Today's Message Index:
----------------------
1. 12:06 AM - Re: Cleaning Duct Tape Residue (Afterfxllc@aol.com)
2. 12:12 AM - Re: [CH601XL] Re: Flexible fuel lines (Afterfxllc@aol.com)
3. 04:20 AM - Re: [CH601XL] Re: Flexible fuel lines (Trainnut01@aol.com)
4. 05:37 AM - Re: .093 Angles (Wade Jones)
5. 07:19 AM - Re: Re: Coast to coast and back in my 601XL (Carlos Sa)
6. 07:37 AM - Re: Cleaning Duct Tape Residue (JOHN STARN)
7. 08:12 AM - Cleaning Duct Tape Residue (Randy L. Thwing)
8. 08:23 AM - Too busy flying to post my First Flight! (OK2AV8@aol.com)
9. 08:41 AM - Re: Cleaning Duct Tape Residue (Steve Hulland)
10. 09:12 AM - Re: Cleaning Duct Tape Residue (Randy L. Thwing)
11. 09:39 AM - Re: Torquing GSC Propeller Bolts (John M. Goodings)
12. 10:07 AM - Re: Cleaning Duct Tape Residue (Steve Hulland)
13. 10:38 AM - Re: Too busy flying to post my First Flight! (Randy Stout)
14. 10:38 AM - Re: Too busy flying to post my First Flight! (Randy Stout)
15. 10:50 AM - Re: Too busy flying to post my First Flight! (Craig Payne)
16. 11:35 AM - Re: Too busy flying to post my First Flight! (Terry Turnquist)
17. 11:54 AM - Re: Too busy flying to post my First Flight! (Juan Vega)
18. 11:57 AM - Re: Cleaning Duct Tape Residue (Juan Vega)
19. 12:00 PM - Re: Coast to coast and back in my 601XL (Juan Vega)
20. 01:10 PM - Re: Cleaning Duct Tape Residue (JOHN STARN)
21. 01:39 PM - Re: Cleaning Duct Tape Residue (cleonard52@comcast.net)
22. 02:38 PM - Re: Too busy flying to post my First Flight! (n801bh@netzero.com)
23. 04:40 PM - Re: Too busy flying to post my First Flight! (Gig Giacona)
24. 05:09 PM - Re: Re: Too busy flying to post my First Flight! (Craig Payne)
25. 05:18 PM - Re: Re: Too busy flying to post my First Flight! (Southern Reflections)
26. 05:22 PM - Fuel Pump Placement and Fuel Line Question (lwhitlow)
27. 05:49 PM - PROP CHOICES (Robin Bellach)
28. 06:03 PM - Re: Cleaning Duct Tape Residue (Edward Moody II)
29. 06:09 PM - Re: Fuel Pump Placement and Fuel Line Question (Bryan Martin)
30. 06:37 PM - Re: Fuel Pump Placement and Fuel Line Question (Edward Moody II)
31. 07:08 PM - Re: Fuel Pump Placement and Fuel Line Question (Paul Mulwitz)
32. 07:08 PM - Re: Fuel Pump Placement and Fuel Line Question (lwhitlow)
33. 07:40 PM - Re: Fuel Pump Placement and Fuel Line Question (Edward Moody II)
34. 07:52 PM - Re: Re: Fuel Pump Placement and Fuel Line Question (Edward Moody II)
35. 08:11 PM - Re: Fuel Pump Placement and Fuel Line Question (Paul Mulwitz)
36. 08:18 PM - Re: Fuel Pump Placement and Fuel Line Question (Jim and Lucy)
37. 08:19 PM - Re: 3D CAD 701 cockpit drawing (ROBERT SCEPPA)
38. 08:46 PM - Re: Re: Fuel Pump Placement and Fuel Line Question (Craig Payne)
39. 09:24 PM - Jab 3300/601XL Ignition switch-regulator-solenoid wiring (Mike)
40. 09:31 PM - Re: 3D CAD 701 cockpit drawing (Les Goldner)
41. 09:54 PM - Re: Coast to coast and back in my 601XL (Gary Gower)
42. 11:13 PM - Re: PROP CHOICES (Brandon Tucker)
Message 1
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| Subject: | Re: Cleaning Duct Tape Residue |
That sounds like a home remedy if I ever heard one LOL Where or how did you
ever think of that? I wipe down all my parts before I paint them with MEK and
it takes off everything and it don't attract bugs either if anything they
will stay well clear of MEK.
do not archive
In a message dated 11/26/2006 1:50:50 AM Eastern Standard Time,
jhstarn@verizon.net writes:
We used mayonnaise, covered with a damp cloth towel overnight. Two
applications required but no scratches or harm noted. Been on 2 plus years & in
sunlight (dumb idea that), Cleaned area with acetone. Details in archives (mine)
Do Not Archive KABONG
Message 2
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| Subject: | Re: [CH601XL] Re: Flexible fuel lines |
Really I don't have a problem with the hoses....even though I do use metal I
was just trying to start a new flame to get us off the one we have been on
for the past week. I was gonna start in about air compressors or scotch bright
pads but that is sooooo played out. I got one..... aviation fuel 100 LL is
red now.
In a message dated 11/26/2006 1:44:11 AM Eastern Standard Time,
ggower_99@yahoo.com writes:
In our 701 all the hoses are easy to check and change, (even the ones from
the wing tanks) we plan to change all of them every year, with the yearly
mantainance we haved planned.
No big deal and we are shure that they are always in good chape... The
tubes will be there for years and who will think that they will never crack and
spill gasoline?
Building, flying, preflying and doing mantainace work is all part of the
fun of flying.
Saludos
Gary Gower.
Message 3
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| Subject: | Re: [CH601XL] Re: Flexible fuel lines |
Paul
My 601XL wing kit not only came with the flexible hoses, it has barb
fittings and clamps to install them. However they won't be used on my aircraft.
Carroll
do not archive
Message 4
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Thanks Robert , Wade
Do not archive
----- Original Message -----
From: "ROBERT SCEPPA" <rjscep@yahoo.com>
Sent: Saturday, November 25, 2006 9:18 PM
Subject: Re: Zenith-List: .093 Angles
>
>> Its always a rule to go the next size up Wade, 0.125
>> is the right choice. I have used it for my cap
>> strips, however I am going to use .040 flat stock
>> and forming it into the 90 degree angles for my
>> longerons. Had a great Thanksgiving too RS. <Do not
>> archive>
> --- Wade Jones <waj@quik.com> wrote:
>
>> Hello group ,hope all had a good Thanksgiving .For
>> the scratch builders ,where can 1"X1"X.093 angle
>> material be located .Is it acceptable to use .0125
>> in place of the .093 . Thanks Wade
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: Coast to coast and back in my 601XL |
There is some information here (Canada Border Service Agency):
http://www.cbsa-asfc.gc.ca/travel/canpass/privateair-e.html
There were some articles in Flying, Private Pilot and Kitplanes that
describe the the process.
Try Google too.
Other listers might have first hand experience...
Carlos
CH601-HD, plans
Monteal, Canada
On 25/11/06, David X <dxj@comcast.net> wrote:
>
>
>
> zodierocket(at)hsfx.ca wrote:
> > Then Can-Zac Aviation Ltd in Ontario Canada
>
>
> How difficult is it to fly an experimental to Ontario. I mean, what is the
> paperwork involved and how different is the airspace etc?
>
> --------
> Zodiac 601 XL - CZAW Built - Rotax 912S
> DO NOT ARCHIVE
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=76981#76981
>
>
Message 6
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| Subject: | Re: Cleaning Duct Tape Residue |
Idea came from an A&P, IA, FBO owner that operated here at APV. The glue
softened up and wiped off. Dusty had only been in the airplane business
for 40 years or some such number, had every tool & method you can
imagine. KABONG
----- Original Message -----
From: Afterfxllc@aol.com
To: zenith-list@matronics.com
Sent: Sunday, November 26, 2006 12:05 AM
Subject: Re: Zenith-List: Cleaning Duct Tape Residue
That sounds like a home remedy if I ever heard one LOL Where or how
did you ever think of that? I wipe down all my parts before I paint them
with MEK and it takes off everything and it don't attract bugs either if
anything they will stay well clear of MEK.
do not archive
In a message dated 11/26/2006 1:50:50 AM Eastern Standard Time,
jhstarn@verizon.net writes:
We used mayonnaise, covered with a damp cloth towel overnight. Two
applications required but no scratches or harm noted. Been on 2 plus
years & in sunlight (dumb idea that), Cleaned area with acetone. Details
in archives (mine) Do Not Archive KABONG
Message 7
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| Subject: | Cleaning Duct Tape Residue |
MessageI used to try to get "Goof-Off" to clean airplane parts, but then
he joined the Navy and I have to do all of it myself now! yuk, yuk.
