Today's Message Index:
----------------------
0. 12:27 AM - Last "Official" Day Of The List Fund Raiser! (Matt Dralle)
1. 02:35 AM - Re: CZAW cowl question again (Trevor Page)
2. 06:07 AM - Re: N601XT flies... for real this time... (n801bh@netzero.com)
3. 06:08 AM - Alternator Recommendations (Wingrider)
4. 06:18 AM - Re: ScotchBrite Pad Replacement (Noel Loveys)
5. 06:29 AM - Re: Zenith-List Digest: CZAW Cowl Question Again (John M. Goodings)
6. 07:19 AM - Re: Buying a Partial Built Kit (JAPhillipsGA@AOL.COM)
7. 07:26 AM - Re: Cortec thickness and Loose Rivets over time...? (PatrickW)
8. 07:30 AM - Re: Alternator Recommendations (Brandon Tucker)
9. 07:43 AM - Re: Alternator Recommendations (Bryan Martin)
10. 08:19 AM - Re: N601XT flies... for real this time... (Mike Moore)
11. 08:37 AM - Re: 701 slats again (Dave Ruddiman)
12. 08:45 AM - Re: N601XT flies... for real this time... (Gig Giacona)
13. 08:50 AM - 8.50x6.00 on 801 (Keystone Engineering LLC)
14. 09:29 AM - Re: 701 slats again ()
15. 10:24 AM - Re: Making a Vixen File Tool (Gary Gower)
16. 11:31 AM - Re: Re: Alternator Recommendations (Noel Loveys)
17. 11:52 AM - Re: Re: Cortec thickness and Loose Rivets over time...? (Juan Vega)
18. 12:26 PM - Re: CZAW cowl question again (zodieman)
19. 12:28 PM - Re: CZAW cowl question again (n801bh@netzero.com)
20. 01:42 PM - Enough Already! (Jaybannist@cs.com)
21. 01:56 PM - Re: Enough Already! ()
22. 01:57 PM - Re: CZAW cowl question again (Peter Chapman)
23. 02:11 PM - Re: Enough Already! (David Mikesell)
24. 02:25 PM - Re: Enough Already! (Dave G.)
25. 02:27 PM - Re: Enough Already! (Jaybannist@cs.com)
26. 03:08 PM - Re: CZAW cowl question again (zodieman)
27. 07:32 PM - No email. (Dave Ruddiman)
28. 07:34 PM - Re: 601XL - Engine out / Glide Experience (Dave Thompson)
29. 07:37 PM - Re: No email. (RClaggf4u@aol.com)
30. 08:12 PM - Re: 601XL - Engine out / Glide Experience (NYTerminat@aol.com)
31. 08:16 PM - Matco Tailwheel install: was Re: N601XT flies... for real this time... (Brandon Tucker)
32. 08:18 PM - Re: N601XT flies... for real this time... (Brandon Tucker)
33. 09:14 PM - Re: 601XL - Engine out / Glide Experience (Randy L. Thwing)
34. 09:45 PM - Re: No email. (Craig Payne)
35. 10:32 PM - Re: No email. (Dave Ruddiman)
Message 0
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| Subject: | Last "Official" Day Of The List Fund Raiser! |
Dear Listers,
Well, its November 30th and that means three things...
1) Today I am now officially 43 years old... (arg...)
2) It marks that last "official" day of the List Fund Raiser!
3) Its the last day I will be bugging everyone for a whole year! :-)
If you use the Lists and enjoy the content and the no-advertising, no-spam, and
no-censorship way in which they're run, please make a Contribution today to support
their continued operation and upkeep. Your $20 or $30 goes a long way
to further the List operation and keep the bills paid.
I will be posting the List of Contributors next week, so make sure your name is
on it! :-)
Thank you to everyone that has made a Contribution so far this year! It is greatly
appreciated.
