo.com<mailto:moorecomp@yahoo.com>>=0D=0A=0D=0A D=
ad,=0D=0A=0D=0A I see ACS has composite spring gear available for the=
=0D=0A 601 and 701. I don't see how a two piece setup would=0D=0A wo=
rk though. Anybody used these yet?=0D=0A=0D=0A http://www.aircraftspr=
uce.com/catalog/lgpages/compositelg.php<http://www.aircraftspruce.com/=
catalog/lgpages/compositelg.php>=0D=0A=0D=0A=0D=0A --- Dad <leinad@di=
recway.com<mailto:leinad@direcway.com>> wrote:=0D=0A=0D=0A > --> Zeni=
th-List message posted by: Dad=0D=0A > <leinad@direcway.com<mailto:le=
inad@direcway.com>>=0D=0A > =0D=0A > Does anyone know if the 601 XL =
and the 701 use the=0D=0A > same spring gear? I've =0D=0A > noticed=
ACS has offers the 701 gear.=0D=0A > Dan (scratch building XL/Corvai=
r in VA) =0D=0A > =0D=0A > =0D=0A > =0D=0A > =0D=0A > =0D=0A >=
=0D=0A > browse=0D=0A > Subscriptions page,=0D=0A > FAQ,=0D=0A > h=
ttp://www.matronics.com/Navigator?Zenith-List<http://www.matronics.com=
/Navigator?Zenith-List>=0D=0A >=0D=0A >=0D=0A > Admin.=0D=0A >=0D=
=0A > =0D=0A > =0D=0A > =0D=0A > =0D=0A > =0D=0A > =0D=0A > =
=0D=0A > =0D=0A > =0D=0A > =0D=0A=0D=0A=0D=0A ____________________=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
onics.com/Navigator?Zenith-List<http://www.matronics.com/Navigator?Zen=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
//www.matronics.com/contribution<http://www.matronics.com/contribution=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0D=0A=0D=0A=0D=
=0A=0D=0A =0D=0A =0D=0A =0D=0A=0D=0A=0D=0A=0D=0A=
Message 14
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| Subject: | Re: Lycoming O-540 Engine Mount For 801 - Info needed...... |
--> Zenith-List message posted by: "steveadams" <dr_steve_adams@yahoo.com>
larry(at)macsmachine.com wrote:
> Yes Steve,
> He turned a CH640 into a 2-seater and he had more tail counter-weight
> than he had capacity for baggage.
> Real bright idea overpowering a design for speed. What a price to pay!
> He caught a little hell on this site
> for the reality that an accident in his plane would damage all of us in
> the builder community.
> He showed less concern for the friends and family he'd have fly with
> him. Imagine the slow flight characteristics
> of a plane loaded that way. Something like a flying barbell.
>
> Larry McFarland - 601HDS at www.macsmachine.com
>
>
I wasn't going to comment on all that, but... I agree that a 540 has no place in
one of these aircraft. The O-360 in the CH640 is a perfect match. Performance
is excellent, and it is the engine it was designed for. You want to preserve
all the nice flight characteristics CH has designed into it, and putting in a
huge engine is going to mess it up to no end. I would assume the same is true
for the 801. Find an engine to fit your 801 as designed, don't modify the design
to fit an innappropriate engine. If you really must use the 540, find an airframe
to build that was designed for it. That's my advice as a builder and happy
flyer of a CH640 with an O-360.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=38080#38080
Message 15
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| Subject: | Re: Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: "Michael Valentine" <mgvalentine@gmail.com>
Do not archive.
Sorry, but could someone explain the signficance of the octane discussion.
I understand that alcohol has less energy. What significance does the
octane rating have. Plus, if I have 93 octane mogas and add alcohol, how
does that affect the rating. Then, if I remove said alcohol, why does that
then affect the rating?
Thanks, Michael
(Planning on using a Corvair, which is likely to be fed some mogas.)
Message 16
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| Subject: | Re: Domed Rivets Question |
--> Zenith-List message posted by: <paulrod36@msn.com>
As I understand it, the rationale behind this is that ZAC uses counter=
sunk rivets, and the cupped rivet gun head work-hardens the head by be=
nding the CS rivet down into a domed shape. Adds a little strength to =
it.=0D=0A=0D=0APaul Rodriguez=0D=0A601XL/Corvair=0D=0A ----- Original=
Message ----- =0D=0A From: martyn@flight.co.za<mailto:martyn@flight.=
co.za> =0D=0A To: zenith-list@matronics.com<mailto:zenith-list@matron=
ics.com> =0D=0A Sent: Friday, June 02, 2006 2:14 AM=0D=0A Subject: Z=
enith-List: Domed Rivets Question=0D=0A=0D=0A=0D=0A --> Zenith-List m=
essage posted by: martyn@flight.co.za<mailto:martyn@flight.co.za>=0D=
=0A=0D=0A Hello All,=0D=0A=0D=0A Why must I alter (Machine) my rivet=
Gun heads, when there are allready=0D=0A Domed head blind rivets ava=
ilable in shops?=0D=0A=0D=0A Could someone please explain to me why t=
his is so! I'm sure it's an easy=0D=0A answer :)=0D=0A=0D=0A Correct=
me if I'm wrong, but the Avex 'Avdel' Rivet in A4 and A5, can be=0D=
=0A replaced by a Domed Head rivet of A3 and A6 respectivly?=0D=0A=0D=
=0A Is it a case of Cost?=0D=0A=0D=0A Or does this method of modifie=
d rivet heads make a stronger join than pre=0D=0A shaped (domed) rive=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
p://www.matronics.com/Navigator?Zenith-List<http://www.matronics.com/N=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=0D=
=0A=0D=0A=0D=0A=0D=0A =0D=0A =0D=0A =0D=0A=0D=0A=0D=0A=0D=0A=
Message 17
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--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
Cy,
I recently heard some airlines are offering Internet access from
passenger seats. If this is now possible there are all sorts of
really neat pieces of information that could be directly linked to
small planes -- IF they could also be given real time Internet access.
Start with real time radar displays for any covered location. Add in
weather observations and predictions. Then there is flight planning,
and related stuff. Add to that email and voice messaging to anyone
with a telephone number. The list goes on.
I have no idea how to pursue this idea, but I am sure there is at
least one magazine article here.
Paul
At 05:38 AM 6/2/2006, you wrote:
>Always looking for ideas and articles for EAA Sport Pilot
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 18
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| Subject: | Re: Domed Rivets Question |
--> Zenith-List message posted by: N5SL <nfivesl@yahoo.com>
Jim:
I removed the "D* NOT Arch**" from the text below
because this was one of the better emails I've seen on
riveting.