But, couldn't be prouder, he just made E7!
Regards and Sorry,
Randy L. Thwing, Las Vegas Do Not Archive
I have had good luck using Goof-Off.
Message 8
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| Subject: | Too busy flying to post my First Flight! |
Listers,
After lurking here for 5 years or so, its time to post my 1st flight!
I have a stock Zodiac XL with a Jabiru 3300 Sensenich fixed-pitch two blade
wood propeller Model W64ZK-49 (64 in diam. X 49 in Pitch) with fiberglass
spinner. I have the hingeless flex ailerons with electric pitch and roll tri
m. I
have (4) 12 gallon wing tanks with a 5 way selector valve (Andair) and a flo
or
mounted fuel pump in addition to the engine mounted pump. The only variation
from plans I made was to put screws and plate nuts on the upper forward skin
for access behind the instrument panel. I have an all electric panel with a
standard =9C6-pack=9D flight gages, Garmin GPS/COMM, Garmin tran
sponder and standard
VDO engine gages. The plane is unpainted but I will do some painting later
leaving large areas polished. I=99m a 240 hour VFR only private pilot
with most of
my time in Cessna 152/172's. I=99m also an aerospace engineer at Boein
g. If you
have the new Zenith DVD, you saw me on it talking. You also saw my airplane
=99s
nose gear in the aircraft description section.
All speeds are IAS MPH uncalibrated.
N360TM made its first flight Wednesday Nov 22 at Creve Coeur Airport
underneath the Class B airspace of Lambert/St. Louis Airport. I stayed in th
e pattern
but my radio faded out on the second circuit but not before hearing my groun
d
crew saying something. Since I told them to only call if they saw something,
I
landed without flaps on the next circuit. I was venting a little fuel
prompting them to call. Roger at Zenith confirmed their XL does the same thi
ng when it
=99s full and banking - no big deal. We found a loose headphone jack
responsible for the faded radio signal. A little later I took 360TM up again
for another
35 minute flight going around the pattern doing 8 touch and go's. All
landings were smooth and comfortable. She lifts off at 60 mph or so and acce
lerates
to 100 very quickly. It climbs very briskly (>1000 fpm) and I get to pattern
altitude before turning crosswind. I pull the throttle back on downwind to k
eep
it under 120 mph. It doesn't like to slow down but 80 mph is the upper limit
for flaps. I have been flying the base and first part of final at 80 mph
decelerating to 75 then 70 or so at touchdown. The plane lands very nicely.
I did
currency training in an Evector SportStar that is available at St Charles Mu
ni
near here. The training =93 including 100 landings at Creve Coeur real
ly paid
off! I highly recommend that airplane for familiarization with the light, qu
ick
characteristics of the 601XL. I also flew with Rodger & Nick at Mexico a cou
ple
of times =93 also highly recommended.
We went back Thursday (Thanksgiving morning!) and flew for another .6 hour
doing more pattern work. One small glitch was after the first takeoff of the
day the first canopy latch let loose (there are two latches for redundancy)
and
the canopy opened about 1/2 inch. Not much but the airflow through the cockp
it
was noticeable. I came around and landed normally and relatched the canopy
all the way down. Took off again and flew touch and goes for 30 minutes. I
played around with various speeds, flap settings getting used to landing a l
ittle
slower. I also performed a "missed approach" where I aborted the landing jus
t
before touching down. I wanted to see how it felt to punch the throttle with
the flaps still down and accelerate while retracting the flaps. No problem.
I
also flew a short pattern simulating an engine out. Again, no problem.
Friday, I flew for an hour venturing away from the pattern to the local
practice area. Being under the Class B limits me to less than 2000 ft (1,500
AGL)
so I don=99t go too far yet. I nibbled at the stall with flaps up and
down. At 44
mph I get a good rumble from the tail with the flaps down. Flaps up is
cleaner at 47 or 48 mph. I did not stall the airplane. Full throttle, I saw
greater
than 142 mph. I was also able to trim it up with both the small elevator tri
m
(lots of nose up) and the aileron trim (very effective, not much needed).
Saturday, I flew twice going north out from under the airspace restrictions.
Took her up to 4500 ft. Steep turns, high speed (155 mph in a shallow dive)
and low speed trials. Did a few time to climb checks =93 more data lat
er.
I=99m taking today off to stop, take a breath, regroup, and get organi
zed for
the remaining flight test tasks. The plane flies great! I haven=99t do
ne a bad
landing yet! I=99ve got that silly grin you all have heard about. Laug
hing out
loud while flying it is not uncommon. I just have to remember to not do it w
hile
transmitting!
For more info on my project, go to my website =93 www.flyingwithms.com
. It
needs updating but I=99m too busy flying!
Tim Garrett
N360TM
Zodiac XL/Jabiru 3300
Message 9
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| Subject: | Re: Cleaning Duct Tape Residue |
Randy,
Do Not Archive
Does the Navy have a new rank - E7? or did your "Goof-off" make Chief. If
he/she is now a Chief, you should be very proud. E7 is simply a pay grade
for human resources purposes! Ha!
--
Semper Fi,
Steven R. Hulland
CH 600 Taildragger
Amado, AZ
This and all other incoming/outgoing email, attachments and replies scanned
prior to opening/sending and uses an external firewall to help insure virus
free email and attachments.
Message 10
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| Subject: | Re: Cleaning Duct Tape Residue |
Thanks Steve,
Yes, E7 is CPO, Chief Petty Officer. Out of Blues and into Khakis.
To me, he looks the same as he did when he was 12, so when I picture him
in khakis, a Chief, Leader of Men, it gives me a tickle every time.
Can't say it enough, couldn't be prouder! Attached is a pic of Son
Jeremy in Iceland a couple of years ago. Standing next to him is none
other than our fellow Zenith Lister/701 builder; Johann.
Regards,
Randy L. Thwing, Las Vegas do not archive
----- Original Message -----
From: Steve Hulland
To: zenith-list@matronics.com
Sent: Sunday, November 26, 2006 8:40 AM
Subject: Re: Zenith-List: Cleaning Duct Tape Residue
Randy,
Do Not Archive
Does the Navy have a new rank - E7? or did your "Goof-off" make Chief.
If he/she is now a Chief, you should be very proud. E7 is simply a pay
grade for human resources purposes! Ha!
--
Semper Fi,
Steven R. Hulland
CH 600 Taildragger
Amado, AZ
Message 11
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| Subject: | Re: Torquing GSC Propeller Bolts |
Our CH601HD Zodiac with a Rotax 912S 100 HP engine has a 68-inch, 3-blade
GSC wooden prop. In our installation, there is a prop flange extension.
The prop is held on by 6 1/4-inch bolts (3 through the aluminum blade
roots), and by 6 5/16-inch bolts onto the flange extension. GSC Systems
says use 100 inch pounds of torque for the 1/4 inch bolts, and 140 for the
5/16; these values are critical. Normally, with a washer under both the
head and the nut, one holds the bolt head stationary, and torques the
nylon lock nut; these nyloks are the preferred nuts recommended by GSC.
Because of the design of the prop flange extension, it is not possible to
get the torque wrench onto the nuts. Thus, one holds the nut stationary,
and torques the bolt head. THIS IS NOT THE SAME THING. My son Peter
(co-builder of our aircraft, and a professional mechanical engineer) knows
from practical experience that putting the torque wrench on the bolt head
can undertorque the nut by possibly 20-30%, or even more. It stands to
reason: the bolt shaft (or grip) inevitably experiences some friction in
passing through the parts being bolted together on the way to the nut.
There is a little part called a "crow's foot" to overcome this difficulty,
which goes over the nut, extends radially outward for about an inch, and
has a square hole for attachment of the torque wrench. It happened that I
had always torqued the prop bolts on our aircraft. In setting out to
retorque the bolts yesterday because the weather is now turning cold,
Peter realized right away that there was a problem. I had never used a
crow's foot (I did not know of their existence!). I'm guessing that many
others using this Rotax/GSC prop installation were also unaware of this
problem. What have others done about this? Were they aware of the
problem?