List Contributions: http://www.matronics.com/contribution
Best regards,
Matt Dralle
Matronics Email List Administrator
Message 1
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| Subject: | Re: CZAW cowl question again |
Ben I understand where you're coming from. Keep in mind however that
I'm using a Rotax 912 engine where they specify the oil temp range
based on a manual for a new engine. The oil temp reading on 912
engines since at least the mid 90s are taken at the oil pump housing
after they have gone through the oil cooler. They state a max temp
reading of 280F in that location.
My engine dates back to at least 1990 according to the serial number
and I've been dealing with quite a number of differences in my engine
compared to newer ones of which the oil temps are one of them. The
location of my probe is not in the newer location on the oil pump
housing but on the front oil return line fitting where normally there
is plug (or a banjo bolt for pusher configurations).
I've reported that I get a highest reading of 260F which is till
within the 280F max temp according to a newer manual. I'm assuming at
this point of course that the oil is bound to be hotter here but I
don't know by how much...
This is why I don't know if I should try and mod the cowl to get them
lower when they actually might be well below what I'm getting or just
accept them since they are bound to be hotter.
I have a new VDO probe designed for current engine location but I
can't use it on mine because the threads and hole size are different
in my oil pump housing! Rotax changes the 912 constantly is this is
just one of the little things that I've had to deal with...
I have a friend with an engine of the same vintage and I'll check
with him to see where his oil temp probe is and perhaps try and
correlate my readings with his.
Trev Page
C-IDUS 601HD R912
On Nov 30, 2006, at 1:37 AM, n801bh@netzero.com wrote:
> You should take a few moments and rethink your idea of oil and for
> that matter water temps. If you monitor temps coming out of a
> cooler then that will give you a false sense of security. The temp
> you are concerned with is the actual internal one that the engine
> has in it. If the cooler is pretty effective in removing heat then
> the temp heading to the motor is going to be a number you like to
> see, not the real number. Here is an example, If you look closely
> at the panel on my plane,, www.haaspowerair.com you will see I
> have three water temp gauges. The top one is monitoring the actual
> temp in the block just as it heads out to the thermostat housing,
> one thing I should add is I don't run a thermostat, I use a
> restrictor disc. That took several tries to get the exact hole size
> to let the motor cool and not let the coolant pass through the
> system either too fast or too slow. The main reason I do this is I
> cannot have a overheating failure caused by a hung thermostat. The
> second gauge shows the temp as the coolant enters the radiator. The
> third gauge shows the temp at the intake side of the water pump.
> This way I can see how efficient the radiator is working. Here is a
> what if,,, I only look at the incoming water temp and it shows 160
> f,, I say to myself " the motor is not overheating". So now lets
> say the rad is really efficient, guess what, the actual water temp
> in the engine is pushing 240,, thats one cooked motor. !!!!!!!!!!
> The point I am trying to make is the temp of the oil or coolant
> heading back to the motor doesn't mean too much, it's the actual
> operating temp INSIDE the motor you need to be concerned about.
> Just my .02 cents worth..
>
> do not archive
>
>
> Ben Haas
> N801BH
> www.haaspowerair.com
>
> -- Trevor Page <webmaster@upac.ca> wrote:
> Remember, the 260F reading is taken from a location where the oil
> is HOT after gone through the engine. Newer 912's take the reading
> at the oil pump after it's gone through the cooler. Bound to be
> colder but I don't know how much...
>
>
> Yes, I suppose I can cut the roof of the inlet a bit to make the
> opening larger by virtue of it being more "forward" because the
> inlet is on an upwards angle. I have posted pictures on the forum
> so everyone can see what I'm talking about.
>
> Trev Page
> C-IDUS 601HD R912
>
>
> On Nov 29, 2006, at 2:06 PM, n801bh@netzero.com wrote:
>
>> 260 is too high for sure. Is there a way to enlarge the source
>> that feeds the incoming air to the cooler??
