Today's Message Index:
----------------------
1. 03:11 AM - Re: Spring Gear Material Resources (Monty Graves)
2. 05:22 AM - Re: Engineering or Voodoo? (Edward Moody II)
3. 05:24 AM - Re: Reality check complete (Robin Bellach)
4. 05:30 AM - Re: Engineering or Voodoo? (Jaybannist@cs.com)
5. 05:38 AM - Re: 701 or 801 door latches (n801bh@netzero.com)
6. 06:01 AM - Re: Spring Gear Material Resources (Cliff Martin)
7. 07:06 AM - Re: Reality check complete (Larry Winger)
8. 07:06 AM - Re: Engineering or Voodoo? ()
9. 08:06 AM - Re: 601xl quick build kit (David Barth)
10. 08:18 AM - Re: COPA Convention/Aviation Expo? (David Barth)
11. 08:25 AM - Re: Reality check complete (Robin Bellach)
12. 08:33 AM - Re: making my metal brake (Ron Culver)
13. 09:56 AM - Re: Paint overspary (Bill Mileski)
14. 09:56 AM - Re: COPA Convention/Aviation Expo? and Hot weather performance (Michel Therrien)
15. 10:02 AM - Fw: 601 XL Wheel Pants (JAPhillipsGA@AOL.COM)
16. 10:02 AM - Re: Spring Gear Material Resources (Tom and Bren Henderson)
17. 10:23 AM - 601XL Wheel Pants Con't (JAPhillipsGA@aol.com)
18. 10:45 AM - Re: Re: Paint overspary (=?ISO-8859-1?Q?J=F3hann_Gestur?=)
19. 10:50 AM - Interim plane (Robert Schoenberger)
20. 11:40 AM - Re: 601XL Wheel Pants Con't (jim)
21. 12:11 PM - Re: COPA Convention/Aviation Expo? and Hot weather performance (KOBO)
22. 02:14 PM - Lycoming Thunderbolt Engines (Delamarter, Jon)
23. 02:29 PM - Re: Reality check complete (Larry Winger)
24. 04:34 PM - Extra 601 XL Parts (Tom and Bren Henderson)
25. 04:42 PM - Finished with empanage ! (Hudsonmusic1@aol.com)
26. 04:49 PM - Re: Re: Zenith Aircraft at Lockhaven ()
27. 04:54 PM - Re: Re: Zenith Aircraft at Lockhaven ()
28. 05:15 PM - Re: Lycoming Thunderbolt Engines (Afterfxllc@AOL.COM)
29. 05:41 PM - Re: Lycoming Thunderbolt Engines (Clyde Barcus)
30. 06:25 PM - Draft Questionnaire (Bill Naumuk)
31. 10:29 PM - Re: Lycoming Thunderbolt Engines ()
32. 10:48 PM - Re: Lycoming Thunderbolt Engines (Dave Ruddiman)
Message 1
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| Subject: | Re: Spring Gear Material Resources |
--> Zenith-List message posted by: Monty Graves <mgraves@usmo.com>
Tom or anyone else got pictures of .750 thick spring gear being
formed? How big a press machine and dies we talking about here?
What type of machine shop would have this equipment? And how long would
it take them to set it up just to bend one gear leg.?
Monty Graves.
At 06:16 PM 6/1/2006 -0700, you wrote:
>--> Zenith-List message posted by: Tom and Bren Henderson
><admin@arachnidrobotics.com>
>
> Anyone still looking for material for 601XL main gear might do well
> to contact the following. We do a lot of business with these guys, so I
> don't know what sort of discount is afforded us. One-Time orders
> shouldn't be too much more. Both companies are in Portland, Oregon.
>
>
>Reliance Metals (800-759-5990): .750 X 7.75 X 97.000 6061-T6 (cut from
>plate) $308.00
>
>Copper and Brass Sales (800-926-2600): .750 X 8.000 X 144.000 6061-T6
>Barstock $235
>
>
Message 2
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| Subject: | Re: Engineering or Voodoo? |
--> Zenith-List message posted by: "Edward Moody II" <dredmoody@cox.net>
I found that you have to trim at least the corners of the shield to get it
in place through the hole once the light bracket/channel is in place. Heat
is not a problem as long as you don't get carried away with it. Trouble is,
by the time you figure out that you got carried away with it, it is too
late. Just get it to feel warm to the touch and it will be okay. Remove the
protective layer before heating. Since the protection will be gone, you need
to almost polish the edges of the cutout before dragging the lens past it.
I just finished doing that assembly myself so it is all fresh in mind.
Ed Moody II
Rayne, LA
601XL / wings
> Listers - need some help again - on the Landing Lights.
>
> The acrylic shield is approx. 280mm wide. The opening is 235mm wide.
> The guide says slide it toward the rib and then slide it back toward
> the riblet. I'm 95% sure that it is not physically possible to do
> with the lens unit installed.
>
> Do I not understand physics or do I lack Voodoo powers?
>
> Also, related question - the shield is not quite flush with the nose
> curve. Any reason I can't heat it a bit to make it fit?
Message 3
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| Subject: | Re: Reality check complete |
--> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
Larry,
If you are refering to the right rudder tube, 8.75 inches is the standard
position and there is room to move forward about 2 inches.
----- Original Message -----
> Until I see the plans for the forward position of the rudders, I won't
> know
> if I was flying the standard or forward rudder configuration. From the
> firewall back to the center of the horizontal tube on the floor, the
> distance was approximately 8.75 inches. If that is the standard position,
> I'm in great shape. If it is the forward position, it just means I'll
> have
> to work with the factory (and some of you) to get creative.
>
>
Message 4
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| Subject: | Re: Engineering or Voodoo? |
--> Zenith-List message posted by: Jaybannist@cs.com
Michael, My setup must be the same as yours, because I had to trim the side
edges of the lense, at angles, to get it lense into the opening. Mine does fit
the curvature of the wing leading edge, though. I have not made the final
installation because I want to be able to aim the lights after the wings are
attached to the fuselage. I am more than a little concerned about those sheet
metal screws that hold the lense in place. I'm hoping that Locktite will ease
my
concern.