John Goodings, C-FGPJ, CH601HD with R912S, Toronto/Ottawa/Waterloo
Message 12
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| Subject: | Re: Cleaning Duct Tape Residue |
Randy,
Yep, you should be proud. I know and knew lots of Chief Petty Officer's.
Worked with them while teaching and/or being taught at Air Traffic Control
Schools, worked on ships and many shore stations with them. Overall, they
are a great group of men and do well as leaders, managers and administrators
- to say nothing of their technical skills. Nice picture of Chief Jeremy
Thwing.
Now talk him into Warrant Officer or Limited Duty Officer - that is the
route I took in the Corps after making Gunnery Sergeant. Retired as an LDO
Capt 23+ years ago with more than 22 years service -really enjoy the extra
income, medical, etc.
I have a CH 600 with a tailwheel. Flying a Champ right now with an
instructor (owner will not rent solo) to get re-comfortable with tailwheel
before I fly the 600 for the first time - soon I hope!
Do Not Archive
--
Semper Fi,
Steven R. Hulland
CH 600 Taildragger
Amado, AZ
This and all other incoming/outgoing email, attachments and replies scanned
prior to opening/sending and uses an external firewall to help insure virus
free email and attachments.
Message 13
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| Subject: | Too busy flying to post my First Flight! |
Wow! You did that while fighting MS. Great Job! Keep up the fight.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21
n282rs at earthlink.net
do not archive
For more info on my project, go to my website - www.flyingwithms.com
<http://www.flyingwithms.com/> . It needs updating but I'm too busy flying!
Tim Garrett
N360TM
Zodiac XL/Jabiru 3300
Message 14
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| Subject: | Too busy flying to post my First Flight! |
Wow! You did that while fighting MS. Great Job! Keep up the fight.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21
n282rs at earthlink.net
do not archive
For more info on my project, go to my website - www.flyingwithms.com
<http://www.flyingwithms.com/> . It needs updating but I'm too busy flying!
Tim Garrett
N360TM
Zodiac XL/Jabiru 3300
Message 15
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| Subject: | Too busy flying to post my First Flight! |
Congratulations!
>> I did currency training in an Evector SportStar that is available at St
Charles Muni near here.
I soloed in one of the Evector SportStars at St. Charles Flying Service.
Goods folks and a nice plane (except when the canopy popped open in flight).
The SportStar is a good match to the XL but like you I'll have to adapt to
the change from a Rotax 912 to the Jabiru 3300.
Training in SportStars is a little more available than in XLs: Washington
state, California (north, middle and south), Colorado, Minnesota, Missouri,
Indiana, Kentucky, Virginia, North Carolina and Pennsylvania. See
http://www.evektoramerica.com/wheretofly.html for details.
-- Craig
Message 16
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| Subject: | Re: Too busy flying to post my First Flight! |
Tim, Congratulations!
Terry Turnquist
601XL-Plans
St. Peters, MO
Do Not Archive
OK2AV8@aol.com wrote:
Listers,
After lurking here for 5 years or so, its time to post my 1st flight!
I have a stock Zodiac XL with a Jabiru 3300 Sensenich fixed-pitch two blade
wood propeller Model W64ZK-49 (64 in diam. X 49 in Pitch) with fiberglass spinner.
I have the hingeless flex ailerons with electric pitch and roll trim. I have
(4) 12 gallon wing tanks with a 5 way selector valve (Andair) and a floor
mounted fuel pump in addition to the engine mounted pump. The only variation from
plans I made was to put screws and plate nuts on the upper forward skin for
access behind the instrument panel. I have an all electric panel with a standard
6-pack flight gages, Garmin GPS/COMM, Garmin transponder and standard VDO
engine gages. The plane is unpainted but I will do some painting later leaving
large areas polished. Im a 240 hour VFR only private pilot with most of my time
in Cessna 152/172's. Im also an aerospace engineer at Boeing. If you have
the new Zenith DVD, you saw me on it talking. You also saw my airplanes nose gear
in the aircraft description
section.
All speeds are IAS MPH uncalibrated.
N360TM made its first flight Wednesday Nov 22 at Creve Coeur Airport underneath
the Class B airspace of Lambert/St. Louis Airport. I stayed in the pattern
but my radio faded out on the second circuit but not before hearing my ground
crew saying something. Since I told them to only call if they saw something, I
landed without flaps on the next circuit. I was venting a little fuel prompting
them to call. Roger at Zenith confirmed their XL does the same thing when its
full and banking - no big deal. We found a loose headphone jack responsible
for the faded radio signal. A little later I took 360TM up again for another
35 minute flight going around the pattern doing 8 touch and go's. All landings
were smooth and comfortable. She lifts off at 60 mph or so and accelerates to
100 very quickly. It climbs very briskly (>1000 fpm) and I get to pattern altitude
before turning crosswind. I pull the throttle back on downwind to keep it
under 120 mph. It doesn't like to slow down
but 80 mph is the upper limit for flaps. I have been flying the base and first
part of final at 80 mph decelerating to 75 then 70 or so at touchdown. The plane
lands very nicely. I did currency training in an Evector SportStar that is
available at St Charles Muni near here. The training including 100 landings
at Creve Coeur really paid off! I highly recommend that airplane for familiarization
with the light, quick characteristics of the 601XL. I also flew with Rodger
& Nick at Mexico a couple of times also highly recommended.
We went back Thursday (Thanksgiving morning!) and flew for another .6 hour doing
more pattern work. One small glitch was after the first takeoff of the day
the first canopy latch let loose (there are two latches for redundancy) and
the canopy opened about 1/2 inch. Not much but the airflow through the cockpit
was noticeable. I came around and landed normally and relatched the canopy all
the way down. Took off again and flew touch and goes for 30 minutes. I played
around with various speeds, flap settings getting used to landing a little slower.
I also performed a "missed approach" where I aborted the landing just before
touching down. I wanted to see how it felt to punch the throttle with the
flaps still down and accelerate while retracting the flaps. No problem. I also
flew a short pattern simulating an engine out. Again, no problem.
Friday, I flew for an hour venturing away from the pattern to the local practice
area. Being under the Class B limits me to less than 2000 ft (1,500 AGL) so
I dont go too far yet. I nibbled at the stall with flaps up and down. At 44
mph I get a good rumble from the tail with the flaps down. Flaps up is cleaner
at 47 or 48 mph. I did not stall the airplane. Full throttle, I saw greater than
142 mph. I was also able to trim it up with both the small elevator trim (lots
of nose up) and the aileron trim (very effective, not much needed).
Saturday, I flew twice going north out from under the airspace restrictions.
Took her up to 4500 ft. Steep turns, high speed (155 mph in a shallow dive) and
low speed trials. Did a few time to climb checks more data later.
Im taking today off to stop, take a breath, regroup, and get organized for the
remaining flight test tasks. The plane flies great! I havent done a bad landing
yet! Ive got that silly grin you all have heard about. Laughing out loud while
flying it is not uncommon. I just have to remember to not do it while transmitting!
For more info on my project, go to my website www.flyingwithms.com. It needs updating but Im too busy flying!
Tim Garrett
N360TM
Zodiac XL/Jabiru 3300
---------------------------------
Message 17
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| Subject: | Re: Too busy flying to post my First Flight! |
congrads! I have been on your website, and your site is what instilled me to buy
the kit! Now it is giving me the kick in the tail to finish.
Juan
-----Original Message-----
>From: OK2AV8@aol.com
>Sent: Nov 26, 2006 11:21 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Too busy flying to post my First Flight!
>
>Listers,
>
>After lurking here for 5 years or so, its time to post my 1st flight!
>
> I have a stock Zodiac XL with a Jabiru 3300 Sensenich fixed-pitch two blade
>wood propeller Model W64ZK-49 (64 in diam. X 49 in Pitch) with fiberglass
>spinner. I have the hingeless flex ailerons with electric pitch and roll trim.
I
>have (4) 12 gallon wing tanks with a 5 way selector valve (Andair) and a floor
>mounted fuel pump in addition to the engine mounted pump. The only variation
>from plans I made was to put screws and plate nuts on the upper forward skin
>for access behind the instrument panel. I have an all electric panel with a
>standard ?6-pack? flight gages, Garmin GPS/COMM, Garmin transponder and standard
>VDO engine gages. The plane is unpainted but I will do some painting later
>leaving large areas polished. I?m a 240 hour VFR only private pilot with most
of
>my time in Cessna 152/172's. I?m also an aerospace engineer at Boeing. If you
>have the new Zenith DVD, you saw me on it talking. You also saw my airplane?s
>nose gear in the aircraft description section.