>>
>> do not archive
>>
>>
>> Ben Haas
>> N801BH
>> www.haaspowerair.com
>>
>> -- Trevor Page <webmaster@upac.ca> wrote:
>>
>> (Looks like my first post got stripped)
>>
>> Just wondering if anyone on the list has any input on something:
>>
>> I'm just completed the conversion of my 601HD to the CZAW cowl and
>> rad placement. It was very easy and it's a very nice kit. I reckon
>> I got an extra 5Mph out of the plane because of the cleaner
>> profile (I've flown it for 1 hour so far)
>> However, I still seem to have higher oil temps. I have an 80HP 912
>> and I sprung for the larger oil cooler which I've installed as
>> directed in front of the muffler can. Now, the oil cooler inlet
>> duct in the cowl is rather small: I see a 3/4" opening at the end
>> of the NACA duct.
>> Has anyone with a recent R912 install on an HD or XL with the same
>> oil cooler placement have the same issue with a small opening?
>> There seems to be a real lack of pictures of the install to
>> compare mine against so maybe someone can chime in? My oil temps
>> reach 260F which seems a bit higher than most but I do know that
>> my older engine has an oil temp probe located on the bottom front
>> oil outlet fitting rather than the newer location at the oil pump
>> housing. I reckon my temps are going to be higher since the oil
>> temps are read after the oil has gone through the engine just
>> before going into the tank. How much higher? I have no idea but
>> does 30F seems reasonable? More?
>>
>> Right now I'm waiting to hear back from anyone before I go and do
>> something drastic like make the opening bigger cutting the roof of
>> the NACA duct forward or make up some kind of ducting work to come
>> closer the oil cooler and seal it up somehow.
>>
>> Thanks in advance!
>>
>> Trev Page
>> C-IDUS 601HD R912
>>
>> I've included a picture of the cowl so you can see what I'm
>> talking about on the forum
>>
>>
>> roelectric.com
>> com/">www.buildersbooks.com
>> kitlog.com
>> homebuilthelp.com
>> www.matronics.com/contribution
>> ">http://www.matronics.com/Navigator?Zenith-List
>>
>> href="http://www.aeroelectric.com">www.aeroelectric.com
>> href="http://www.buildersbooks.com">www.buildersbooks.com
>> href="http://www.kitlog.com">www.kitlog.com
>> href="http://www.homebuilthelp.com">www.homebuilthelp.com
>> href="http://www.matronics.com/contribution">http://
>> www.matronics.com/contribution
>> href="http://www.matronics.com/Navigator?Zenith-List">http://
>> www.matronics.com/Navigator?Zenith-List
>>
>
>
> ===================================
> roelectric.com
> com/">www.buildersbooks.com
> kitlog.com
> homebuilthelp.com
> www.matronics.com/contribution
> ===================================
> ">http://www.matronics.com/Navigator?Zenith-List
> ===================================
>
>
Message 2
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| Subject: | Re: N601XT flies... for real this time... |
A big congrats to you Brandon, Take your time while testing your new "to
y" and report all the details..
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- Brandon Tucker <btucke73@yahoo.com> wrote:
Gents, Finally got the aircraft flight ready again this morning and
took her up. 601 HDS / Conventional gear with aluminum springCorvair
bored .060 over - standard WW conversionCalsbad, Ca. SKC / 60 miles vis
/ 65 deg Climb out was less than expected at about 800 FPM at 3000 rpm.
The engine sputters just a little bit at full throttle, so this is the
performance cracked just a bit from full. I have to tune in the aeroca
rb a little bit this week. I am still indicating high oil temps, so a n
ew sender is on order. Indicated temps are not jiving with laser temp f
inder on the ground. It required full right aileron trim to go hands of
f. More flight stuff to follow in the next few days... Some things
to mention. DO NOT waste your money on Azusa brakes. They couldn't sl
ow a piss ant's motorbike. I bought a hydraulic disc upgrade from GPSAC
, and after a little bit of fab work to install, they work much better.