Thanks for taking the time to share this information.
Scott Laughlin
601XL
All I lack is finishing
--- Jim Hoak <planejim@bellsouth.net> wrote:
> Why use flush Avdel Avex Rivets and reshape the
> head? Chris H. told me there
> are several reasons. Many novice metal airplane
> builders aren't experienced
> in assuring the two pieces of metal being riveted
> must be in thight contact
> with each other to develope a strong joint. Since
> rivets do most of their
> work in shear this is important, especially with the
> very thin metal we use
> on these Zeniths.. That is one of the reasons why we
> must deburr the holes
> carefully. Builders working with solid rivets must
> learn to "draw" the metal
> pieces together to get a strong joint. I've said all
> that to say the neat
> thing about the Avdel Avex Rivet installed as Chris
> H wants, actually pulls
> the pieces of metal together as the rivet is set.
>
> Apparently this is not an absolute necessity because
> the Murphy Airplanes
> and others, use the Avdel Avex Rivets but they use
> the ones manufactured
> with the dome head. Chris is just helping the first
> time builder!
>
> The unique design feature of the Avex which allows
> us to use just one length
> of each - A4 and A5 - for the entire aircraft is
> another one of the nice
> things about them. They aren't length sensetive as
> are the Cherry Q and N
> rivets used in the Sonex and other aircraft. The
> Cherry Rivets are stronger
> but you must pay attention to the length at each
> location.
>
> Reshaping the head allows a nice tight fit against
> the skin too. The
> retained stem in the formed head makes them neary
> water tight.
>
> Be careful though. As a Tech Counselor I looked at a
> nearly completed 601XL
> where the builder used the flush rivets without
> using the machined heads on
> his pnuematic rivet gun. He hadn't read the basic
> Sheet Metal Instruction
> that Zenith provides. There was a gap under every
> rivet head on the
> airplane. After I talked with Chris about this he
> said the entire airplane
> had to be disassembled and re-riveted. The rivets
> installed improperly this
> way just won't have the strength required. I've not
> been asked to look at
> that airplane again - YET!
>
> My personal experience is that when I considered
> building the 601HD I was
> concerned about using blind rivets for the entire
> airplane except the spars.
> I had completed a Midget Mustang I back in 1971
> using solid rivets for
> everything, even to hold nutplates. Also as an A & P
> I had worked on many
> airliners and general aviation airplanes, using very
> few blind rivets and
> the ones I used just weren't very good except the
> expensive and very length
> sensitive Cherry Lock and Cherry Max rivets. I
> decided to look into the
> various "Blind" rivets and now have a better
> understanding of these
> fastners.
>
> I've yet to find a loose or sheared Avex Rivet in my
> 601 HD with 512 hours.
> Install them correctly and they will do a fine job,
> just like Chris H wanted
> them to.
>
> Go fly!
>
> Jim Hoak
__________________________________________________
Message 19
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| Subject: | Re: 601XL-Jab Rubber Engine Mounts |
--> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
Bill,
No splitting of the bushings at all. If this occurs, I believe the
rubber has aged beyond its useful
life and would replace them.
Larry
JAPhillipsGA@aol.com wrote:
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Larry, thanks, I'll try that. Have you noticed any splitting of the rubber
>bushing ? I was told by an a & p to be concerned about that if a washer is used
>to adjust the engine angle. Best regards, Bill
>
>
>
>
>
>
>
>
Message 20
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| Subject: | Re: Octane Rating is not energy content in auto fuel - Its |
BTU (alcohol fuel addive discussion)
--> Zenith-List message posted by: "Eldo Hildebrand" <Eldo@unb.ca>
This is an interesting discussion; however there seems to be some confusion about
the
actual definition of "octane rating." Technically it does not apply to diesel
or kerosene
fuelled engines but only fuels made with heptane and octane; although the industry
uses the
same definition for other blends that have equivalent response under compression.
In
theory, an 87 Octane fuel is exactly what it says... it is made up of 87% octane
and 13%
heptane (one is a carbon compound with 8 carbon atoms and the other with 7. Since
octane
is a little more expensive to get out of the refining process, the industry has
used a number
of additives over the years to make a blend with less octane behave under compression
like
one with the higher percentage of octane. Adding another compound like alcohol
means
they have to go back to the drawing board and change the additives in some way
to get the
fuel to behave like an 87 octane. I suppose that is why the current limits in
auto fuel
generally keep the substitution below 10% unless the engine has been specifically
designed
for higher levels of alcohol. I think there may also be some concerns about alcohol
compatibility with seals and fuel lines but that is a whole other question.
For a much more complete description Octane/Heptane, see:
http://auto.howstuffworks.com/question90.htm
Eldo Hildebrand
Message 21
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| Subject: | Re: Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: Craig Moore <moorecomp@yahoo.com>
Tracy,
Here is a very informative article about octane and
cetane ratings.
http://www.prime-mover.org/Engines/GArticles/octane.html
Best regards,
Craig Moore A&P
701 builder wannabe
--- Crvsecretary@aol.com wrote:
> --> Zenith-List message posted by:
> Crvsecretary@aol.com
>
>
> Exactly what IS the octane rating of diesel and
> kerosene? I understood
> diesel to have a CETANE rating which measures the
> AFFINITY of fuel to ignite
> spontaneously under extreme heat and pressure -
> exactly the opposite of octane.
>
>
> Tracy Smith
> Naugatuck, CT
> 601xl N458XL (reserved)
> do not archive
>
>
> In a message dated 6/1/2006 11:12:28 PM Eastern
> Standard Time,
> bryanmmartin@comcast.net writes:
>
> --> Zenith-List message posted by: Bryan Martin
> <bryanmmartin@comcast.net>
>
> I don't think adding diesel or kerosene not
> increase the octane
> rating of gasoline since both of these fuels by
> themselves have a
> much lower octane rating than gasoline. To increase
> the octane rating
> of gasoline you need to add a compound composed of
> lighter short
> chain molecules with lots of branching such as
> benzene or toluene.
>
>
>
>
>
>
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?Zenith-List
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
Message 22
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| Subject: | Re: Octain Rating is not energy content in auto fuel - Its |
BTU (alcohol fuel addive discussion)
--> Zenith-List message posted by: Ken Lilja <planes_by_ken@bellsouth.net>
Adding alcohol to gasoline is a cheaper way to raise the octane rating.
The gasoline stock can then be cheaper grade. As I recall, alcohol
has an octane rating of about 118. It is used in Indy race cars. It
would be interesting to find the Reed vapor pressure and compare to
that of gasoline.