>
>All speeds are IAS MPH uncalibrated.
>
>N360TM made its first flight Wednesday Nov 22 at Creve Coeur Airport
>underneath the Class B airspace of Lambert/St. Louis Airport. I stayed in the
pattern
>but my radio faded out on the second circuit but not before hearing my ground
>crew saying something. Since I told them to only call if they saw something, I
>landed without flaps on the next circuit. I was venting a little fuel
>prompting them to call. Roger at Zenith confirmed their XL does the same thing
when it
>?s full and banking - no big deal. We found a loose headphone jack
>responsible for the faded radio signal. A little later I took 360TM up again for
another
>35 minute flight going around the pattern doing 8 touch and go's. All
>landings were smooth and comfortable. She lifts off at 60 mph or so and accelerates
>to 100 very quickly. It climbs very briskly (>1000 fpm) and I get to pattern
>altitude before turning crosswind. I pull the throttle back on downwind to keep
>it under 120 mph. It doesn't like to slow down but 80 mph is the upper limit
>for flaps. I have been flying the base and first part of final at 80 mph
>decelerating to 75 then 70 or so at touchdown. The plane lands very nicely. I
did
>currency training in an Evector SportStar that is available at St Charles Muni
>near here. The training ? including 100 landings at Creve Coeur really paid
>off! I highly recommend that airplane for familiarization with the light, quick
>characteristics of the 601XL. I also flew with Rodger & Nick at Mexico a couple
>of times ? also highly recommended.
>
>We went back Thursday (Thanksgiving morning!) and flew for another .6 hour
>doing more pattern work. One small glitch was after the first takeoff of the
>day the first canopy latch let loose (there are two latches for redundancy) and
>the canopy opened about 1/2 inch. Not much but the airflow through the cockpit
>was noticeable. I came around and landed normally and relatched the canopy
>all the way down. Took off again and flew touch and goes for 30 minutes. I
>played around with various speeds, flap settings getting used to landing a little
>slower. I also performed a "missed approach" where I aborted the landing just
>before touching down. I wanted to see how it felt to punch the throttle with
>the flaps still down and accelerate while retracting the flaps. No problem. I
>also flew a short pattern simulating an engine out. Again, no problem.
>
>Friday, I flew for an hour venturing away from the pattern to the local
>practice area. Being under the Class B limits me to less than 2000 ft (1,500 AGL)
>so I don?t go too far yet. I nibbled at the stall with flaps up and down. At 44
>mph I get a good rumble from the tail with the flaps down. Flaps up is
>cleaner at 47 or 48 mph. I did not stall the airplane. Full throttle, I saw greater
>than 142 mph. I was also able to trim it up with both the small elevator trim
>(lots of nose up) and the aileron trim (very effective, not much needed).
>
>Saturday, I flew twice going north out from under the airspace restrictions.
>Took her up to 4500 ft. Steep turns, high speed (155 mph in a shallow dive)
>and low speed trials. Did a few time to climb checks ? more data later.
>
>I?m taking today off to stop, take a breath, regroup, and get organized for
>the remaining flight test tasks. The plane flies great! I haven?t done a bad
>landing yet! I?ve got that silly grin you all have heard about. Laughing out
>loud while flying it is not uncommon. I just have to remember to not do it while
>transmitting!
>
>For more info on my project, go to my website ? www.flyingwithms.com. It
>needs updating but I?m too busy flying!
>
>Tim Garrett
>N360TM
>Zodiac XL/Jabiru 3300
Message 18
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|
| Subject: | Re: Cleaning Duct Tape Residue |
its better than MEK, not cancerous and great to use afterward for sandwiches.
Juan
-----Original Message-----
>From: JOHN STARN <jhstarn@verizon.net>
>Sent: Nov 26, 2006 1:49 AM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Cleaning Duct Tape Residue
>
>MessageWe used mayonnaise, covered with a damp cloth towel overnight. Two applications
required but no scratches or harm noted. Been on 2 plus years & in sunlight
(dumb idea that), Cleaned area with acetone. Details in archives (mine)
Do Not Archive KABONG
> ----- Original Message -----
> From: Graham Kirby
> To: zenith-list@matronics.com
> Sent: Saturday, November 25, 2006 10:12 PM
> Subject: RE: Zenith-List: Cleaning Duct Tape Residue
>
>
> I have had good luck using Goof-Off. If the residue is particularly stubborn
you can can use a paper towl to keep the solvent in contact with the mark for
5-10 minutes. It usually comes off very easily.
>
> Graham Kirby
> 601HD.
>
> Hello Listers:
>
> If a remedy is posted in the archives I apologize, but I looked and couldn't
find it.
>
> Any suggestions on how to safely clean the residue off of 6061 aluminum that
duct tape leaves, especially when it's been on for several years? Thanks!
> Richard
>
>
Message 19
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|
| Subject: | Re: Coast to coast and back in my 601XL |
I agree, its a really GA friendly airport, close tothe beach!. Tom the FBO owners
is a nice guy.
JUan
-----Original Message-----
>From: Southern Reflections <purplemoon99@bellsouth.net>
>Sent: Nov 25, 2006 9:47 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Coast to coast and back in my 601XL
>
>
> juan it's a great place to fly out of and a new plane with duel stick. I've
>logged 3 hr. in it. N101HD joe
>----- Original Message -----
>From: "Juan Vega" <amyvega2005@earthlink.net>
>To: <zenith-list@matronics.com>
>Sent: Saturday, November 25, 2006 8:35 PM
>Subject: Re: Zenith-List: Coast to coast and back in my 601XL
>
>
>>
>> All,
>>
>> On the topic of getting some time in a 601 plane before first flight,
>> this weekend I went to West Palm Beach regional in SOuth FLorida to check
>> out a flight school that has a 601xl. I plan to fly it for two days of
>> instruction, about four hours before going up in mine. It is an AMD plane
>> and in good shape. AQny one interested in doing the same and I'll get you
>> the number. They charge $80/hr. well worth it to get used to the
>> characteristics of the planbe before hopping in.
>>
>> Juan
>>
>> -----Original Message-----
>>>From: Mack Kreizenbeck <aprazer@cableone.net>
>>>Sent: Nov 25, 2006 1:58 PM
>>>To: zenith-list@matronics.com
>>>Subject: Re: Zenith-List: Coast to coast and back in my 601XL
>>>
>>><aprazer@cableone.net>
>>>
>>>Juan,
>>>I like your idea about getting together and flying somewhere as a group. I
>>>hope to have my flying machine finished this spring! Anyone else out there
>>>got any suggestions?
>>>The poh-oh-unemployed farm boy from Idaho
>>>601 XL QBK
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
Message 20
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| Subject: | Re: Cleaning Duct Tape Residue |
I guess it would make it stick to your ribs... 8*) KABONG Do Not Archive
----- Original Message -----
From: "Juan Vega" <amyvega2005@earthlink.net>
Sent: Sunday, November 26, 2006 11:57 AM
Subject: Re: Zenith-List: Cleaning Duct Tape Residue
>
> its better than MEK, not cancerous and great to use afterward for
> sandwiches.
>
> Juan
Message 21
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| Subject: | Re: Cleaning Duct Tape Residue |
LAQUER THINNERWILLTAKE IT OFF, SO WILL ACETONE.
-------------- Original message --------------
From: "Richard E. Swan" <richardswan@conwaycorp.net>
Hello Listers:
If a remedy is posted in the archives I apologize, but I looked and couldn't find
it.
Any suggestions on how to safely clean the residue off of 6061 aluminum that duct
tape leaves, especially when it's been on for several years? Thanks!
Richard
<html><body>
<DIV>LAQUER THINNERWILLTAKE IT OFF, SO WILL ACETONE.</DIV>
<DIV> </DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "Richard E.
Swan" <richardswan@conwaycorp.net> <BR>
<META content="MSHTML 6.00.5730.11" name=GENERATOR>
<STYLE></STYLE>
<DIV><STRONG><FONT face=Arial>Hello Listers:</FONT></STRONG></DIV>
<DIV><STRONG><FONT face=Arial></FONT></STRONG> </DIV>
<DIV><STRONG><FONT face=Arial>If a remedy is posted in the archives I apologize,
but I looked and couldn't find it.</FONT></STRONG></DIV>
<DIV><STRONG><FONT face=Arial></FONT></STRONG> </DIV>
<DIV><STRONG><FONT face=Arial>Any suggestions on how to safely clean the residue
off of 6061 aluminum that duct tape leaves, especially when it's been on for
several years? Thanks!</FONT></STRONG></DIV>
<DIV><STRONG><FONT face=Arial>Richard</FONT></STRONG></DIV><PRE><B><FONT face="courier
new,courier" size=2 color000000?>
</B></FONT></PRE></BLOCKQUOTE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 22
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| Subject: | Re: Too busy flying to post my First Flight! |
Congrats to you Tim... It will take several weeks to get that big grin o
ff your face too..