I still saved a few bucks from the Matco setup, but it was not worth th
e heartache. Also, for the tailwheel folks, I would bypass the tailwhee
l from the plans altogether. I installed the Matco full swiveling taiwh
eel this week, and love it. It is a very good deal at under $150, and i
nstallation is a piece of cake. Someday I'll get somebody to take
some pictures of the plane in flight and forward them to the list... R/
========================
========================
========================
=================
<html><P>A big congrats to you Brandon, Take your time while testing you
r new "toy" and report all the details..</P>
<P>do not archive<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair
.com<BR><BR>-- Brandon Tucker <btucke73@yahoo.com>&
nbsp;wrote:<BR></P>
<DIV>Gents,</DIV>
<DIV> </DIV>
<DIV> Finally got the aircraft flight ready agai
n this morning and took her up. </DIV>
<DIV> </DIV>
<DIV>601 HDS / Conventional gear with aluminum spring</DIV>
<DIV>Corvair bored .060 over - standard WW conversion</DIV>
<DIV>Calsbad, Ca. SKC / 60 miles vis / 65 deg</DIV>
<DIV> </DIV>
<DIV>Climb out was less than expected at about 800 FPM at 3000 rpm. 
; The engine sputters just a little bit at full throttle, so this is the
performance cracked just a bit from full. I have to tune in the a
erocarb a little bit this week. I am still indicating high oil tem
ps, so a new sender is on order. Indicated temps are not jiving wi
th laser temp finder on the ground. It required full right aileron
trim to go hands off. More flight stuff to follow in the next few
days...</DIV>
<DIV> </DIV>
<DIV> Some things to mention. DO NOT waste
your money on Azusa brakes. They couldn't slow a piss ant's motor
bike. I bought a hydraulic disc upgrade from GPSAC, and after a li
ttle bit of fab work to install, they work much better. I still sa
ved a few bucks from the Matco setup, but it was not worth the
heartache. Also, for the tailwheel folks, I would bypass the tail
wheel from the plans altogether. I installed the Matco full swivel
ing taiwheel this week, and love it. It is a very good deal at und
er $150, and installation is a piece of cake. </DIV>
<DIV> </DIV>
<DIV> Someday I'll get somebody to take some pic
tures of the plane in flight and forward them to the list...</DIV>
<DIV> </DIV>
<DIV>R/</DIV>
<DIV> </DIV>
<DIV>Brandon </DIV>
<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 3
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| Subject: | Alternator Recommendations |
Hi, I am new to the Matronics newsgroups although I have been reading the post
for a while this is my first time writing in.
I'm building a Zenith 601HDS and will probably go with William Wynne's Corvair
conversion. I'm trying to figure my electrical loads before installing the landing
lights and closing up the wings and don't believe the typical JD garden tractor
alternator is sufficient for my application; I expect a full load amp draw
of between 35 and 40 amps. Maybe I'm way off base and maybe I shouldn't use
a pair of 100 watt off road lights for landing lights.
I'd like your recommendations for a small lightweight automotive alternator. From
what Ive read it sounds like I should stick with the three wire alternators
and shy away from the one wire versions but are there recommendations for specific
alternators?
There seems to be differing opinions on the whether the load dump issue is a real
concern or not. I understand Bob Nuckolls is working on a product to nullify
the concern with using internally regulated alternators. Is there any news on
this product at this time?
Attached is my initial swag at my electrical loads.
--------
Rich Whittington
Tullahoma, TN
Zenith 601HDS Under Construction
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=78119#78119
Attachments:
http://forums.matronics.com//files/ch601hds_electrical_loads_analysis1_852.xls
Message 4
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| Subject: | ScotchBrite Pad Replacement |
That's Ok... A little green Scotch Brite will help shine you up!
Just stirring the pot
Do not archive
Noel
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> Randy L. Thwing
> Sent: Wednesday, November 29, 2006 9:24 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: ScotchBrite Pad Replacement
>
>
> <n4546v@mindspring.com>
>
> >From the archives:
>
>
> Once at the hanger, after making numerous, stupid mistakes, I
> commented that
> since my brain was obviously fried, I was considering one of
> those baboon
> brain transplants I'd been hearing such good things about.
> The response
> from a fellow hanger rat was: "Good idea, but do you have the harness
> available for them to hook up all the additional, advanced
> features that
> would come with such an upgrade?" Alas, probably not.