Ken Lilja
Message 23
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| Subject: | Re: Octane Rating is not energy content in auto fuel - Its |
BTU (alcohol fuel addive discussion)
--> Zenith-List message posted by: Ken Lilja <planes_by_ken@bellsouth.net>
See http://www.ext.colostate.edu/Pubs/farmmgt/05010.html
Ken Lilja
Message 24
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| Subject: | Re: Domed Rivets Question |
--> Zenith-List message posted by: "Jari Kaija" <jari.kaija@pp.inet.fi>
> imagine you would need about 4-5 more rivet sizes in each the A4 and A5
> with different stem lengths to accommodate the different material
Thats true! 4 different sizes for A4 and 2 (3) different sizes for A5.
One thing what I missed with manufacturer's gatalog. They have
fully sealed versions of those rivets also what I use. Sad, but it's too
late for me... Maybe I will use those, when starting build floats...
Message 25
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|
| Subject: | water based primer |
--> Zenith-List message posted by: LarryMcFarland <larry@macsmachine.com>
Hi guys,
Its been a while since I mentioned the Hangar 21 AFS water thinned
paints and I felt it was time to report what was happening so far. I
just finished priming all the small panels, inspection plates, covers
and fairings that generally have no internal structures or rivets.
Couldnt be happier with this stuff as its really tough. There are no
odors or over spray to deal with, so my paint booth has been more than
equal to the task
Yesterday, I moved on to the tail group and washed, etched and rinsed
the stabilizer with the hose. As it drained, I noticed the trickle of
water leaving the stabilizer was just a slight yellow. It was wiped down
and blown dry and set at an angle to drip. Each rivet was again blown
dry and wiped with a clean cotton cloth and then left for nearly 4 hours
to evaporate.
Late afternoon, I thinned the paint, put a fog coat on the bottom side
to see how a larger area covers. A third coat covered 95% so the fourth
coat finished the job and it flattened beautifully. No runs, fish eyes
or orange peel. What was noticed was a yellow tint around a few pop
rivets and skin edges. Not a lot, but I surmised the etch solution had
also etched some of the zinc chromate that covers the inside of the
stabilizer.
I let it dry over night and then worked Scotchbrite around the stained
rivets and edges. The primer was so tough I had to use a small stainless
toothbrush to remove the stain around the rivets. Surely it was dry by
now, so I sprayed one covering coat on the bottom again. The cleaned
areas covered real nice, yet a few rivets had a much fainter tinge of
yellow at their perimeter so obviously it hadnt completely dried.
The precaution here is, that in etching an enclosed surface with zinc
chromate inside or other primer, perhaps there should be much more time
between dry off and the first coat of primer. Etch should not be a
process of washing on and washing off, but rather wiping on and wiping
off before rinsing. Other than that, Im really pleased with the process
and its user compatibility within my attached garage. Ive changed the
filters once and the fans arent run above the low setting. Ill report
more detail as I learn more of working through the process.
Do fly safe,
Larry C. McFarland 601HDS at www.macsmachine.com
<http://www.macsmachine.com/>
Message 26
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| Subject: | Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: "Noel Loveys" <noelloveys@yahoo.ca>
Michael:
If you have 93 octane gas and add 10% ethanol the resulting octane rating
will be around 98. Ergo if you have 98 octane gasahol and remove the "ahol"
part you are back to 93 octane. Many aircraft engines need high octane fuel
so the question arises as to how to boost the 93 octane "clean" gas back to
something we can use.
The other method to use would be to find a way to remove most/all the lead
form 100 LL although the lead it self helps to raise the octane level. This
is mostly an issue with the high revving two stroke crowd. Although the
lead certainly has a big effect on certified engines.
Any way you want to cut the mustard ethanol and aviation should not mix!
Noel
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> Michael Valentine
> Sent: Friday, June 02, 2006 12:04 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: Octain Rating is not energy content
> in auto fuel - Its BTU (...
>
>
> --> Zenith-List message posted by: "Michael Valentine"
> <mgvalentine@gmail.com>
>
> Do not archive.
>
> Sorry, but could someone explain the signficance of the
> octane discussion.
> I understand that alcohol has less energy. What significance does the
> octane rating have. Plus, if I have 93 octane mogas and add
> alcohol, how
> does that affect the rating. Then, if I remove said alcohol,
> why does that
> then affect the rating?
>
> Thanks, Michael
> (Planning on using a Corvair, which is likely to be fed some mogas.)
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 27
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| Subject: | Octain Rating is not energy content in auto fuel - Its |
BTU (...
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Any way you want to cut the mustard ethanol and aviation should not mix!
Not sure I agree with that satetment at all..i think there has simply
been very little resarch done on the matter, more like that is the
established wisdom but it has not been proven that there is a real
issue. Certainly in the altitudes that Zodiacs fly at I believe is is a
non issue (400 hours would prove it my case). As I said at length in a
previous note, Superior said they tested 10% ethanol on a Lycoming clone
and it caused vapor lock and was therfore a no-no...When I pressed them
it turns out they were not talking about vapor lock at all, but boiling
within the injector lines, which may or may not turn out to be no more
than a nusance, until it is TESTED though I don't think we can take this
as truth.
"Many aircraft engines need high octane fuel"...
Once again, this highly conjectural (is that a word?). All of the
naturally aspirated Lycomings will run quite happily on 92 octane
mogas...In fact Superior found it very difficult to make an IO360
detonate on the test stand running unleaded (92 octane) fuels.
About the only flat engine that will detonate without 100ll is the
turbocharged 350HP IO540...Not "many" of those around and a totally
different (fire breathing) animal than most of the
Lycoming/continentals.
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Noel Loveys
Sent: Friday, June 02, 2006 10:10 AM
Subject: RE: Zenith-List: Octain Rating is not energy content in auto
fuel - Its BTU (...
--> Zenith-List message posted by: "Noel Loveys" <noelloveys@yahoo.ca>
Michael:
If you have 93 octane gas and add 10% ethanol the resulting octane
rating will be around 98. Ergo if you have 98 octane gasahol and remove
the "ahol"
part you are back to 93 octane. Many aircraft engines need high octane
fuel so the question arises as to how to boost the 93 octane "clean" gas
back to something we can use.
The other method to use would be to find a way to remove most/all the
lead form 100 LL although the lead it self helps to raise the octane
level. This is mostly an issue with the high revving two stroke crowd.
Although the lead certainly has a big effect on certified engines.
Any way you want to cut the mustard ethanol and aviation should not mix!
Noel
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Michael
> Valentine
> Sent: Friday, June 02, 2006 12:04 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: Octain Rating is not energy content in auto
> fuel - Its BTU (...
>
>
> --> Zenith-List message posted by: "Michael Valentine"
> <mgvalentine@gmail.com>
>
> Do not archive.