Jay in Dallas, XL, working on fuselage
Do not archive
Message 5
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| Subject: | Re: 701 or 801 door latches |
--> Zenith-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Geez Gary,,,, I feel your pain.... Wait, thats my pain from all the lumps in my
head from the "falling door....
do not archive
<gary@liming.org> wrote:
--> Zenith-List message posted by: Gary Liming <gary@liming.org>
Has anyone used or designed a better latch (more positive locking) to
support the doors against the wing when held open? I know about
using a small bolt to squeeze the nylon latch from the kit (doesn't
always work,) as well as Vince Butner's mod to support the doors with
gas operated struts (taken from a small Ford hatchback, I think. -
too heavy and they get in the way sometimes)
I am just looking for something simple and light that will positively
prevent them from falling at an inopportune time.
TIA,
Gary L.
Message 6
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| Subject: | Re: Spring Gear Material Resources |
--> Zenith-List message posted by: "Cliff Martin" <southriverent@rockbridge.net>
"What type of machine shop would have this equipment? And how long would
> it take them to set it up just to bend one gear leg.?"
Monty,
It would take about a 100 ton press, but more importantly, it would require
the proper top and bottom dies to maintain the necessary radius to prevent
cracking of the material.
Cliff
Message 7
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| Subject: | Re: Reality check complete |
--> Zenith-List message posted by: "Larry Winger" <larrywinger@gmail.com>
I'm speaking about the floor mounted tube that runs parallel to the
firewall, that serves as the fulcrum for the aft to fore action of the
rudders. If we're talking about the same thing, that is very good news for
me.
Thanks,
Larry
On 6/22/06, Robin Bellach <601zv@ritternet.com> wrote:
>
> --> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
>
> Larry,
> If you are refering to the right rudder tube, 8.75 inches is the standard
> position and there is room to move forward about 2 inches.
>
> ----- Original Message -----
>
> > Until I see the plans for the forward position of the rudders, I won't
> > know
> > if I was flying the standard or forward rudder configuration. From the
> > firewall back to the center of the horizontal tube on the floor, the
> > distance was approximately 8.75 inches. If that is the standard
> position,
> > I'm in great shape. If it is the forward position, it just means I'll
> > have
> > to work with the factory (and some of you) to get creative.
> >
> >
>
>
Message 8
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| Subject: | Re: Engineering or Voodoo? |
--> Zenith-List message posted by: <dredmoody@cox.net>
Guys, I too was insecure about the sheet metal screws holding the lens in place,
particularly once they have been removed to replace or aim a bulb a few times.
I opted to use the aluminum strips but installed four K-1000-6 platenuts along
the top and four along the bottom edge. I dimpled the skin then used a spin deburring
tool to countersink the plastic lens. I used flush solid -3-4 rivets set
with a squeezer to hold lens, aluminum backing strip, and platenuts together.
I ordered some #6-32 stainless flathead screws from BoltDepot.com because they
were available with an Allen socket head..... no stripped Phillips screws
to gripe me.
With that arrangement, the lens can be placed and removed an ifinite number of
times without any serious hassle. I also deleted the little nose "riblet" and
replaced it with some standard angle facing aft instead. Now when the lens is
removed, the opening serves as an access port to the inside of the wingtip. On
the other wing, I'll make a conventional access port on the underside of the
nose skin.
Ed Moody II
Rayne, LA
601XL / wings
---- Jaybannist@cs.com wrote:
>
I am more than a little concerned about those sheet
> metal screws that hold the lense in place. I'm hoping that Locktite will ease
my
> concern.
Message 9
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| Subject: | Re: 601xl quick build kit |
--> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
hi Mike.
The Flightcrafters guys in Florida are selling the 601
XL QBKs and are also offering to bring a regular 701
kit to Quick Build Kit status for customers.
Flightcrafters has a new company for Zenith Sales and
Build assistance called Zenith Distributing LLC
The 701 brought up to QBK status (still 49% rule ) is
something CAN-ZAC Aviation in Canada will also be
offering in the near future.
Check it out at
http://www.zenithdistributing.com/ch701fastbuild.html
David
--- Michial Pedri <pedfly60@yahoo.com> wrote:
> --> Zenith-List message posted by: Michial Pedri
> <pedfly60@yahoo.com>
>
> Just curious if anyone knows anyone who has
> purchased the quick build kit and started building?
> I am very interested in the quick build kit and the
> difficulty with construction as I am a first time
> builder with no prior building experience of any
> kind.
>
> Also has zenith mentioned offering a 701 quick
> build kit in the near future?
> Any help or advice would be greatly appreciated.
> Thank you, Mike Pedri, Beckley WV
>
>
> ---------------------------------
> How low will we go? Check out Yahoo! Messengers low
> PC-to-Phone call rates.
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?Zenith-List
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
David Barth
601 XL Plansbuilder 15% done?
Working on Wings
www.ch601.org
__________________________________________________
Message 10
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| Subject: | Re: COPA Convention/Aviation Expo? |
--> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
Hi Michel
Mark Townsend and I will be there all weekend with
Mark's scratchbuilt 601 XL at the CAN-ZAC Aviation
booth representaing Zenith/Zenair. His plane is really
getting close to done now and it is getting exciting
seeing the progress. Won't have the wings but you
will see the interior and instrument panel as well as
the corvair conversion without the cowl.
Al Etherington will be watching things for us there
for a part of Friday as well.
Hope to see you there. Are you flying in?
David
--- Michel Therrien <mtherr@yahoo.com> wrote:
> --> Zenith-List message posted by: Michel Therrien
> <mtherr@yahoo.com>
>
> Anybody going to Oshawa this weekend? Some of us
> are
> considering it. Final decision on Thursday evening.
> :-)
>
> Michel
> do not archive
>
David Barth
601 XL Plansbuilder 15% done?
Working on Wings
www.ch601.org
__________________________________________________
Message 11
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| Subject: | Re: Reality check complete |
--> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
Larry, there are two such tubes, offset from each other about 1-1/2 inches,
one for left rudder pedals, and one for right rudder pedals. If you measured
the one on the right side of the cockpit for the right pedals, it is
standard location, but if you measured the left one at 8-3/4 they would be
already close to the max forward position.
----- Original Message -----
Sent: Thursday, June 22, 2006 9:02 AM
> --> Zenith-List message posted by: "Larry Winger" <larrywinger@gmail.com>
>
> I'm speaking about the floor mounted tube that runs parallel to the
> firewall, that serves as the fulcrum for the aft to fore action of the
> rudders. If we're talking about the same thing, that is very good news
> for
> me.