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- OK2AV8@aol.com wrote:
Listers,
After lurking here for 5 years or so, its time to post my 1st flight!
I have a stock Zodiac XL with a Jabiru 3300 Sensenich fixed-pitch two b
lade wood propeller Model W64ZK-49 (64 in diam. X 49 in Pitch) with fibe
rglass spinner. I have the hingeless flex ailerons with electric pitch a
nd roll trim. I have (4) 12 gallon wing tanks with a 5 way selector valv
e (Andair) and a floor mounted fuel pump in addition to the engine mount
ed pump. The only variation from plans I made was to put screws and plat
e nuts on the upper forward skin for access behind the instrument panel.
I have an all electric panel with a standard =9C6-pack=9D f
light gages, Garmin GPS/COMM, Garmin transponder and standard VDO engine
gages. The plane is unpainted but I will do some painting later leaving
large areas polished. I=99m a 240 hour VFR only private pilot wit
h most of my time in Cessna 152/172's. I=99m also an aerospace eng
ineer at Boeing. If you have the new Zenith DVD, you saw me on it talkin
g. You also saw my airplane=99s nose gear in the aircraft descript
ion section.<?xml:namespace prefix = o ns = "urn:schemas-microsoft-c
om:office:office" />
All speeds are IAS MPH uncalibrated.
N360TM made its first flight Wednesday Nov 22 at <?xml:namespace prefix
= st1 ns = "urn:schemas-microsoft-com:office:smarttags" />Creve Coeu
r Airport underneath the Class B airspace of Lambert/St. Louis Airport.
I stayed in the pattern but my radio faded out on the second circuit but
not before hearing my ground crew saying something. Since I told them t
o only call if they saw something, I landed without flaps on the next ci
rcuit. I was venting a little fuel prompting them to call. Roger at Zeni
th confirmed their XL does the same thing when it=99s full and ban
king - no big deal. We found a loose headphone jack responsible for the
faded radio signal. A little later I took 360TM up again for another 35
minute flight going around the pattern doing 8 touch and go's. All landi
ngs were smooth and comfortable. She lifts off at 60 mph or so and accel
erates to 100 very quickly. It climbs very briskly (>1000 fpm) and I get
to pattern altitude before turning crosswind. I pull the throttle back
on downwind to keep it under 120 mph. It doesn't like to slow down but 8
0 mph is the upper limit for flaps. I have been flying the base and firs
t part of final at 80 mph decelerating to 75 then 70 or so at touchdown.
The plane lands very nicely. I did currency training in an Evector Spor
tStar that is available at St Charles Muni near here. The training
=93 including 100 landings at Creve Coeur really paid off! I highly reco
mmend that airplane for familiarization with the light, quick characteri
stics of the 601XL. I also flew with Rodger & Nick at Mexico a couple of
times =93 also highly recommended.
We went back Thursday (Thanksgiving morning!) and flew for another .6 h
our doing more pattern work. One small glitch was after the first takeof
f of the day the first canopy latch let loose (there are two latches for
redundancy) and the canopy opened about 1/2 inch. Not much but the airf
low through the cockpit was noticeable. I came around and landed normall
y and relatched the canopy all the way down. Took off again and flew tou
ch and goes for 30 minutes. I played around with various speeds, flap se
ttings getting used to landing a little slower. I also performed a "miss
ed approach" where I aborted the landing just before touching down. I wa
nted to see how it felt to punch the throttle with the flaps still down
and accelerate while retracting the flaps. No problem. I also flew a sho
rt pattern simulating an engine out. Again, no problem.
Friday, I flew for an hour venturing away from the pattern to the local
practice area. Being under the Class B limits me to less than 2000 ft (1
,500 AGL) so I don=99t go too far yet. I nibbled at the stall with
flaps up and down. At 44 mph I get a good rumble from the tail with the
flaps down. Flaps up is cleaner at 47 or 48 mph. I did not stall the ai
rplane. Full throttle, I saw greater than 142 mph. I was also able to tr
im it up with both the small elevator trim (lots of nose up) and the ail
eron trim (very effective, not much needed).
Saturday, I flew twice going north out from under the airspace restricti
ons. Took her up to 4500 ft. Steep turns, high speed (155 mph in a shall
ow dive) and low speed trials. Did a few time to climb checks =93
more data later.
I=99m taking today off to stop, take a breath, regroup, and get or
ganized for the remaining flight test tasks. The plane flies great! I ha
ven=99t done a bad landing yet! I=99ve got that silly grin y
ou all have heard about. Laughing out loud while flying it is not uncomm
on. I just have to remember to not do it while transmitting!
For more info on my project, go to my website =93 www.flyingwithms
.com. It needs updating but I=99m too busy flying!
Tim Garrett
N360TM
Zodiac XL/Jabiru 3300
========================
========================
========================
===============
<html><P>Congrats to you Tim... It will take several weeks to get that b
ig grin off your face too..</P>
<P>do not archive<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair
.com<BR><BR>-- OK2AV8@aol.com wrote:<BR></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">Listers,</SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"></SPAN> </P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">After lurking here for 5 years or so, its
time to post my 1st flight!</SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"></SPAN> </P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"> I have a stock Zodiac XL with a Jab
iru 3300 Sensenich fixed-pitch two blade wood propeller Model W64ZK-49 (
64 in diam. X 49 in Pitch) with fiberglass spinner. I have the hingeless
flex ailerons with electric pitch and roll trim. I have (4) 12 gallon w
ing tanks with a 5 way selector valve (Andair) and a floor mounted fuel
pump in addition to the engine mounted pump. The only variation from pla
ns I made was to put screws and plate nuts on the upper forward skin for
access behind the instrument panel. I have an all electric panel with a
standard =9C6-pack=9D flight gages, Garmin GPS/COMM, Garmin
transponder and standard VDO engine gages. The plane is unpainted but I
will do some painting later leaving large areas polished. I=99m a
240 hour VFR only private pilot with most of my time in Cessna 152/172'
s. I=99m also an aerospace engineer at Boeing. If you have the new
Zenith DVD, you saw me on it talking. You also saw my airplane=99
s nose gear in the aircraft description section.<?xml:namespace prefix =
o ns = "urn:schemas-microsoft-com:office:office" /><o:p></o:p></SPAN>
</P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">All speeds are IAS MPH uncalibrated.<o:p>
</o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">N360TM made its first flight Wednesday No
v 22 at </SPAN><?xml:namespace prefix = st1 ns = "urn:schemas-micros
oft-com:office:smarttags" /><st1:place><st1:PlaceName><SPAN style="FON
T-SIZE: 10pt; FONT-FAMILY: Arial">Creve</SPAN></st1:PlaceName><SPAN styl
e="FONT-SIZE: 10pt; FONT-FAMILY: Arial"> </SPAN><st1:PlaceName><SPAN s
tyle="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Coeur</SPAN></st1:PlaceName
><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Arial"> </SPAN><st1:PlaceT
ype><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Arial">Airport</SPAN></
st1:PlaceType></st1:place><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: A
rial"> underneath the Class B airspace of Lambert/St. Louis Airport. I s
tayed in the pattern but my radio faded out on the second circuit but no
t before hearing my ground crew saying something. Since I told them to o
nly call if they saw something, I landed without flaps on the next circu
it. I was venting a little fuel prompting them to call. Roger at Zenith
confirmed their XL does the same thing when it=99s full and bankin
g - no big deal. We found a loose headphone jack responsible for the fad
ed radio signal. A little later I took 360TM up again for another 35 min
ute flight going around the pattern doing 8 touch and go's. All landings
were smooth and comfortable. She lifts off at 60 mph or so and accelera
tes to 100 very quickly. It climbs very briskly (>1000 fpm) and I get
to pattern altitude before turning crosswind. I pull the throttle back
on downwind to keep it under 120 mph. It doesn't like to slow down but 8
0 mph is the upper limit for flaps. I have been flying the base and firs
t part of final at 80 mph decelerating to 75 then 70 or so at touchdown.