>
> Sorry, but could someone explain the signficance of the octane
> discussion.
> I understand that alcohol has less energy. What significance does the
> octane rating have. Plus, if I have 93 octane mogas and add alcohol,
> how does that affect the rating. Then, if I remove said alcohol, why
> does that then affect the rating?
>
> Thanks, Michael
> (Planning on using a Corvair, which is likely to be fed some mogas.)
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 28
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| Subject: | Feedback Requested on Buying Used Zenith A/C - Kitplanes |
Magazine Article
--> Zenith-List message posted by: Cory Emberson <bootless@earthlink.net>
Hello everyone,
I'm gathering information for the second of a series of articles on
buying used homebuilt aircraft, and this installment will cover the
Zenith series. If anyone has had experience in buying or selling a
previously-owned Zenith, I would love to hear from you.
Some items I'm looking for: What are the absolute must-have/must-see
features when buying? How do you conduct the pre-buy inspection? What
must you look for specifically on a Zenith versus any other aircraft?
Also, I'd like to speak to anyone who has experience in performing
pre-buys on the Zenith line. (I'll be calling Sebastian a little bit later.)
This will be a comprehensive guide, covering as much as we possibly can.
I look forward to hearing from you - please feel free to contact me
off-line at the following email address (formatted for anti-spam):
bootless (at) earthlink (dot) net
Thanks!
Cory Emberson
Contributing Editor
Kitplanes Magazine
Message 29
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|
| Subject: | Domed Rivets Question. |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
This comes to something we say here and I learned from a Professor in College (Industrial
Engineer):
Everybody can invent something... But only a Genoius can design the same thing
real simple. (and in aviation: lighter).
Saludos
Gary Gower.
Flying from Chapala, Mexico.
Zodie Rocket <zodierocket@hsfx.ca> wrote:
--> Zenith-List message posted by: "Zodie Rocket"
Chris has designed a simple method of working with two types of rivets
on your plane for almost every location A4/A5. The domed head work
hardens the countersunk head making it stronger and also allows the
rivet to accept a varying amount of metal thicknesses, while offering a
more watertight seal. Without the formed head you would need to
determine the metal thickness of each piece you were going to rivet and
use a rivet with the appropriate throat(stem length). In this I would
imagine you would need about 4-5 more rivet sizes in each the A4 and A5
with different stem lengths to accommodate the different material
thicknesses. I like the idea of two rivets choices and the simplicity
that Chris Heintz has created by doming the head of a countersunk rivet.
cdngoose
Zodiac 601XL C-GOXL, CH701 just started
www.ch601.org / www.ch701.com / www.Osprey2.com
-----Original Message-----
Hello All,
Why must I alter (Machine) my rivet Gun heads, when there are allready
Domed head blind rivets available in shops?
Could someone please explain to me why this is so! I'm sure it's an easy
answer :)
Correct me if I'm wrong, but the Avex 'Avdel' Rivet in A4 and A5, can be
replaced by a Domed Head rivet of A3 and A6 respectivly?
Is it a case of Cost?
Or does this method of modified rivet heads make a stronger join than
pre
shaped (domed) rivets?
Thanks in advance!
__________________________________________________
__________________________________________________
Message 30
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|
| Subject: | Re: XL spring gear. |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Here is a little bit more simple:
You build it? ..... You fly it! :-) or get a test pilot.
There was a bush pilot here (some years ago), a good friend of my father. That
went a little farther.
He had a real beautiful Cessna 195. Everytime he had his plane serviced. He always
flew with the mechanic the test flights... I think his best waranty of
a well made repair :-)
Saludos
Gary Gower.
Flying from Chapala, Mexico.
cgalley <cgalley@qcbc.org> wrote:
--> Zenith-List message posted by: "cgalley"
It is even more restrictive than the message below indicates. After plane
is finished, it is inspected by the PFA, and then you must pay a PFA test
pilot to do the test flying it before you can begin to fly it. Any
structural repairs must be approved by the PFA. There are probably more, but
we are blessed (or cursed) with less restrictive regulations.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Hunt Malcolm"
Sent: Friday, June 02, 2006 6:13 AM
Subject: RE: Zenith-List: XL spring gear
> --> Zenith-List message posted by: "Hunt Malcolm"
>
>
> Paul
>
> Firstly all homebuilt aircraft in the UK must be to an approved design
> by the Popular Flying Association (PFA) who act for the Civil Aviation
> Authority (CAA) and will ultimately issue a Permit to Fly.
>
> No changes to the certified design can be made without PFA approval and
> the design certified by the PFA is for the CH601XL model is with CZAW
> modifications which includes the composite main gear.
>
> This gear is two composite legs housed in 4130n steel chambers and with
> modified part 6B11-4; there are also small changes to the transverse
> gear channel.
>
> I suspect the change in weight is close to the mid-range of the c of g
> but obviously no problems in this direction as aircraft certified and
> flying.
>
> Sorry if this is a bit long winded!
>
> Malcolm
>
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
> Mulwitz
> Sent: 02 June 2006 11:37
> To: zenith-list@matronics.com
> Subject: RE: Zenith-List: XL spring gear
>
> --> Zenith-List message posted by: Paul Mulwitz
>
>
> Malcolm,
>
> First let me apologize for answering a question with a
> question. Alas, I don't have any answers on this one.
>
> My question is: How does changing from a heavy piece of metal to a
> (presumably) lighter piece of fiberglass impact the weight and
> balance of the airplane? Is it necessary to position the landing
> gear in a different location?
>
> Also, do you know why you must use the composite gear in the UK?
>
> Thanks,
>
> Paul
> XL wings
> do not archive
>
>
>>I have just ordered the composite legs (mandatory in UK) from CZAW and
>>these cost 867 USD including shipping and tax (19%) which is just for
>>the legs with no fittings whatsoever.
>>
__________________________________________________
Message 31
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|
| Subject: | Re: XL spring gear. |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
You missed the entire point.
IF you build it; it must meet English PFA standards with NO deviation from
the plans.
After building, you hire the PFA inspector. IF he passes it, then you hire
the PFA test pilot.
If it passes the flight testing by your paid PFA test pilot, you can then
fly it.
You have no options!
It is like paying the EAA to do all this for your Zenith.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Gary Gower" <ggower_99@yahoo.com>
Sent: Friday, June 02, 2006 1:49 PM
Subject: Re: Zenith-List: XL spring gear.
> --> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
> Here is a little bit more simple:
>
> You build it? ..... You fly it! :-) or get a test pilot.
>
> There was a bush pilot here (some years ago), a good friend of my father.
> That went a little farther.
> He had a real beautiful Cessna 195. Everytime he had his plane serviced.