>
> Thanks,
> Larry
>
>
> On 6/22/06, Robin Bellach <601zv@ritternet.com> wrote:
>>
>> --> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
>>
>> Larry,
>> If you are refering to the right rudder tube, 8.75 inches is the standard
>> position and there is room to move forward about 2 inches.
>>
>> ----- Original Message -----
>>
>> > Until I see the plans for the forward position of the rudders, I won't
>> > know
>> > if I was flying the standard or forward rudder configuration. From the
>> > firewall back to the center of the horizontal tube on the floor, the
>> > distance was approximately 8.75 inches. If that is the standard
>> position,
>> > I'm in great shape. If it is the forward position, it just means I'll
>> > have
>> > to work with the factory (and some of you) to get creative.
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Zenith-List
> http://wiki.matronics.com
>
>
>
Message 12
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| Subject: | Re: making my metal brake |
--> Zenith-List message posted by: "Ron Culver" <rculver@nycap.rr.com>
Hi Bruce I am "flying" by the seat of my pants"( pun intended?) but I am
using the the basic ideas from the builders site:
http://www3.sympatico.ca/murray.j/tools.htm
I also made the dimpling or riveter found at:
http://www.ch601.org/tools/dimpler/dimpler.htm
That turned out just about as well as anything I ever did .It was easy to
follow the directions and the materials were readily available locally and
the savings considerable and it works very well..
Best,
Ron
----- Original Message -----
Sent: Thursday, June 22, 2006 7:53 AM
Hi Ron:
Do you have a link to the plans for your brake? Or for making any other
tools?
PLease reply off list also or I might not see your post.
Thanks!
Bruce
Message 13
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| Subject: | RE: Paint overspary |
--> Zenith-List message posted by: Bill Mileski <mileski@sonalysts.com>
The type of paint you have on your plane, and how cured it is, is
important. I have some experience with Imron, and I have been able to
use very powerful solvents on it, with no effect. Hopefully the
overspray went on kind of dry and adhesion is minimal.
Best of luck,
Bill Mileski
701 5 hours
Message 14
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| Subject: | Re: COPA Convention/Aviation Expo? and Hot weather performance |
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
We are a group of 5 or 6 aircrafts, including 3
CH601's planning to go there tomorrow. It looks bad
for my friends though as rain and thunderstorm is
forecasted in their area for 2morrow am (they live 150
km from me and weather is not the same there). Worst
case, I'd go by myself with my son.
We plan on stretching, pe.ing ;-) and fueling at
Brockville and Keene where they have mogas.
We plan on camping under the wing (or besides it in a
tent!).
I look forward to see you there.
No-one else coming from this list?
This said, here is another topic...
Last week, I flew from Beloeil to Ottawa Carp for the
Ottawa air show (the Snowbird performance was great!).
Weather was hot and humid (32 degrees C). I pushed
my 601 at 4650 rpm (normally, I cruise at 4450), 80
mph IAS, 65kt GS, nose high all the way, poor climb
rate, etc. How do you guys living in hot areas fly?
During nicer days, I normally fly at 4400-4500 rpm,
95-100 mph, 500-900 fpm climb.
I have to say that my 601-HD was loaded to a bit more
than 1300 lbs on departure from Beloeil.
Coming back was a more fun ride with a 46kt tail wind
at an altitude of 5500 feet :-)
Michel :)
do not archive
--- David Barth <davids601xl@yahoo.com> wrote:
> --> Zenith-List message posted by: David Barth
> <davids601xl@yahoo.com>
>
> Hi Michel
> Mark Townsend and I will be there all weekend with
> Mark's scratchbuilt 601 XL at the CAN-ZAC Aviation
> booth representaing Zenith/Zenair. His plane is
> really
> getting close to done now and it is getting exciting
> seeing the progress. Won't have the wings but you
> will see the interior and instrument panel as well
> as
> the corvair conversion without the cowl.
>
> Al Etherington will be watching things for us there
> for a part of Friday as well.
>
> Hope to see you there. Are you flying in?
>
> David
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________________________
Message 15
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| Subject: | 601 XL Wheel Pants |
Return-path: <JAPhillipsGA@aol.com>
Full-name: JAPhillipsGA
MIME-Version: 1.0
Content-Type: multipart/alternative; boundary="part2_48e.3563821.31cb3855_boundary"
X-Mailer: 8.0 for Windows sub 6811
--part2_48e.3563821.31cb3855_boundary
Content-Type: text/plain; charset="US-ASCII"
Content-Transfer-Encoding: 7bit
Content-Disposition: inline
Dave, these pants are the much maligned, but very functional and highly
efficient old style. I will provide them to the first lucky purchaser for exactly
one half what they would cost you new. Further, I will throw in the many long
hours of labor expended in trimming them to fit the XL perfectly, the shinny
white and flawless paint and the extra strong boxes they are shipped in. And if
you order now, I will include with your order at no charge the revolutionary
custom fitted air stem covers that make the chore of regularly airing up those
pesky tires to a safe pressure a real snap. Yes, for the remarkable one half
price sale you can own the finest wheel pants I can offer. Call now and
shipping is only half price, Brought to you from the facilities of Bill of Georgia
--part2_48e.3563821.31cb3855_boundary--
Message 16
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| Subject: | Re: Spring Gear Material Resources |
--> Zenith-List message posted by: Tom and Bren Henderson <admin@arachnidrobotics.com>
We have a 140 ton brake here, but I opted to use our old 35 ton machine because
it lent itself more to the modified dies I made. You're right, you do need
the correct dies, but there is no sense in spending $3500 to buy them. I MacGyver'ed
a nice punch and die using a laser cut profile welded together and
buffed smooth.
We definitely don't want to 'coin' the 6061 gear legs, which would require
the 100 tons mentioned below. Using an overly large die and the correct radius
punch, the angles noted on the plans can be achieved using less than 35 tons.
That's the easy part.
The more difficult aspect of bending your own gear is getting the bends square
to the machine. No, REALLY square. You'll be using an awful lot of shims
when you add the wheels to set the correct camber and toe-in/out if you're not
careful at the brake.