The plane lands very nicely. I did currency training in an Evector Spor
tStar that is available at St Charles Muni near here. The training
=93 including 100 landings at Creve Coeur really paid off! I highly reco
mmend that airplane for familiarization with the light, quick characteri
stics of the 601XL. I also flew with Rodger & Nick at </SPAN><st1:co
untry-region><st1:place><SPAN style="FONT-SIZE: 10pt; FONT-FAMILY: Ari
al">Mexico</SPAN></st1:place></st1:country-region><SPAN style="FONT-SI
ZE: 10pt; FONT-FAMILY: Arial"> a couple of times =93 also highly r
ecommended.<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"> <o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">We went back Thursday (Thanksgiving morni
ng!)<SPAN style="mso-spacerun: yes"> </SPAN>and flew for another
.6 hour doing more pattern work. One small glitch was after the fi
rst takeoff of the day the first canopy latch let loose (there are two l
atches for redundancy) and the canopy opened about 1/2 inch. Not much bu
t the airflow through the cockpit was noticeable. I came around and land
ed normally and relatched the canopy all the way down. Took off again an
d flew touch and goes for 30 minutes. I played around with various speed
s, flap settings getting used to landing a little slower. I also perform
ed a "missed approach" where I aborted the landing just before touching
down. I wanted to see how it felt to punch the throttle with the flaps s
till down and accelerate while retracting the flaps. No problem. I also
flew a short pattern simulating an engine out. Again, no problem.<o:p></
o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">Friday, I flew for an hour venturing away
from the pattern to the local practice area. Being under the Class B li
mits me to less than 2000 ft (1,500 AGL) so I don=99t go too far y
et. I nibbled at the stall with flaps up and down. At 44 mph I get a goo
d rumble from the tail with the flaps down. Flaps up is cleaner at 47 or
48 mph. I did not stall the airplane. Full throttle, I saw greater than
142 mph. I was also able to trim it up with both the small elevator tri
m (lots of nose up) and the aileron trim (very effective, not much neede
d).<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">Saturday, I flew twice going north out fr
om under the airspace restrictions. Took her up to 4500 ft. Steep turns,
high speed (155 mph in a shallow dive) and low speed trials. Did a few
time to climb checks =93 more data later.<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">I=99m taking today off to stop, tak
e a breath, regroup, and get organized for the remaining flight test tas
ks. The plane flies great! I haven=99t done a bad landing yet! I
=99ve got that silly grin you all have heard about. Laughing out loud
while flying it is not uncommon. I just have to remember to not do it w
hile transmitting!<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">For more info on my project, go to my web
site =93 <A href="http://www.flyingwithms.com/">www.flyingwithms
.com</A>. It needs updating but I=99m too busy flying!<o:p></o:p><
/SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial"><o:p> </o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">Tim Garrett<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">N360TM<o:p></o:p></SPAN></P>
<P class=MsoNormal style="MARGIN: 0in 0in 0pt"><SPAN style="FONT-S
IZE: 10pt; FONT-FAMILY: Arial">Zodiac XL/Jabiru 3300<o:p></o:p></SPAN></
P><PRE><B><FONT face="courier new,courier" color=#000000 size=2>
========================
===========
roelectric.com</A>
com/">www.buildersbooks.com</A>
kitlog.com</A>
homebuilthelp.com</A>
www.matronics.com/contribution</A>
========================
===========
">http://www.matronics.com/Navigator?Zenith-List</A>
========================
===========
</B></FONT></PRE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 23
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| Subject: | Re: Too busy flying to post my First Flight! |
Congrats on the first flights and what looks like well built craft. I've been waivering
back and fourth between the Sensenich prop and the Warp Drive.
You seem to be getting great speed and climb out of the Sensenich.
--------
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77124#77124
Message 24
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| Subject: | Re: Too busy flying to post my First Flight! |
>> I've been waivering back and fourth between the Sensenich prop and the
Warp Drive.
Don't forget the new carbon fiber prop from Sensenich. Jabiru USA did a lot
of flight testing of it on the 3300. Not cheap at $1300 ($1400 with nickel
leading edge) though:
www.sensenichprop.com/sen_html/carbon_faq-6-061306.pdf
www.sensenichprop.com/sen_html/comp-ac-cf-rev-1.pdf
-- Craig
Message 25
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| Subject: | Re: Too busy flying to post my First Flight! |
Have you Though about a Prince P" tip ? Joe N101HD
----- Original Message -----
From: "Craig Payne" <craig@craigandjean.com>
Sent: Sunday, November 26, 2006 8:09 PM
Subject: RE: Zenith-List: Re: Too busy flying to post my First Flight!
>
>>> I've been waivering back and fourth between the Sensenich prop and the
> Warp Drive.
>
> Don't forget the new carbon fiber prop from Sensenich. Jabiru USA did a
> lot
> of flight testing of it on the 3300. Not cheap at $1300 ($1400 with nickel
> leading edge) though:
>
> www.sensenichprop.com/sen_html/carbon_faq-6-061306.pdf
> www.sensenichprop.com/sen_html/comp-ac-cf-rev-1.pdf
>
> -- Craig
>
>
>
Message 26
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| Subject: | Fuel Pump Placement and Fuel Line Question |
Hi All
I have decided to go the two fuel pump route in my 601XL. Pumps to be located
in the wings
Ive seen the pics on the CH601 site of the pump installed between NR1 and 2
Looks lie a sturdy installation but you would have to rip the entire leading edge
off of the wing to do a replacement.
I took some measurements on my right wing this evening and it looks like the pump
could be mounted on the side of NR1 directly (possibly with a doubler) in
the space between NR1 and the fusalage. If the pump needs service you have to
pull the wing, but that seems easier than removing all of the rivets in the top
of the LE skin.
It look like about 12 inches of line from the tank to the inlet of the pump, and
I would put a filter in that line accessable from the inspection hole in the
LE by NR3
Wadaya guys think?
Also if the rubber fuel line in the kit is not the best way to go, What other
flexible fuel lines should I be looking for?? (not looking to start another Green
SCOCHBRITE merry-go round [Laughing]
Larry
601XL in Indiana
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77134#77134
Message 27
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Has anyone heard any recent news on the progress and possibility of a Paul
Lipps ELIPPSE prop?
----- Original Message -----
>
> Have you Though about a Prince P" tip ? Joe N101HD
>>>> I've been waivering back and fourth between the Sensenich prop and the
>> Warp Drive.
>>
>> Don't forget the new carbon fiber prop from Sensenich. Jabiru USA did a
>> lot
>> of flight testing of it on the 3300. Not cheap at $1300 ($1400 with
>> nickel
>> leading edge) though:
>>
>> www.sensenichprop.com/sen_html/carbon_faq-6-061306.pdf
>> www.sensenichprop.com/sen_html/comp-ac-cf-rev-1.pdf
>>
Message 28
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| Subject: | Re: Cleaning Duct Tape Residue |
Laquer thinner dissolves everything expect glass and stainmless steel.
Ed Moody II
----- Original Message -----
From: Richard E. Swan
To: zenith-list@matronics.com
Sent: Saturday, November 25, 2006 11:20 PM
Subject: Zenith-List: Cleaning Duct Tape Residue
Hello Listers:
If a remedy is posted in the archives I apologize, but I looked and
couldn't find it.
Any suggestions on how to safely clean the residue off of 6061
aluminum that duct tape leaves, especially when it's been on for several
years? Thanks!
Richard
-------------------------------------------------------------------------
-----
11/26/2006 11:30 AM
Message 29
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
I wouldn't put a filter on the suction side of the fuel pump. It
isn't necessary and it increases the risk of a fuel stoppage. All you
should have on the suction side of the pump is the screen in the
tank. The screen keeps the bigger stuff out of the fuel pump and
filter will keep the small stuff from clogging the carbureter jets.
The filter should go in the line just before the carburetor. Even on
cars the filter is on the pressure side of the pump.
On Nov 26, 2006, at 8:21 PM, lwhitlow wrote:
>
> Hi All
>
> I have decided to go the two fuel pump route in my 601XL. Pumps to
> be located in the wings
>
> Ive seen the pics on the CH601 site of the pump installed between
> NR1 and 2
> Looks lie a sturdy installation but you would have to rip the
> entire leading edge off of the wing to do a replacement.