> He always flew with the mechanic the test flights... I think his best
> waranty of a well made repair :-)
>
> Saludos
> Gary Gower.
> Flying from Chapala, Mexico.
>
> cgalley <cgalley@qcbc.org> wrote:
> --> Zenith-List message posted by: "cgalley"
>
> It is even more restrictive than the message below indicates. After plane
> is finished, it is inspected by the PFA, and then you must pay a PFA test
> pilot to do the test flying it before you can begin to fly it. Any
> structural repairs must be approved by the PFA. There are probably more,
> but
> we are blessed (or cursed) with less restrictive regulations.
>
> Cy Galley
> EAA Safety Programs Editor
> Always looking for ideas and articles for EAA Sport Pilot
>
>
> ----- Original Message -----
> From: "Hunt Malcolm"
> To:
> Sent: Friday, June 02, 2006 6:13 AM
> Subject: RE: Zenith-List: XL spring gear
>
>
>> --> Zenith-List message posted by: "Hunt Malcolm"
>>
>>
>> Paul
>>
>> Firstly all homebuilt aircraft in the UK must be to an approved design
>> by the Popular Flying Association (PFA) who act for the Civil Aviation
>> Authority (CAA) and will ultimately issue a Permit to Fly.
>>
>> No changes to the certified design can be made without PFA approval and
>> the design certified by the PFA is for the CH601XL model is with CZAW
>> modifications which includes the composite main gear.
>>
>> This gear is two composite legs housed in 4130n steel chambers and with
>> modified part 6B11-4; there are also small changes to the transverse
>> gear channel.
>>
>> I suspect the change in weight is close to the mid-range of the c of g
>> but obviously no problems in this direction as aircraft certified and
>> flying.
>>
>> Sorry if this is a bit long winded!
>>
>> Malcolm
>>
>> -----Original Message-----
>> From: owner-zenith-list-server@matronics.com
>> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
>> Mulwitz
>> Sent: 02 June 2006 11:37
>> To: zenith-list@matronics.com
>> Subject: RE: Zenith-List: XL spring gear
>>
>> --> Zenith-List message posted by: Paul Mulwitz
>>
>
>>
>> Malcolm,
>>
>> First let me apologize for answering a question with a
>> question. Alas, I don't have any answers on this one.
>>
>> My question is: How does changing from a heavy piece of metal to a
>> (presumably) lighter piece of fiberglass impact the weight and
>> balance of the airplane? Is it necessary to position the landing
>> gear in a different location?
>>
>> Also, do you know why you must use the composite gear in the UK?
>>
>> Thanks,
>>
>> Paul
>> XL wings
>> do not archive
>>
>>
>>>I have just ordered the composite legs (mandatory in UK) from CZAW and
>>>these cost 867 USD including shipping and tax (19%) which is just for
>>>the legs with no fittings whatsoever.
>>>
>
> __________________________________________________
>
>
>
Message 32
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| Subject: | Lycoming O-540 Engine Mount For 801 |
--> Zenith-List message posted by: Keystone Engineering LLC <keystone@gci.net>
Philip
I agree with Jim. My nose wheel already has more weight on it with the 0-360 than
I want. I have never felt the need for more power. I normally have my cruise
prop on because I get out in a couple hundred feet and still have a 100 MPH
cruise. How much shorter do you want to get out? It takes more runway to
get my 801 in than it does to get out.
I don't think you will pick up a significant amount of speed with a larger engine.
If you lived in a really high location, I would recommend a turbocharger on a 0-360.
I would trade down if I were you.
Bill Wilcox
N801BW
Valdez, AK
260 hrs
On floats shortly!!!!!!
Time: 09:32:38 AM PST US
From: "Jim Frisby" <n801za@hotmail.com>
Subject: RE: Zenith-List: Lycoming O-540 Engine Mount For 801 - Info needed
--> Zenith-List message posted by: "Jim Frisby" <n801za@hotmail.com>
Philip,
I'm sure you know that the O-540 is WAY heavier than the 801 was designed
for. Does ZAC have any recommendations or cautions for going with this
engine? The CH801 is only going to go about a hundred or 110 mph, no matter
how much power you have, maybe consider trading the 540 for an O-360. I
have an O-320 in mine, and it could use more power for climbing when heavy,
although heavy takeoffs are no problem. I have flown in a 360 powered 801
and it is not much faster than mine, although it does climb better when
loaded.
In my opinion, the 360 is really the ideal engine for this design.
Jim Frisby
N801ZA
Palmer, AK
>Time: 07:03:06 AM PST US
>Subject: Zenith-List: Lycoming O-540 Engine Mount For 801 - Info
>needed......
>From: "Condon, Philip M." <pcondon@mitre.org>
>
>--> Zenith-List message posted by: "Condon, Philip M." <pcondon@mitre.org>
>
>Can anyone supply any info on a engine mount for the 801 and a Lycoming
>O-540 ? I own the engine, hence the search for a mount. Can a Zenith
>O-360 mount be used on the O-540 ? Will accessories clear ? Is there a
>shop that supplies this other then the Factory? I searched the
>archives and found only Travis's web site.....
>
>Thanks
>
Message 33
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|
--> Zenith-List message posted by: "John Hines" <John.Hines@craftontull.com>
Well guys, I'm bored, I'm saving money for my wing kit but right now I
don't have anything to work on. I made a short video out of pictures
from the rudder workshop and construction so far. If you want to see it
go to http://www.johnsplane.com/ and click on the link. I hope you
enjoy it.
John Hines
John R. Hines
IT Manager
Crafton, Tull & Associates, Inc.
901 N. 47th Street, Suite 200
Rogers, AR 72756
Office: 479-878-2449
Mobile: 479-366-4783
Fax: 479-631-6224
John.Hines@craftontull.com
www.craftontull.com
Crafton, Tull & Associates, Inc. exists to anticipate and understand the needs
of our clients and provide them with successful solutions.
This email and any files transmitted with it are confidential and intended solely
for the use of the individual or entity to whom they are addressed. If you
have received this email in error please notify the system manager. This message
contains confidential information and is intended only for the individual named.
If you are not the named addressee you should not disseminate, distribute
or copy this e-mail. Please notify the sender immediately by e-mail if you have
received this e-mail by mistake and delete this e-mail from your system. If
you are not the intended recipient you are notified that disclosing, copying,
distributing or taking any action in reliance on the contents of this information
is strictly prohibited.