Providing one is carefull with the alignment, uses the correct radius punch
and correct size die, and takes their time, the gear could easily be formed in
your garage using a manual hydraulic jack. The quality of the bend would be
a direct reflection of the quality of the framework made to hold the jack and
dies. Purchase a small piece of 3/4" extrusion to test your setup before taking
the plunge and losing a lot of $.
Cliff Martin <southriverent@rockbridge.net> wrote: --> Zenith-List message posted
by: "Cliff Martin"
"What type of machine shop would have this equipment? And how long would
> it take them to set it up just to bend one gear leg.?"
Monty,
It would take about a 100 ton press, but more importantly, it would require
the proper top and bottom dies to maintain the necessary radius to prevent
cracking of the material.
Cliff
Message 17
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| Subject: | 601XL Wheel Pants Con't |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Thread Friends, in response to the dozen plus inquiries, these pants are the
maligned, but very functional and highly efficient pants previously vended by
Zenith. I will provide them to the first lucky purchaser for exactly one half
what they would cost you new. Further, I will throw in the many long hours of
labor expended in trimming them to fit the XL perfectly, the shinny white and
flawless paint and the extra strong boxes they are shipped in. And if you
order now, I will include with your order at no charge the revolutionary custom
fitted air stem covers that make the chore of regularly airing up those pesky
tires to a safe pressure a real snap. Yes, for the remarkable one half price
sale you can own the finest wheel pants I can offer. Call now and shipping is
only half price, Brought to you from the hanger of Bill of Georgia
do not archive
Message 18
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| Subject: | Re: RE: Paint overspary |
--> Zenith-List message posted by: =?ISO-8859-1?Q?J=F3hann_Gestur?= <joeing701@internet.is>
Bill Mileski wrote:
> --> Zenith-List message posted by: Bill Mileski <mileski@sonalysts.com>
>
> The type of paint you have on your plane, and how cured it is, is
> important. I have some experience with Imron, and I have been able to
> use very powerful solvents on it, with no effect. Hopefully the
> overspray went on kind of dry and adhesion is minimal.
> Best of luck,
>
> Bill Mileski
> 701 5 hours
>
Hello Bill.
Yes, I am also using Imron 500 and the paint is since last July. I am
not sure how dry the over spray paint was when it went on but it is
really stuck on there. I hope the clay will work. I will try it tomorrow.
Thanks,
Johann G.
Iceland.
Do not archive
Message 19
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--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
List . . . does anyone out there know of a very clean two place ultralite for sale
which I can buy and fly pending completion of my 701 which is taking a lot
longer than I expected. The hanger is done, but no plane to fly! I am sort
of partial to the Chinook Plus 2 out of Canada and the T-Bird II as they both
seem to have 701 characteristics (big tundra tires, slow and pokey, rugged, etc.
I am open to other suggestions regarding a mfgr., but I want something that
is proven like the Zenith craft.
Also, if any of you have flown these two craft, I would appreciate your impressions.
I am located in the Northeast (Rochester, NY), so I would need something within
a reasonable distance for shipping. Please excuse this slightly off Zenith
topic, but I need a fix. Please reply off list to Robert Schoenberger, hrs1@frontiernet.net.
Thanks muchly. Do not archive
Message 20
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| Subject: | Re: 601XL Wheel Pants Con't |
--> Zenith-List message posted by: "jim" <jim@pellien.com>
I'd be interested in knowing more about the air stem covers you mentioned. Where
can these be purchased?
Jim
Jim Pellien
Mid-Atlantic Sports Planes
Sky Bryce Airport - Basye, VA
www.MASPL.com
703-313-4818
Jim@Pellien.com
---------- Original Message ----------------------------------
>--> Zenith-List message posted by: JAPhillipsGA@aol.com
>
>Thread Friends, in response to the dozen plus inquiries, these pants are the
>maligned, but very functional and highly efficient pants previously vended by
>Zenith. I will provide them to the first lucky purchaser for exactly one half
>what they would cost you new. Further, I will throw in the many long hours of
>labor expended in trimming them to fit the XL perfectly, the shinny white and
>flawless paint and the extra strong boxes they are shipped in. And if you
>order now, I will include with your order at no charge the revolutionary custom
>fitted air stem covers that make the chore of regularly airing up those pesky
>tires to a safe pressure a real snap. Yes, for the remarkable one half price
>sale you can own the finest wheel pants I can offer. Call now and shipping is
>only half price, Brought to you from the hanger of Bill of Georgia
>do not archive
>
>
>
>
>
>
>
________________________________________________________________
Sent via the WebMail system at mail.pellien.com
Message 21
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| Subject: | COPA Convention/Aviation Expo? and Hot weather performance |
--> Zenith-List message posted by: "KOBO" <kobo1@cyberbeach.net>
Michel, David, list
I will be driving down with my son, leaving my CH200 at home since I
have to be back later that night to work Saturday. I will stop in at
CanZac aviation and will be wearing a Zenith cap.
Michael Kolbasovsky
\Sudbury, GCUD
-----Original Message-----
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Michel
Therrien
Sent: June 22, 2006 12:55 PM
performance
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
We are a group of 5 or 6 aircrafts, including 3
CH601's planning to go there tomorrow. It looks bad
for my friends though as rain and thunderstorm is
forecasted in their area for 2morrow am (they live 150
km from me and weather is not the same there). Worst
case, I'd go by myself with my son.
We plan on stretching, pe.ing ;-) and fueling at
Brockville and Keene where they have mogas.
We plan on camping under the wing (or besides it in a
tent!).
I look forward to see you there.
No-one else coming from this list?
This said, here is another topic...
Last week, I flew from Beloeil to Ottawa Carp for the
Ottawa air show (the Snowbird performance was great!).
Weather was hot and humid (32 degrees C). I pushed
my 601 at 4650 rpm (normally, I cruise at 4450), 80
mph IAS, 65kt GS, nose high all the way, poor climb
rate, etc. How do you guys living in hot areas fly?
During nicer days, I normally fly at 4400-4500 rpm,
95-100 mph, 500-900 fpm climb.
I have to say that my 601-HD was loaded to a bit more
than 1300 lbs on departure from Beloeil.