>
> I took some measurements on my right wing this evening and it
> looks like the pump could be mounted on the side of NR1 directly
> (possibly with a doubler) in the space between NR1 and the
> fusalage. If the pump needs service you have to pull the wing, but
> that seems easier than removing all of the rivets in the top of the
> LE skin.
>
> It look like about 12 inches of line from the tank to the inlet of
> the pump, and I would put a filter in that line accessable from the
> inspection hole in the LE by NR3
>
> Wadaya guys think?
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
Message 30
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
I made a pair of mounting brackets that are rivetted to NR2 and NR3. The
brackets support the 40501 fuel pump in each wing. The bracket and pump
are displaced forward of the oval access hatch in the bottom of the
leading edge skin. The pumps are secured to the brackets by two AN3
bolts (each) that engage rivetted platenuts. The access hatch allows
inspection and maintenance of the finger screens, the barbed hose
fittings, clamps, the unjustly maligned Bing fuel line, the pump, its
wiring etc. The pump can be removed and replaced as needed through the
access hatch without attacking the leading edge skin itself. In other
words, I'm not sure why a wing mounted pump would have to be placed
anywhere else. This seems like the obvious best place to me. I have
photos if you are interested.. contact me off list,
Ed Moody II
Rayne, LA
601XL/Jabiru/baggage area
----- Original Message -----
From: lwhitlow
To: zenith-list@matronics.com
Sent: Sunday, November 26, 2006 7:21 PM
Subject: Zenith-List: Fuel Pump Placement and Fuel Line Question
Hi All
I have decided to go the two fuel pump route in my 601XL. Pumps to be
located in the wings
Ive seen the pics on the CH601 site of the pump installed between NR1
and 2
Looks lie a sturdy installation but you would have to rip the entire
leading edge off of the wing to do a replacement.
I took some measurements on my right wing this evening and it looks
like the pump could be mounted on the side of NR1 directly (possibly
with a doubler) in the space between NR1 and the fusalage. If the pump
needs service you have to pull the wing, but that seems easier than
removing all of the rivets in the top of the LE skin.
It look like about 12 inches of line from the tank to the inlet of the
pump, and I would put a filter in that line accessable from the
inspection hole in the LE by NR3
Wadaya guys think?
Also if the rubber fuel line in the kit is not the best way to go,
What other flexible fuel lines should I be looking for?? (not looking
to start another Green SCOCHBRITE merry-go round [Laughing]
Larry
601XL in Indiana
Message 31
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|
| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
Hi Ed,
It sounds like a fine installation for the pumps.
How do you deal with the electrical and fuel line switching? Do you
have it so only the active fuel line gets fuel pump electrical
power? Do you have one pump pumping against a closed valve at the
selector? Do you need to switch one pump on and another one off when
you switch tanks?
It seems to me the problems relating to switching the tank and pump
at the same time are the worst part of using pumps in each
wing. This problem goes away completely if the electric pump is on
the engine side of the fuel line selector valve.
Best regards,
Paul
XL fuselage
do not archive
At 06:37 PM 11/26/2006, you wrote:
>I made a pair of mounting brackets that are rivetted to NR2 and NR3.
>The brackets support the 40501 fuel pump in each wing. The bracket
>and pump are displaced forward of the oval access hatch in the
>bottom of the leading edge skin. The pumps are secured to the
>brackets by two AN3 bolts (each) that engage rivetted platenuts. The
>access hatch allows inspection and maintenance of the finger
>screens, the barbed hose fittings, clamps, the unjustly maligned
>Bing fuel line, the pump, its wiring etc. The pump can be removed
>and replaced as needed through the access hatch without attacking
>the leading edge skin itself. In other words, I'm not sure why a
>wing mounted pump would have to be placed anywhere else. This seems
>like the obvious best place to me. I have photos if you are
>interested.. contact me off list,
>
>Ed Moody II
>Rayne, LA
>601XL/Jabiru/baggage area
-
Message 32
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
HI Ed
Pics would be great!! Maybe I have fat hands but I can't see how I coud get
the pump loose and out of the access port. Even if i had a threaded mount for
the pump getting a tool in there and holding the pump seems to be tough. Plus
the associated fuel lines would take up some space
I would love to see your install and how you solved the problem. Why not post
a pic here so we all can see?
Bryan
the Facet install sheet specifies a 70 micon filter on the inlet side of the pump
Has anyone else put a filter on the inlet side of the Facet pump??
>
>
> Bryan wrote
>
> I wouldn't put a filter on the suction side of the fuel pump. It
> isn't necessary and it increases the risk of a fuel stoppage. All you
> should have on the suction side of the pump is the screen in the
> tank. The screen keeps the bigger stuff out of the fuel pump and
> filter will keep the small stuff from clogging the carbureter jets.
> The filter should go in the line just before the carburetor. Even on
> cars the filter is on the pressure side of the pump.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77156#77156
Message 33
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
There's really no problem as I see it. In most aircraft, the boost pump
is switched on, at least briefly, before the demand occurs (ie starting
the engine). In mine, the two wing tanks are plumbed to the selector
valve; from there on to the gascolator; from there on through the
firewall and the inline filter then the carb.
On the pump electrical power issue, I have the EXP BUS which has a
single fuel pump switch protected by one of their solid state circuit
breaker devices. I intend to go from that switch output to a left/right
toggle switch to direct the power to the desired pump. The selector
switch will be located in the center console right by the selector valve
handle. In a routine situation, before switching tanks flip the boost
pump selector switch and flip the power on at the EXP BUS, then switch
tanks. In an urgent situation, switch tanks first then flip the
selelctor switch and turn on power at the panel.
Remember these are boost pumps that are normally only used during full
power at takeoff and climb, or in the pattern on approach. The tank and
the pump to which power can be sent have already been selected when
things get busy. The only other time would be if I had reason to suspect
bubbles in the line (full or partial loss of engine power inflight) so
the action in that case is to simply switch power on at the panel (the
tank and pump are already selected).
Ed
----- Original Message -----
From: Paul Mulwitz
To: zenith-list@matronics.com
Sent: Sunday, November 26, 2006 9:07 PM
Subject: Re: Zenith-List: Fuel Pump Placement and Fuel Line Question
Hi Ed,
It sounds like a fine installation for the pumps.
How do you deal with the electrical and fuel line switching? Do you
have it so only the active fuel line gets fuel pump electrical power?
Do you have one pump pumping against a closed valve at the selector? Do
you need to switch one pump on and another one off when you switch
tanks?
It seems to me the problems relating to switching the tank and pump at
the same time are the worst part of using pumps in each wing. This
problem goes away completely if the electric pump is on the engine side
of the fuel line selector valve.
Best regards,
Paul
XL fuselage
do not archive
Message 34
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
I'm a dentist and small work spaces are not scary to me but this one is
really no sweat. I did make the access port as big as the space would
allow but that is not much bigger than what was called for in the plans.
A small ratchet handle, a short extention and a short socket do the job
of installation / removal with reasoanble ease. Beats a root canal on an
upper second molar anyway.
Ed
Don't bother flaming me on the Bing fuel line... that's what I'm using.
----- Original Message -----
From: lwhitlow
To: zenith-list@matronics.com
Sent: Sunday, November 26, 2006 9:07 PM
Subject: Zenith-List: Re: Fuel Pump Placement and Fuel Line Question
HI Ed
Pics would be great!! Maybe I have fat hands but I can't see how I
coud get the pump loose and out of the access port. Even if i had a
threaded mount for the pump getting a tool in there and holding the pump
seems to be tough. Plus the associated fuel lines would take up some
space
I would love to see your install and how you solved the problem. Why
not post a pic here so we all can see?
Bryan
the Facet install sheet specifies a 70 micon filter on the inlet side
of the pump
Has anyone else put a filter on the inlet side of the Facet pump??
>
>
> Bryan wrote
>
> I wouldn't put a filter on the suction side of the fuel pump. It
> isn't necessary and it increases the risk of a fuel stoppage. All
you
> should have on the suction side of the pump is the screen in the
> tank. The screen keeps the bigger stuff out of the fuel pump and
> filter will keep the small stuff from clogging the carbureter jets.
> The filter should go in the line just before the carburetor. Even on
> cars the filter is on the pressure side of the pump.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77156#77156
--
11/26/2006 11:30 AM
Message 35
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
Hi Ed,
I guess my thinking was a little different regarding the electric pumps.
With a low wing airplane, a fuel pump is as necessary to the engine
as spark plugs. The real purpose of the electric pump is to provide
fuel when the mechanical pump fails. We turn them on at critical
moments in anticipation of a potential mechanical pump failure. If
the mechanical pump is so nasty as to quit while we are landing or
taking off then the electrical pump keeps the engine running.