Message 34
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|
| Subject: | Looking for 601XL |
--> Zenith-List message posted by: "Doug Moellering" <dfmoeller@austin.rr.com>
Hello everybody. Great list. First time poster here. I am looking to buy
a low time 601XL that has already been through its flight test program. I
want to use it to obtain my sport pilot ticket. If you have one, or know of
one, for sale, clue me in.
thanks,
Doug Moellering
Message 35
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|
--> Zenith-List message posted by: "ron wehba" <rwehba@cebridge.net>
hey john, what program did you use to make your video, really neat!!!!
----- Original Message -----
From: "John Hines" <John.Hines@craftontull.com>
Sent: Friday, June 02, 2006 3:06 PM
Subject: Zenith-List: Video
> --> Zenith-List message posted by: "John Hines"
> <John.Hines@craftontull.com>
>
> Well guys, I'm bored, I'm saving money for my wing kit but right now I
> don't have anything to work on. I made a short video out of pictures
> from the rudder workshop and construction so far. If you want to see it
> go to http://www.johnsplane.com/ and click on the link. I hope you
> enjoy it.
>
> John Hines
>
>
> John R. Hines
> IT Manager
> Crafton, Tull & Associates, Inc.
> 901 N. 47th Street, Suite 200
> Rogers, AR 72756
> Office: 479-878-2449
> Mobile: 479-366-4783
> Fax: 479-631-6224
> John.Hines@craftontull.com
> www.craftontull.com
>
> Crafton, Tull & Associates, Inc. exists to anticipate and understand the
> needs of our clients and provide them with successful solutions.
>
>
> This email and any files transmitted with it are confidential and intended
> solely for the use of the individual or entity to whom they are addressed.
> If you have received this email in error please notify the system manager.
> This message contains confidential information and is intended only for
> the individual named. If you are not the named addressee you should not
> disseminate, distribute or copy this e-mail. Please notify the sender
> immediately by e-mail if you have received this e-mail by mistake and
> delete this e-mail from your system. If you are not the intended recipient
> you are notified that disclosing, copying, distributing or taking any
> action in reliance on the contents of this information is strictly
> prohibited.
>
>
>
Message 36
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|
| Subject: | Re: ----- Thank you Chris H. |
--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
Fritz-
That isn't to say I don't want to try an aileron roll!
To put your mind at ease, I check out every deviation either through
Zenith or EAA Technical . I may be crazy, but I'm not stupid.
Bill
======================================================
>
>
> ---------------------------------
>
>
>
Message 37
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|
| Subject: | Re: XL spring gear. |
--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
Gary-
I think it would be better insurance if the mechanic flew the test
flight with his lover. I wouldn't want to be up with the mechanic on the
test flight and hear "Did I remember to- Oops"!
Bill
----- Original Message -----
From: "Gary Gower" <ggower_99@yahoo.com>
Sent: Friday, June 02, 2006 2:49 PM
Subject: Re: Zenith-List: XL spring gear.
> --> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
> Here is a little bit more simple:
>
> You build it? ..... You fly it! :-) or get a test pilot.
>
> There was a bush pilot here (some years ago), a good friend of my father.
> That went a little farther.
> He had a real beautiful Cessna 195. Everytime he had his plane serviced.
> He always flew with the mechanic the test flights... I think his best
> waranty of a well made repair :-)
>
>
>
Message 38
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|
--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
John-
Awesome video. When do you find time to build??
Bill
----- Original Message -----
From: "ron wehba" <rwehba@cebridge.net>
Sent: Friday, June 02, 2006 5:55 PM
Subject: Re: Zenith-List: Video
> --> Zenith-List message posted by: "ron wehba" <rwehba@cebridge.net>
>
> hey john, what program did you use to make your video, really neat!!!!
> ----- Original Message -----
> From: "John Hines" <John.Hines@craftontull.com>
> To: <zenith-list@matronics.com>
> Sent: Friday, June 02, 2006 3:06 PM
> Subject: Zenith-List: Video
>
>
>> --> Zenith-List message posted by: "John Hines"
>> <John.Hines@craftontull.com>
>>
>> Well guys, I'm bored, I'm saving money for my wing kit but right now I
>> don't have anything to work on. I made a short video out of pictures
>> from the rudder workshop and construction so far. If you want to see it
>> go to http://www.johnsplane.com/ and click on the link. I hope you
>> enjoy it.
>>
>> John Hines
>>
>>
>> John R. Hines
>> IT Manager
>> Crafton, Tull & Associates, Inc.
>> 901 N. 47th Street, Suite 200
>> Rogers, AR 72756
>> Office: 479-878-2449
>> Mobile: 479-366-4783
>> Fax: 479-631-6224
>> John.Hines@craftontull.com
>> www.craftontull.com
>>
>> Crafton, Tull & Associates, Inc. exists to anticipate and understand the
>> needs of our clients and provide them with successful solutions.
>>
>>
>> This email and any files transmitted with it are confidential and
>> intended
>> solely for the use of the individual or entity to whom they are
>> addressed.
>> If you have received this email in error please notify the system
>> manager.
>> This message contains confidential information and is intended only for
>> the individual named. If you are not the named addressee you should not
>> disseminate, distribute or copy this e-mail. Please notify the sender
>> immediately by e-mail if you have received this e-mail by mistake and
>> delete this e-mail from your system. If you are not the intended
>> recipient
>> you are notified that disclosing, copying, distributing or taking any
>> action in reliance on the contents of this information is strictly
>> prohibited.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 39
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|
--> Zenith-List message posted by: "John Hines" <John.Hines@craftontull.com>
I used software called Pinnacle Studio 9 that came with a "Dazzle".
It's a video capture device I got last week. It's pretty cool and easy
to use. Their web site is:
http://www.pinnaclesys.com/PublicSite/us/Home/
Do you think they will give me a commission big enough to buy my next
kit??
John
John R. Hines
IT Manager
Crafton, Tull & Associates, Inc.
901 N. 47th Street, Suite 200
Rogers, AR 72756
Office: 479-878-2449
Mobile: 479-366-4783
Fax: 479-631-6224
John.Hines@craftontull.com
www.craftontull.com
Crafton, Tull & Associates, Inc. exists to anticipate and understand the needs
of our clients and provide them with successful solutions.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of ron wehba
Sent: Friday, June 02, 2006 4:56 PM
Subject: Re: Zenith-List: Video
--> Zenith-List message posted by: "ron wehba" <rwehba@cebridge.net>
hey john, what program did you use to make your video, really neat!!!!
----- Original Message -----
From: "John Hines" <John.Hines@craftontull.com>
Sent: Friday, June 02, 2006 3:06 PM
Subject: Zenith-List: Video
> --> Zenith-List message posted by: "John Hines"
> <John.Hines@craftontull.com>
>
> Well guys, I'm bored, I'm saving money for my wing kit but right now I
> don't have anything to work on. I made a short video out of pictures
> from the rudder workshop and construction so far. If you want to see
it
> go to http://www.johnsplane.com/ and click on the link. I hope you
> enjoy it.