Coming back was a more fun ride with a 46kt tail wind
at an altitude of 5500 feet :-)
Michel :)
do not archive
--- David Barth <davids601xl@yahoo.com> wrote:
> --> Zenith-List message posted by: David Barth
> <davids601xl@yahoo.com>
>
> Hi Michel
> Mark Townsend and I will be there all weekend with
> Mark's scratchbuilt 601 XL at the CAN-ZAC Aviation
> booth representaing Zenith/Zenair. His plane is
> really
> getting close to done now and it is getting exciting
> seeing the progress. Won't have the wings but you
> will see the interior and instrument panel as well
> as
> the corvair conversion without the cowl.
>
> Al Etherington will be watching things for us there
> for a part of Friday as well.
>
> Hope to see you there. Are you flying in?
>
> David
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________________________
Message 22
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| Subject: | Lycoming Thunderbolt Engines |
--> Zenith-List message posted by: "Delamarter, Jon" <JDelamarter@lycoming.textron.com>
To All:
I am new to the Matronics email list and would like to introduce myself. My
name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft
maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been
married for more than my adult life (since 19) and have the world's most
wonderful wife and the 4 most beautiful and intelligent daughters that God
ever created. (My dog's pretty smart too.) I have about 50 hours of dual
in my logbook but have not soloed due to a disagreement between me and Uncle
Sam regarding my medical. As a certified airplane freak and airport bum, I
might just hold some sort of record for "Most Types Flown Before Solo." I
am particularly proud of the fact that I have T-6 aerobatic instruction on
the first page of my logbook! My professional aviation career began upon
graduation from Spartan on December 17, 1999. In the short 6 years since,
I have enjoyed an unbelievably rewarding life. With the blessings of loving
family support, an excellent education, and an absolute dedication to
excellence, I have experienced career satisfaction and growth that I could
not have imagined. If you love this business, it will be good to you! If
you don't love it, get out. If I have learned one thing thus far, it is
this: It's always about the people! I have no idea how many of you will
read this email, but I want you to know something. You aviation folks are
my family. I am proud and humbled to be part of you.
Having said all that, and at the risk of sounding crassly commercial, I'd
love to tell you folks about what I'm doing now. As of February 1st of this
year, it has been my privilege to serve as manager of Lycoming's brand-new
experimental hot-rod shop, Thunderbolt Engines. As you know, the absence of
Lycoming's direct participation in the past has not prevented the dominance
of our brand in the experimental market. We owe this not only to those
designers who build their aircraft around our engine, but also and perhaps
even more so, to the inherent reliability and simplicity of our engines.
The bottom line is that, although many of you are willing to experiment with
different aircraft designs and construction techniques, few have the desire
to step away from the known quantity of a Lycoming engine.
In recognition of this fact, Lycoming began a journey down a new road last
year with the introduction of the kit program. This program is responsible
for the influx of new experimental Lycoming based engines being sold by 6
shops across the country. With this move, Lycoming formally acknowledged
the credibility of the custom engine for the common man.
On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
public the next step in its journey by unveiling Thunderbolt Engines.
Thunderbolt Engines exists to provide homebuilders, race pilots, and
competition aerobatic pilots with a factory engineered, factory built,
factory supported, factory guaranteed custom engine. In the brief span of
time since the announcement, we have been pleased to learn that the first
reaction from most of our customers upon learning about Thunderbolt Engines
is shock followed immediately by excitement. The most common comments have
been something like, "I'm so glad you guys are finally doing this. I've
been waiting a long time and really didn't expect it to happen." After
recovering from their initial surprise, many builders have eagerly shared
their ideas and concepts for customizing our engines. There are a
significant number of builders who are willing to pay a fair price for a
factory experimental engine. This core group understands the importance of
supporting the customization process with proper and adequate engineering,
quality, assembly, and testing protocol. Thunderbolt Engines is housed in
the ATC (Advanced Technology Center) here at Lycoming. The ATC is still
under development and will eventually consist of four build cells, static
display areas, an aircraft integration laboratory, a customer/employee
training facility, and offices. Once completed, the ATC will be available
to you for tours and training. We are currently operational and are
delivering engines. The intent is to construct a state-of-the-art facility
that will demonstrate our commitment to CDTA, Customer Driven Technological
Advancement. In plain English, we are creating, through the ATC, a
knowledge pool. We encourage you to challenge us with your requests and
ideas. We are discovering that many of our customers know a lot about our
product. Through our involvement in the kit program, we have developed
relationships with individuals and companies that have successfully and
responsibly modified our engines for many years. Through our customer
satisfaction surveys, we are gaining accurate, real-time Voice of the
Customer (VOC) data. We have gained experience and customer exposure
through our support of Reno racing and competition aerobatics. In addition,
Lycoming has made significant additions to its engineering staff. These
folks come from various backgrounds and bring fresh perspective and skills
to the table. By leveraging the data gathered from all these resources,
(customers, kit shops, customer surveys, racing/aerobatics, engineering,
etc.), we are building the knowledge pool. This data not only accelerates
our development technically, it also allows us to focus on developing those
products that best fulfill the needs of the customer.
The development of a Thunderbolt engine begins and ends with the Voice of
the Customer. Many builders call us requesting pricing for a specific
engine. While we certainly provide that information, we also attempt to
glean as much information as possible regarding specific aircraft
application and desired performance. From that data, we are frequently able
to provide the builder with several options, some of which they may not have
known existed. Through this process, we accomplish two things. First, we
match the builder with a custom solution that best accomplishes their stated
goal. Secondly, and equally important, we demonstrate our commitment to the
customer's best interests, rather than pushing a particular product. Our
customers have expressed a great deal of satisfaction with this process and
have been quick to differentiate us from the competition in this regard.
Thunderbolt Engines are currently segregated into three series: Signature,
Extreme, and Competition. A Thunderbolt Signature Series Engine is
differentiated from a certified, production engine in several ways. Like
all Thunderbolt Engines, Signature Series engines are constructed in
dedicated build cells by two man teams. In addition to being team built,
Signature engines are internally balanced and will be configured to the
customer's exact specifications. Items that may be customized range from
major configuration changes such as crankcase or crankshaft to fuel systems,
ignition systems, sumps, induction components, and turbocharging. Customers
will also choose from appearance options such as engine color(s), chrome,
etc. Billet aluminum components such as the prototype rocker covers
displayed at Sun-'n-Fun are in development but not yet online.
Representative of this series would be the engine built last year for Mike
Melville, the world's first civilian astronaut. This engine was an
O-360-A4M configured for updraft cooling and incorporating an experimental
Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
Signature Series engines will receive a 2-year warranty. This is a real
warranty with real value.