Your scenario sounds pretty good to me. It is a bit complicated by
the two switches rather than just one. I wonder if there will be any
damage to either the pump or the fuel lines or other fuel system
components like filters if the wrong pump is powered up when it
cannot actually cause fuel to flow.
Best regards,
Paul
XL fuselage
do not archive
At 07:40 PM 11/26/2006, you wrote:
>There's really no problem as I see it. In most aircraft, the boost
>pump is switched on, at least briefly, before the demand occurs (ie
>starting the engine). In mine, the two wing tanks are plumbed to the
>selector valve; from there on to the gascolator; from there on
>through the firewall and the inline filter then the carb.
>
>On the pump electrical power issue, I have the EXP BUS which has a
>single fuel pump switch protected by one of their solid state
>circuit breaker devices. I intend to go from that switch output to a
>left/right toggle switch to direct the power to the desired pump.
>The selector switch will be located in the center console right by
>the selector valve handle. In a routine situation, before switching
>tanks flip the boost pump selector switch and flip the power on at
>the EXP BUS, then switch tanks. In an urgent situation, switch tanks
>first then flip the selelctor switch and turn on power at the panel.
>
>Remember these are boost pumps that are normally only used during
>full power at takeoff and climb, or in the pattern on approach. The
>tank and the pump to which power can be sent have already been
>selected when things get busy. The only other time would be if I had
>reason to suspect bubbles in the line (full or partial loss of
>engine power inflight) so the action in that case is to simply
>switch power on at the panel (the tank and pump are already selected).
>
>Ed
>
Message 36
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
At 08:21 PM 11/26/2006, lwhitlow wrote:
>Also if the rubber fuel line in the kit is not the best way to go, What
>other flexible fuel lines should I be looking for??
I am using gates fuel injection hose in the outboard wing sections with fuel
injection type hose clamps. These clamps have the little nut and bolt that
squeezes the springy metal part of the clamp. They stay tight when the
material they are clamping expands and contracts with heat. The hose is the
latest type and is not affected by any of the present gas or diesel
formulations.
This fuel line is called SAE 30R9 and is described in this gates document.
www.gates.com/common/downloads/files/Gates/brochure/TechTipsForm.pdf
or here (same thing)
http://acdelcotechconnect.com/pdf/tsb/tsb_fuel_line.pdf
Jim Pollard
Merlin Ont
Message 37
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|
| Subject: | Re: 3D CAD 701 cockpit drawing |
> Theres a website called "Emachine" I beleive its a
> free cad download. Try that, I think its 3D but I'm
> not sure. Good Luck, RS < do not archive >
--- Les Goldner <lgold@quantum-associates.com> wrote:
> Has anyone completed a 3D CAD drawing file of the
> panel and cockpit area of
> a CH701?? I want design the seating and instrument
> layout for my 701 to my
> liking. The best ways of doing this are either by
> making a cockpit mockup or
> a 3D drawing.
>
> My choice would be the drawing (no room in my garage
> for the mockup and more
> difficult making mockup changes).
>
> I have done 3D CAD drawings before. While they are
> very time consuming, 3D
> CAD drawings are generally worth their effort. I
> could view the cockpit from
> any angle and eye-level, and test instrument
> placement before cutting the
> panel. Before starting this project I thought that I
> would check if anyone
> has already produced a 701 cockpit 3D CAD file. Why
> reinvent the wheel if
> someone out there in Zenith-List land has already
> done it?
>
> Les
>
>
Want to start your own business?
http://smallbusiness.yahoo.com/r-index
Message 38
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| Subject: | Re: Fuel Pump Placement and Fuel Line Question |
>> Don't bother flaming me on the Bing fuel line... that's what I'm using.
But it looks like you are using crimped clamps which is good :-)
-- Craig
Message 39
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|
| Subject: | Jab 3300/601XL Ignition switch-regulator-solenoid wiring |
The Jab manual's wiring diagram shows a simple ignition toggle switch. Some time
ago I bought the typical Cessna style key switch, which has the left-right-both
positions for the mags. Since the Jab engine uses mags, shouldn't the wiring
be the same as a Cessna? Anyone have a wiring diagrm for the ignition/charging
part of the electrical system? (I think I have the rest of the electrical
wiring dialed in).
Mike F.
601XL, Jab 3300
Resuming building after life's interruptions
---------------------------------
Message 40
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| Subject: | 3D CAD 701 cockpit drawing |
Robert,
Thanks for the advice, but I have good 3D-CAD software.
The issue is making the 3D drawing of the inside of the cockpit so that I
can play with alternative layouts and view it as if I were sitting in the
701 before I build it.
Trying to figure out dims and angles of the inside surfaces from the Heintz
drawings is not too easy. In addition, it will take a few days to accurately
draw the cockpit on my Turbo-CAD PC software after I have the dimensions.
These are the processes I am trying to short-circuit.
Les
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> ROBERT SCEPPA
> Sent: Sunday, November 26, 2006 8:19 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: 3D CAD 701 cockpit drawing
>
>
> > Theres a website called "Emachine" I beleive its a free cad
> download.
> > Try that, I think its 3D but I'm not sure. Good Luck, RS < do not
> > archive >
> --- Les Goldner <lgold@quantum-associates.com> wrote:
>
> > Has anyone completed a 3D CAD drawing file of the panel and cockpit
> > area of
> > a CH701?? I want design the seating and instrument
> > layout for my 701 to my
> > liking. The best ways of doing this are either by making a cockpit
> > mockup or a 3D drawing.
> >
> > My choice would be the drawing (no room in my garage for the mockup
> > and more difficult making mockup changes).
> >
> > I have done 3D CAD drawings before. While they are very time
> > consuming, 3D CAD drawings are generally worth their
> effort. I could
> > view the cockpit from any angle and eye-level, and test instrument
> > placement before cutting the panel. Before starting this project I
> > thought that I would check if anyone has already produced a 701
> > cockpit 3D CAD file. Why reinvent the wheel if someone out there in
> > Zenith-List land has already done it?
> >
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Message 41
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| Subject: | Coast to coast and back in my 601XL |
Hello Randy,
Great idea, I will try to get some or all of the Zenith pilots here to go, will
make a great international fly in...
Saludos
Gary Gower
Flying from Chapala, Mexico.
I think I have brought this up before, and I'll bring it up again. The KR
group puts on a fly-in every year. It is completely sponsored by the
build/flyer/wannabees. Check out http://www.krgathering.org/ . They elect a
place and sponsor each year. It's mostly financed by donations and sales of
hats and t-shirts. I think it would be great to have such a gathering of
Zenith folks. They usually have volunteers do different demonstrations. In
their case things like carving foam and laying up fiberglass. For us,
someone could do demos for building spars or bending ribs and such. I think
we have a very nice place to hold one here in San Antonio, but I have too
many issues to be able to sponsor it. Maybe someone else could do the main
sponsoring and I could help. The local EAA chapter has a club house
w/kitchen, and smoker/bbq grill. There's place for camping or stay at the
local hotels.
Randy Stout
San Antonio TX
www.geocities.com/r5t0ut21
n282rs at earthlink.net
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Mack
Kreizenbeck
Sent: Saturday, November 25, 2006 12:59 PM
Subject: Re: Zenith-List: Coast to coast and back in my 601XL
-->
Juan,
I like your idea about getting together and flying somewhere as a group. I
hope to have my flying machine finished this spring! Anyone else out there
got any suggestions? The poh-oh-unemployed farm boy from Idaho 601 XL QBK
---------------------------------
Message 42
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| Subject: | RE: PROP CHOICES |
Robin,
My information is several months old, but I will give you what I know.
I met Paul at EAA chapter 1 fly-in in southern California. At that time, they
were working on getting props built for the Vans series of aircraft. They were
going for the bigger numbers in the RV's. Paul has one installed in his Lancair,
which he flew to the event, and one installed in the Reno racer based in
Fallbrook, Ca. At the time, there were no solid plans for building props in
the 100 hp range, only the desire to do so in the future. If John Moyle is still
monitoring the list, he will have more accurate information. John, who is
the US Woodcomp dealer, partnered with Paul for the prop production. If you
receive Contact magazine, I am confident that they will be all over the progress
of the prop, as John is also the associate editor, or some other important
sounding title. He is also a 601 XL builder...
VR/
Brandon Tucker
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