>
> John Hines
>
>
> John R. Hines
> IT Manager
> Crafton, Tull & Associates, Inc.
> 901 N. 47th Street, Suite 200
> Rogers, AR 72756
> Office: 479-878-2449
> Mobile: 479-366-4783
> Fax: 479-631-6224
> John.Hines@craftontull.com
> www.craftontull.com
>
> Crafton, Tull & Associates, Inc. exists to anticipate and understand
the
> needs of our clients and provide them with successful solutions.
>
>
> This email and any files transmitted with it are confidential and
intended
> solely for the use of the individual or entity to whom they are
addressed.
> If you have received this email in error please notify the system
manager.
> This message contains confidential information and is intended only
for
> the individual named. If you are not the named addressee you should
not
> disseminate, distribute or copy this e-mail. Please notify the sender
> immediately by e-mail if you have received this e-mail by mistake and
> delete this e-mail from your system. If you are not the intended
recipient
> you are notified that disclosing, copying, distributing or taking any
> action in reliance on the contents of this information is strictly
> prohibited.
>
>
>
This email and any files transmitted with it are confidential and intended solely
for the use of the individual or entity to whom they are addressed. If you
have received this email in error please notify the system manager. This message
contains confidential information and is intended only for the individual named.
If you are not the named addressee you should not disseminate, distribute
or copy this e-mail. Please notify the sender immediately by e-mail if you have
received this e-mail by mistake and delete this e-mail from your system. If
you are not the intended recipient you are notified that disclosing, copying,
distributing or taking any action in reliance on the contents of this information
is strictly prohibited.
Message 40
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--> Zenith-List message posted by: "ron wehba" <rwehba@cebridge.net>
sure and thanks.
----- Original Message -----
From: "John Hines" <John.Hines@craftontull.com>
Sent: Friday, June 02, 2006 6:49 PM
Subject: RE: Zenith-List: Video
> --> Zenith-List message posted by: "John Hines"
> <John.Hines@craftontull.com>
>
> I used software called Pinnacle Studio 9 that came with a "Dazzle".
> It's a video capture device I got last week. It's pretty cool and easy
> to use. Their web site is:
> http://www.pinnaclesys.com/PublicSite/us/Home/
>
> Do you think they will give me a commission big enough to buy my next
> kit??
>
> John
>
>
> John R. Hines
> IT Manager
> Crafton, Tull & Associates, Inc.
> 901 N. 47th Street, Suite 200
> Rogers, AR 72756
> Office: 479-878-2449
> Mobile: 479-366-4783
> Fax: 479-631-6224
> John.Hines@craftontull.com
> www.craftontull.com
>
> Crafton, Tull & Associates, Inc. exists to anticipate and understand the
> needs of our clients and provide them with successful solutions.
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of ron wehba
> Sent: Friday, June 02, 2006 4:56 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: Video
>
> --> Zenith-List message posted by: "ron wehba" <rwehba@cebridge.net>
>
> hey john, what program did you use to make your video, really neat!!!!
> ----- Original Message -----
> From: "John Hines" <John.Hines@craftontull.com>
> To: <zenith-list@matronics.com>
> Sent: Friday, June 02, 2006 3:06 PM
> Subject: Zenith-List: Video
>
>
>> --> Zenith-List message posted by: "John Hines"
>> <John.Hines@craftontull.com>
>>
>> Well guys, I'm bored, I'm saving money for my wing kit but right now I
>> don't have anything to work on. I made a short video out of pictures
>> from the rudder workshop and construction so far. If you want to see
> it
>> go to http://www.johnsplane.com/ and click on the link. I hope you
>> enjoy it.
>>
>> John Hines
>>
>>
>> John R. Hines
>> IT Manager
>> Crafton, Tull & Associates, Inc.
>> 901 N. 47th Street, Suite 200
>> Rogers, AR 72756
>> Office: 479-878-2449
>> Mobile: 479-366-4783
>> Fax: 479-631-6224
>> John.Hines@craftontull.com
>> www.craftontull.com
>>
>> Crafton, Tull & Associates, Inc. exists to anticipate and understand
> the
>> needs of our clients and provide them with successful solutions.
>>
>>
>> This email and any files transmitted with it are confidential and
> intended
>> solely for the use of the individual or entity to whom they are
> addressed.
>> If you have received this email in error please notify the system
> manager.
>> This message contains confidential information and is intended only
> for
>> the individual named. If you are not the named addressee you should
> not
>> disseminate, distribute or copy this e-mail. Please notify the sender
>> immediately by e-mail if you have received this e-mail by mistake and
>> delete this e-mail from your system. If you are not the intended
> recipient
>> you are notified that disclosing, copying, distributing or taking any
>> action in reliance on the contents of this information is strictly
>> prohibited.
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> This email and any files transmitted with it are confidential and intended
> solely for the use of the individual or entity to whom they are addressed.
> If you have received this email in error please notify the system manager.
> This message contains confidential information and is intended only for
> the individual named. If you are not the named addressee you should not
> disseminate, distribute or copy this e-mail. Please notify the sender
> immediately by e-mail if you have received this e-mail by mistake and
> delete this e-mail from your system. If you are not the intended recipient
> you are notified that disclosing, copying, distributing or taking any
> action in reliance on the contents of this information is strictly
> prohibited.
>
>
>
Message 41
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--> Zenith-List message posted by: "Michael Valentine" <mgvalentine@gmail.com>
I was just searching for more enginge info a couple weeks ago and
discovered the Ecofly engine - http://www.ecofly.de/english.htm -
based on the 3 cylinder engine used in Smart Cars (Mercedes, I
believe). I asked if anyone was importing them or had used the larger
engine in a 601XL. Below is the response from the contact person (if
anyone wants to see the pictures - let me know and I will forward them
- it is the 80hp engine in an HD or HDS):
-------------
Hello Mr. Valente,
Im sorry but until now we didnt sell any engine into the US. The
reason for this is the rigorous liability law in the States. But
sooner or later we will enter the US-market, because there is a great
potential for us. We are searching for an adequat dealer there. When
we found one, you will see it on our website.
To your second question: There is one customer here in Germany who has
got a Zodiak and who is installing a Smart gasoline engine with 82hp.
His e-mail adress is: HirschBE@aol.com (I hope it didnt change)
Also you can see some pictures of the Zodiak in the attachement.
With best regards
Tarek Al-Reda
Ecofly
----- Original Message ----- From: "Michael Valentine" <mgvalentine@comcast.net>
Sent: Thursday, May 18, 2006 2:41 AM
Subject: Ecofly in US?