Thunderbolt Extreme Series engines incorporate all the features of the
Signature Series and continue to the next level in terms of performance
upgrades. These items may consist of mildly increased compression ratio or
boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
Series engines will receive a reduced warranty, due to the expected types of
operational dynamics.
Thunderbolt Competition Series engines incorporate all the features of the
Signature and Extreme Series and continue to the maximum level of
performance. These upgrades may consist of dramatically increased
compression ratio or boost levels, water injection, and/or other yet to be
defined upgrades. Representative of this group would be the engines built
for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
representative of this group would be the engine we just shipped to Extra
for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
very special cylinders, pistons, and sparkplugs. Once fully broken in, we
are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
reports unbelievable climb from an extremely smooth-running engine.
Competition Series engines will be limited to highly experienced pilots and
will require a signed agreement from the customer limiting his right to sell
or change ownership of the engine. Any such change would require Lycoming's
approval. The purpose of this constraint is to prevent the sale of a 340hp
AEIO-580 to a 40hr. Cessna driver! These engines are all out performance
machines, have no representation of reliability, and carry no warranty.
Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32
years of age, I am smart enough to know that I'm still wet behind the ears!
I do not pretend to know everything there is to know about aircraft engines.
However, I absolutely believe in Lycoming Engines and stand ready to support
you in any way possible. I am here to serve as the conduit between you, the
builder, and the full support of Lycoming's able staff of engineers,
technicians, and support personnel. I want you to know that I share your
enthusiasm for our sport and that I hope for the opportunity to speak to
each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by or
contact me with your questions and ideas. I will make every attempt to
answer your inquiry personally and in a timely fashion.
Sincerely,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
Message 23
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| Subject: | Re: Reality check complete |
--> Zenith-List message posted by: "Larry Winger" <larrywinger@gmail.com>
I was measuring on the left side. Thanks for clarifying.
Larry
On 6/22/06, Robin Bellach <601zv@ritternet.com> wrote:
>
> --> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com>
>
> Larry, there are two such tubes, offset from each other about 1-1/2
> inches,
> one for left rudder pedals, and one for right rudder pedals. If you
> measured
> the one on the right side of the cockpit for the right pedals, it is
> standard location, but if you measured the left one at 8-3/4 they would be
> already close to the max forward position.
>
> ----- Original Message -----
> Sent: Thursday, June 22, 2006 9:02 AM
>
>
> > --> Zenith-List message posted by: "Larry Winger" <larrywinger@gmail.com
> >
> >
> > I'm speaking about the floor mounted tube that runs parallel to the
> > firewall, that serves as the fulcrum for the aft to fore action of the
> > rudders. If we're talking about the same thing, that is very good news
> > for
> > me.
> >
> > Thanks,
> > Larry
> >
> >
> > On 6/22/06, Robin Bellach <601zv@ritternet.com> wrote:
> >>
> >> --> Zenith-List message posted by: "Robin Bellach" <601zv@ritternet.com
> >
> >>
> >> Larry,
> >> If you are refering to the right rudder tube, 8.75 inches is the
> standard
> >> position and there is room to move forward about 2 inches.
> >>
> >> ----- Original Message -----
> >>
> >> > Until I see the plans for the forward position of the rudders, I
> won't
> >> > know
> >> > if I was flying the standard or forward rudder configuration. From
> the
> >> > firewall back to the center of the horizontal tube on the floor, the
> >> > distance was approximately 8.75 inches. If that is the standard
> >> position,
> >> > I'm in great shape. If it is the forward position, it just means
> I'll
> >> > have
> >> > to work with the factory (and some of you) to get creative.
> >> >
> >> >
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >>
> >
> >
> >
> > http://www.matronics.com/Navigator?Zenith-List
> > http://wiki.matronics.com
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 24
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| Subject: | Extra 601 XL Parts |
--> Zenith-List message posted by: Tom and Bren Henderson <admin@arachnidrobotics.com>
As I near completion of my 601XL fuselage, I find myself with a garage full
of extra parts. They're not the proverbial leftover bolts, rather they're the
extra parts I fabricated while scratch building. You learn early on to laser
cut four of everything to avoid having to re-cut later. At any rate, the parts
are high quality CNC Punch or CNC Laser cut parts. Anything requiring forming,
has been formed.
I don't have an entire airframe, but I may be able to help out someone who's
just FUBAR'ed their part from the factory. Contact me off list with a request
and I'll tell you if I've got it. Pricing TBD (make me an offer).
Message 25
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|
| Subject: | Finished with empanage ! |
--> Zenith-List message posted by: Hudsonmusic1@aol.com
I just finished my empanage kit. It took me a total of 60 hours. Everything
but riveting on the wingtips, but they are clecoed on. The factory
instructions were OK but could use some going over. You sure have to read ahead
to keep
from messing something up. Now to save up for the wings.
Message 26
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|
| Subject: | Re: Zenith Aircraft at Lockhaven |
--> Zenith-List message posted by: <zman601xl@verizon.net>
--> Zenith-List message posted by: WAYNE BEATTIE <waynebeattie@optonline.net>
Hi Zman
So far I have gotten no commitments besides Jeff who says he will likely be
driving in.
I plan on arriving on Wednesday and staying through Saturday camping with my
airplane.
We had 7 Zodiacs last year. It would be nice to see at least that many this
year. I still think I will try to get a sew parking spots allocated to
Zeniths, but I don't think I can hold them if no one indicates they will be
flying in besides me. Last year almost every parking spot on the fly-in side
of the field was taken, so I couldn't plan on holding the spots if no one
comes by Thursday.
I look forward to seeing anyone that might fly/drive in. It is a really fun
event even if your airplane isn't cub yellow.
Wayne
Thanks for the info Wayne.
I guess I will try and make it next year.
Bob(zman)
----- Original Message -----
Sent: Saturday, June 17, 2006 10:24 PM
> --> Zenith-List message posted by: <zman601xl@verizon.net>
>
> Awhile back there was some talk asking if anyone was going to the get
> together at Lockhaven,Pa.I haven't heard any more about it.Anyone going?