>
> Regards,
>
> Randy L. Thwing, do not archive
>
>
>
> > Trained Monkey!!!!
> >
> > Thank you, thank you, thank you......this should score
> somewhat higher
> > than the aforementioned Pads.
> > This thread may well unravel the entire List.....
> > Just remember to include DO NOT ARCHIVE THE TRAINED MONKEY
> otherwise the
> > Matronics servers will go bananas.
>
> > Zed
>
>
>
>
>
>
Message 5
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| Subject: | Re: Zenith-List Digest: CZAW Cowl Question Again |
Initially, in our CH601HD with R912S, the oil and coolant temperatures
were too high. Two fixes took care of the problem. The first was to
increase the airflow EXIT area by cutting out quite a bit of fibreglass.
An increased intake area won't do much if the exit area is too restricted.
The exit area must be much bigger than the intake area. [However, this
fix can be uncertain if the lower back exit area of the cowl has a
down-turning lip on it. This lip, if present, creates a low-pressure area
beneath the cowl to SUCK the hot air out. My point is, if this lip is
present on your cowl (it wasn't on mine, but I've seen it on a CZAW-built
601XL), I wouldn't mess with the exit area.] The second fix was to make
sure the intake duct was a close fit around the radiator so that the air
has to go through the rad, and cannot escape around the edges. We added
fibrglass strips to improve the close fit. We did NOT increase any intake
areas.
John Goodings, C-FGPJ, CH601HD with R912S, Toronto/Ottawa/Waterloo.
Message 6
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| Subject: | Re: Buying a Partial Built Kit |
Joe, thanks for the info. I'll put that in the finish folder. Bill
do not archive
Message 7
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| Subject: | Re: Cortec thickness and Loose Rivets over time...? |
amyvega2005(at)earthlink. wrote:
> why the Cortec might I ask?
When I went to the Rudder Workshop it's what Zenith used. Prior to the start of
the workshop they painted everyone's aluminum rudder pieces with Cortec.
So I figured I'd go with what they did and use it. I just didn't know if I should
put it on quite as thick.
I think there is an additional benefit to Cortec - it's sticky, and after the parts
are riveted together it will be like "rivets plus glue".
Would add more shear strength I would think. But would also harder to slide parts
around, like fitting a piano hinge between two skin sheets for example.
- PatrickW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=78157#78157
Message 8
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| Subject: | RE: Alternator Recommendations |
I bought a 45 amp internally regulated alternator to install in my HDS Corvair,
and sold it after figuring out that there is no way to make it fit under the
nosebowl. If you are going with the WW Corvair conversion, the small dynamo is
the only thing that will fit. Your only other option is to mount the alt in
the back of the motor, which will require a little more work than just buying
parts from William and bolting them on. Not too much work, but more... IMHO,
load shedding, and possibly going with smaller lights, and LEDs when possible
would be easier than engineering your own alternator setup.
You can purchase the overvoltage protection unit from Bob. I have it installed
in my aircraft. After having a regulator fail in a Citabria, and frying the
battery, I like the idea of having built in overvoltage protection. He now
also has a low voltage indication BAMM unit now, but I know nothing about it other
than what it says on the website.
R/
Brandon
---------------------------------
Message 9
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| Subject: | Re: Alternator Recommendations |
You could go with a set of HID off-road lights. J.C. Whitney sells a
pair of KC Hilites for about $640. They're a bit pricey but they put
out three times the light for less than half of the current draw.
They're rated at 600,000 candle power for a 35W light.
>
> I'm building a Zenith 601HDS and will probably go with William
> Wynne's Corvair conversion. I'm trying to figure my electrical
> loads before installing the landing lights and closing up the wings
> and don't believe the typical JD garden tractor alternator is
> sufficient for my application; I expect a full load amp draw of
> between 35 and 40 amps. Maybe I'm way off base and maybe I
> shouldn't use a pair of 100 watt off road lights for landing lights.