Hello,
I just wanted to see if anyone is attempting to import any Ecofly
engines into the U.S.? Also, do you know if anyone has tried to put
one of your engines (75KW) in a Zenith CH601XL?
----------------
Michael Valentine
Message 42
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--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
Search the archives, there was some traffic on this a few weeks ago. There
are three pictures of a 601HD/HDS on the Zenith list with this engine in it.
http://www.zenithair.com/zodiac/6-photo4.html, three pictures at the bottom
of the page.
-- Craig
Message 43
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--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
All-
The cordless drill that my wife paid way too much for a Christmas =
present many years ago died tonight. Miserable POS only drilled around =
3000 holes and drove around 500 screws.
No one has a replacement on sale other than HF. 18v with 2 batteries =
for less than $30. Didn't want to buy Chinese, then I looked at the =
labels on my Sears. You guessed it.
Anyone know where to buy the best Chinese? (Other than Won Chung =
Los)
Bill
Message 44
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|
| Subject: | Re: Ecofly Engines |
--> Zenith-List message posted by: "Michael Valentine" <mgvalentine@gmail.com>
Sorry - Craig is right. I forgot the reason that the reason I went
looking last week was because of the discussion on this forum. The
pics that were sent were the same as listed on the site. I just
wanted to learn more about the engine and see if any were coming to
the U.S. Obviously, the email I posted was the response.
Michael
do not archive
On 6/2/06, Craig Payne <craig@craigandjean.com> wrote:
> --> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
>
> Search the archives, there was some traffic on this a few weeks ago. There
> are three pictures of a 601HD/HDS on the Zenith list with this engine in it.
>
> http://www.zenithair.com/zodiac/6-photo4.html, three pictures at the bottom
> of the page.
>
> -- Craig
>
>
Message 45
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|
| Subject: | Feedback Requested on Buying Used Zenith A/C - Kitplanes |
Magazine Article
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Hey Cory...Well as my airplane is now also for sale I guess I can get my
same airplane in the mag twice in two episodes...Is that a record?...:)
Cheers
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Cory
Emberson
Sent: Friday, June 02, 2006 11:13 AM
Subject: Zenith-List: Feedback Requested on Buying Used Zenith A/C -
Kitplanes Magazine Article
--> Zenith-List message posted by: Cory Emberson
--> <bootless@earthlink.net>
Hello everyone,
I'm gathering information for the second of a series of articles on
buying used homebuilt aircraft, and this installment will cover the
Zenith series. If anyone has had experience in buying or selling a
previously-owned Zenith, I would love to hear from you.
Some items I'm looking for: What are the absolute must-have/must-see
features when buying? How do you conduct the pre-buy inspection? What
must you look for specifically on a Zenith versus any other aircraft?
Also, I'd like to speak to anyone who has experience in performing
pre-buys on the Zenith line. (I'll be calling Sebastian a little bit
later.)
This will be a comprehensive guide, covering as much as we possibly can.
I look forward to hearing from you - please feel free to contact me
off-line at the following email address (formatted for anti-spam):
bootless (at) earthlink (dot) net
Thanks!
Cory Emberson
Contributing Editor
Kitplanes Magazine
Message 46
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|
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
I bought a reconditioned Skill C/D from HF..it was total junk.
About the cheapest decent quality drill with a smart charger (switches
off so you don't cook the battery) was the Paanasonic...A green and
black thing with space age styling.
The 12V is pretty compact and came with a 12V flashlight (which really
is very useful believ it or not). Has a two speed gearbox for hi torque
driving of screws.
Built half an RV with it and for $80 (from Jerry's) its been really
great.
Frank
601 HDS, 400 hours, sport pilot compliant for sale!
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Bill Naumuk
Sent: Friday, June 02, 2006 7:05 PM
Subject: Zenith-List: Cordless Drill
--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
All-
The cordless drill that my wife paid way too much for a Christmas =
present many years ago died tonight. Miserable POS only drilled around =
3000 holes and drove around 500 screws.
No one has a replacement on sale other than HF. 18v with 2 batteries
= for less than $30. Didn't want to buy Chinese, then I looked at the =
labels on my Sears. You guessed it.
Anyone know where to buy the best Chinese? (Other than Won Chung =
Los)
Bill
Message 47
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|
| Subject: | Feedback Requested on Buying Used Zenith A/C - Kitplanes |
Magazine Article
--> Zenith-List message posted by: "Cory Emberson" <bootless@earthlink.net>
Hi Frank!
Nice to hear from you! For sale, now, eh? Did you get a hold of the
Kitplanes editorial calendar, by any chance? <GRIN>
I would like to hear about your experiences with potential buyers, and what
you've done to prepare it for sale. About to get some sleep now, though. :-)
Best, Cory
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Hinde, Frank
George (Corvallis)
Sent: Friday, June 02, 2006 9:24 PM
Subject: RE: Zenith-List: Feedback Requested on Buying Used Zenith A/C -
Kitplanes Magazine Article
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
--> <frank.hinde@hp.com>
Hey Cory...Well as my airplane is now also for sale I guess I can get my
same airplane in the mag twice in two episodes...Is that a record?...:)
Cheers
Frank
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Cory Emberson
Sent: Friday, June 02, 2006 11:13 AM
Subject: Zenith-List: Feedback Requested on Buying Used Zenith A/C -
Kitplanes Magazine Article
--> Zenith-List message posted by: Cory Emberson
--> <bootless@earthlink.net>
Hello everyone,
I'm gathering information for the second of a series of articles on buying
used homebuilt aircraft, and this installment will cover the Zenith series.
If anyone has had experience in buying or selling a previously-owned Zenith,
I would love to hear from you.
Some items I'm looking for: What are the absolute must-have/must-see
features when buying? How do you conduct the pre-buy inspection? What must
you look for specifically on a Zenith versus any other aircraft?
Also, I'd like to speak to anyone who has experience in performing pre-buys
on the Zenith line. (I'll be calling Sebastian a little bit
later.)
This will be a comprehensive guide, covering as much as we possibly can.
I look forward to hearing from you - please feel free to contact me off-line
at the following email address (formatted for anti-spam):
bootless (at) earthlink (dot) net
Thanks!
Cory Emberson
Contributing Editor
Kitplanes Magazine
Message 48
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--> Zenith-List message posted by: "Craig Payne" <craig@craigandjean.com>
I was reading through the Ecofly/Smart engine's manual and found this:
<quote>
3. Operating limits"
...
Note that the engine in completely unsuited for aerobatic manoeuvres! Do not
conduct stall exercises!
<end quote>
Surely they mean "spin exercises"? Otherwise isn't that a rather severe
restriction?
-- Craig
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