>
> Do Not Archive
>
>
>
Message 27
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| Subject: | Re: Zenith Aircraft at Lockhaven |
--> Zenith-List message posted by: <zman601xl@verizon.net>
--> Zenith-List message posted by: "Jeff " <jeffrey_davidson@earthlink.net>
I plan to try to attend on Wednesday. I'll be trying to find Wayne and his
plane. For bad weather, I'll try again on Saturday. I'll be wearing a
Zenith T Shirt. Will probably be driving in.
Jeff Davidson
Do not archive
-----Original Message-----
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
zman601xl@verizon.net
Sent: Saturday, June 17, 2006 10:24 PM
--> Zenith-List message posted by: <zman601xl@verizon.net>
Awhile back there was some talk asking if anyone was going to the get
together at Lockhaven,Pa.I haven't heard any more about it.Anyone going?
Do Not Archive
Jeff,
Thanks for the reply.Guess I'll have to skip it this year,and try and get there
next year.Sounds like a good time!
Bob(zman)
Do not archive
Message 28
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| Subject: | Re: Lycoming Thunderbolt Engines |
--> Zenith-List message posted by: Afterfxllc@aol.com
I to love aviation and have since I was a kid....But the only way I'm going
to get my bird in the air is to look else where for a power plant. Sure I
would love to hang a brand new Lycoming on the front of my bird but then I would
be just like everyone else that would love to fly but can't afford to. I'm
sorry but my kit cost was 18,000.00 and with avionics I'm at 24 or 25 thousand.
I am putting a corvair conversion in front of me for another 3,000.00. I
think Lycoming should stick with certified aircraft or bring us a truly
experimental engine with a price tag to reflect the same or I feel you will be
left
behind in this market, others are at least coming up with alternatives
Lycoming is just giving us more of the same in a different colored box.
FWIW
Jeff
Message 29
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|
| Subject: | Re: Lycoming Thunderbolt Engines |
--> Zenith-List message posted by: "Clyde Barcus" <barcusc@comcast.net>
Well said! If money was no object I would be flying a new glass paneled
Grumman Tiger powered by Lycoming.
Clyde Barcus
601XL, Corvair Powered
Do Not Archive
----- Original Message -----
Sent: Thursday, June 22, 2006 8:13 PM
> --> Zenith-List message posted by: Afterfxllc@aol.com
>
> I to love aviation and have since I was a kid....But the only way I'm
> going
> to get my bird in the air is to look else where for a power plant. Sure I
> would love to hang a brand new Lycoming on the front of my bird but then I
> would
> be just like everyone else that would love to fly but can't afford to.
> I'm
> sorry but my kit cost was 18,000.00 and with avionics I'm at 24 or 25
> thousand.
> I am putting a corvair conversion in front of me for another 3,000.00. I
> think Lycoming should stick with certified aircraft or bring us a truly
> experimental engine with a price tag to reflect the same or I feel you
> will be left
> behind in this market, others are at least coming up with alternatives
> Lycoming is just giving us more of the same in a different colored box.
>
> FWIW
> Jeff
>
>
>
Message 30
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| Subject: | Draft Questionnaire |
--> Zenith-List message posted by: "Bill Naumuk" <naumuk@alltel.net>
All-
It's a start. I probably have questions in here that don't mean anything, and
missed stuff that should be included. Thanks to all that have responded so
far- feel free to make suggestions off-list, all of you.
No hurry- I'm in the process of finishing off the GARAgehaNGER (For those who
wondered what a garanger was) and moving the project up out of the mushroom
patch. Knock on wood, I'll be working on the fuse mid next month.
All input appreciated.
Bill
do not
archive
DRAFT QUESTIONNAIRE
Okay, here goes. Nothing's set in stone; all input welcomed. Don't answer
yet, let's just
get a consensus on the important points.
SETTING THE STAGE
1. Were you aware of, and did you join a builder's list before you made a
final kit choice?
2. Did you post questions on the list re: your reservations concerning a
potential choice?
3. Did the responses (Assuming any) have a significant effect on your final
choice?
4. If "No" to the above, how long had you been building before joining?
5. How long would it take to drive to the nearest local builder of your kit
brand and model?
6. How long would it take to drive to the nearest local builder of your kit
brand?
7. Was the lack of local builders the primary reason you joined a list?
8. If "No" to any of the above, why did you join a list?
DAY TO DAY
1. How many days a week do you post to your list? (Do you feel more of a
need to be an active
contributor vs a passive member)
2. Are most of your posts re: specific technical questions/answers, or are
they more socially
and opinion oriented?
3. What is the percentage of answers/leads to technical questions you get
from your list as
opposed to other sources?
4. Do you find your participation in a list more satisfying from a technical
or social aspect?
CRUNCH TIME (This is the "Essay test" portion)
We've all been faced with major setbacks. No matter the circumstances,
the first
question is "How did that happen?" Answer as many times as you like. Suggestions
for
content are:
Did you know before you posted that you were the cause of the problem? If
you knew
you screwed up, did you post to "Admit your guilt and confess your sins",
getting the reinforcement
from other listers like, "Yeah, join the club", enabling you to go on? Were
you angry at yourself
or depressed? How long does it take you to get over the anger/depression/indecision
and back to work?
Did you post to determine where you screwed up? Was the list instrumental
in finding
the reason?
How do you feel about problems attributable to the kit manufacturer?
BOTTOM LINE
1. Has membership to the list been worthwhile?
2. Has membership to the list provided enough support to salvage a seemingly
hopeless project?
3. Would you recommend membership in a list to a newbie?
Message 31
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|
| Subject: | Re: Lycoming Thunderbolt Engines |
I'm afarid I would have to agree. Nothing against Lycoming, I flew beh
ind an O-320 for 15 years, loving every minute of it, but a major prop
ortion of homebuilders are trying to avoid new-plane, and certified-en
gine prices when we build. (It's analagous to hot rods. When I was a
kid, you built what you drove, and if a magazine wrote you up, it was
celebrating what you'd done with your own hands. Look at the average
street rod magazine now, and it's Joe Jones' masterpiece, with engine
by A, frame by B, upholstery by C, paint by D, and a celebration of Jo
nes' wallet.) My 6-cylinder Corvair conversion will run smoother th
an a 4-cylinder Lycoming, and about $13,000 cheaper. If Lycoming and C
ontinental want to penetrate the homebuilt and LSA markets, they need
to fit our demographics, rather then expecting us to fit their price l
ists. I have nothing against anybody wanting to fly Lycomings or Conti
nentals. It's chacon a son gout. I'd love to see them jump in, but at
price points reflective of the niche they want to fill. Come to think
of it, at the rate LSA is expanding, we are becoming a pretty market-s
ignificant niche, at that. =0A=0AOn a related subject, I've alw
ays understood that certified engines are costlier because of the hoop
s they have to jump through, and the fact that nobody less than an A&P
can wrench on them, and that automotive engines, although they have j
ust as many or more parts, built to water-cooled tolerances, can cost
way less out of the crate. Wouldn't it be nice if one of the bigs off
ered a crate full of parts for the homebuilder to assemble, as an expe
rimental engine, at a comparable price?=0A=0APaul Rodriguez
=0A601XL/CORVAAAAIIR!=0A DO NOT ARCHIVE.=0A ----- Original Mess
age ----- =0A From: Clyde Barcus<mailto:barcusc@comcast.net>
=0A To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
=0A Sent: Thursday, June 22, 2006 7:39 PM=0A Subject: Re: Zeni
th-List: Lycoming Thunderbolt Engines=0A=0A=0A --> Zenith-Li
st message posted by: "Clyde Barcus" <barcusc@comcast.net<mailto:barcu
sc@comcast.net>>=0A=0A Well said! If money was no object I woul
d be flying a new glass paneled =0A Grumman Tiger powered by Lycom
ing.=0A=0A Clyde Barcus=0A 601XL, Corvair Powered=0A
=0A Do Not Archive=0A ----- Original Message ----- =0A Sent:
Thursday, June 22, 2006 8:13 PM=0A=0A=0A > --> Zenith-List m
essage posted by: Afterfxllc@aol.com<mailto:Afterfxllc@aol.com>=0A
>=0A > I to love aviation and have since I was a kid....But the o
nly way I'm =0A > going=0A > to get my bird in the air is to l
ook else where for a power plant. Sure I=0A > would love to hang a
brand new Lycoming on the front of my bird but then I =0A > would
=0A > be just like everyone else that would love to fly but can't
afford to. =0A > I'm=0A > sorry but my kit cost was 18,000.00
and with avionics I'm at 24 or 25 =0A > thousand.=0A > I am pu
tting a corvair conversion in front of me for another 3,000.00. I
=0A > think Lycoming should stick with certified aircraft or bring us
a truly=0A > experimental engine with a price tag to reflect the
same or I feel you =0A > will be left=0A > behind in this mar
ket, others are at least coming up with alternatives=0A > Lycoming
is just giving us more of the same in a different colored box.=0A
>=0A > FWIW=0A > Jeff=0A >=0A >=0A >=0A >
=0A >=0A >=0A >=0A >=0A >=0A >=0A >=0A >
=======================
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===========0A=0A=0A=0A =0A
=0A =0A=0A=0A=0A
Message 32
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| Subject: | Re: Lycoming Thunderbolt Engines |
Now, if someone would just come up with a reliable 180 HP engine that is
reliable and cost like a corvair. Even the Subaru conversions are more
than an experimental 180XP.
----- Original Message -----
From: paulrod36@msn.com
To: zenith-list@matronics.com
Sent: Thursday, June 22, 2006 10:23 PM
Subject: Re: Zenith-List: Lycoming Thunderbolt Engines
I'm afarid I would have to agree. Nothing against Lycoming, I flew
behind an O-320 for 15 years, loving every minute of it, but a major
proportion of homebuilders are trying to avoid new-plane, and
certified-engine prices when we build. (It's analagous to hot rods.
When I was a kid, you built what you drove, and if a magazine wrote you
up, it was celebrating what you'd done with your own hands. Look at the
average street rod magazine now, and it's Joe Jones' masterpiece, with
engine by A, frame by B, upholstery by C, paint by D, and a celebration
of Jones' wallet.) My 6-cylinder Corvair conversion will run smoother
than a 4-cylinder Lycoming, and about $13,000 cheaper. If Lycoming and
Continental want to penetrate the homebuilt and LSA markets, they need
to fit our demographics, rather then expecting us to fit their price
lists. I have nothing against anybody wanting to fly Lycomings or
Continentals. It's chacon a son gout. I'd love to see them jump in, but
at price points reflective of the niche they want to fill. Come to think
of it, at the rate LSA is expanding, we are becoming a pretty
market-significant niche, at that.
On a related subject, I've always understood that certified engines
are costlier because of the hoops they have to jump through, and the
fact that nobody less than an A&P can wrench on them, and that
automotive engines, although they have just as many or more parts, built
to water-cooled tolerances, can cost way less out of the crate.
Wouldn't it be nice if one of the bigs offered a crate full of parts for
the homebuilder to assemble, as an experimental engine, at a comparable
price?
Paul Rodriguez
601XL/CORVAAAAIIR!
DO NOT ARCHIVE.
----- Original Message -----
From: Clyde Barcus
To: zenith-list@matronics.com
Sent: Thursday, June 22, 2006 7:39 PM
Subject: Re: Zenith-List: Lycoming Thunderbolt Engines
--> Zenith-List message posted by: "Clyde Barcus"
<barcusc@comcast.net>
Well said! If money was no object I would be flying a new glass
paneled
Grumman Tiger powered by Lycoming.
Clyde Barcus
601XL, Corvair Powered
Do Not Archive
----- Original Message -----
Sent: Thursday, June 22, 2006 8:13 PM
> --> Zenith-List message posted by: Afterfxllc@aol.com
>
> I to love aviation and have since I was a kid....But the only way
I'm
> going
> to get my bird in the air is to look else where for a power plant.
Sure I
> would love to hang a brand new Lycoming on the front of my bird
but then I
> would
> be just like everyone else that would love to fly but can't afford
to
> I'm
> sorry but my kit cost was 18,000.00 and with avionics I'm at 24 or
25
> thousand.
> I am putting a corvair conversion in front of me for another
3,00000. I
> think Lycoming should stick with certified aircraft or bring us a
truly
> experimental engine with a price tag to reflect the same or I feel
you
> will be left
> behind in this market, others are at least coming up with
alternatives
> Lycoming is just giving us more of the same in a different colored
box.
>
> FWIW
> Jeff
>
>
>
>
>
>
>
>
>
>
>
>
http://wiki.matronics==================
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ontribution
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