>
> --------
> Rich Whittington
> Tullahoma, TN
> Zenith 601HDS Under Construction
>
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 10
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| Subject: | Re: N601XT flies... for real this time... |
Brandon,
Congrats on getting airborne!
Noticed your tailwheel upgrade comments and wondered if you would share some
info on the Matco installation. I'm just starting on a 601XL taildragger and would
prefer a swiveling tailwheel versus the stock fixed wheel. I'd like to know
what was involved in the installation versus the fixed wheel, if it would be
a significant rework project if installed at a later date, and where I can find
additional info. Appreciate any response you send.
M2
Brandon Tucker <btucke73@yahoo.com> wrote:
Gents,
Finally got the aircraft flight ready again this morning and took her up.
601 HDS / Conventional gear with aluminum spring
Corvair bored .060 over - standard WW conversion
Calsbad, Ca. SKC / 60 miles vis / 65 deg
Climb out was less than expected at about 800 FPM at 3000 rpm. The engine sputters
just a little bit at full throttle, so this is the performance cracked
just a bit from full. I have to tune in the aerocarb a little bit this week.
I am still indicating high oil temps, so a new sender is on order. Indicated
temps are not jiving with laser temp finder on the ground. It required full
right aileron trim to go hands off. More flight stuff to follow in the next few
days...
Some things to mention. DO NOT waste your money on Azusa brakes. They
couldn't slow a piss ant's motorbike. I bought a hydraulic disc upgrade from
GPSAC, and after a little bit of fab work to install, they work much better.
I still saved a few bucks from the Matco setup, but it was not worth the heartache.
Also, for the tailwheel folks, I would bypass the tailwheel from the plans
altogether. I installed the Matco full swiveling taiwheel this week, and
love it. It is a very good deal at under $150, and installation is a piece of
cake.
Someday I'll get somebody to take some pictures of the plane in flight and
forward them to the list...
R/
Brandon
---------------------------------
Message 11
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| Subject: | Re: 701 slats again |
Me too.
----- Original Message -----
From: Gary Gower
To: zenith-list@matronics.com
Sent: Wednesday, November 29, 2006 4:43 PM
Subject: Re: Zenith-List: 701 slats again
I am part of your team Ben... To many years to enjoy flying yet :-)
Saludos
Gary Gower
701 912S
Flying from Chapala, Mexico.
Do not archive
"n801bh@netzero.com" <n801bh@netzero.com> wrote:
I don't know about the 701 but,, the 801's slat leading edge profile
is nothing like the wings leading edge profile. I will look very close
at a 701 when I see one to see if it's like the bigger brothers. I would
NEVER remove my 801's slats and fly with just the wing alone. but heck,
thats just me... YMMV.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "Robert N. Eli" <robert.eli@adelphia.net> wrote:
<robert.eli@adelphia.net>
Carl,
I talked to Chris Heintz at Air Venture several years ago about the
701
airfoil, and the aerodynamic design of the slats. The airfoil is an
old
standard airfoil (it is a NACA 640-18) with just a slot added. In
other
words, if you simply remove the slot and leave the fixed slat in its
design
postion to define the nose of the airfoi l, then you have standard
NACA
640-18 airfoil. If one wants to remove the slat from the airfoil
design, the
original airfoil can be recovered by simply covering the slots with
sheet
metal that matches the airfoil contour.
Bob Eli
----- Original Message -----
From: "Carl Bertrand" <cgbrt@mondenet.com>
To: <zenith-list@matronics.com>
Sent: Monday, November 27, 2006 8:18 AM
Subject: Fw: Zenith-List: 701 slats again
<cgbrt@mondenet.com>
>
>
>
>
>
>
> From: "Carl Bertrand" & lt;cgbrt@mondenet.com>
> To: <zenith-list@matronics.com>
>
> Subject: Re: Zenith-List: 701 no slats again
>
> Hi Joe
> Have followed this thread with interest.
> I've experimented with the 701's wing design but not with vgs. I
opted for
> air pressure operated slats and a thinner airfoil.
> For more info on the results see my presentation at:
eaa245.dhs.org/
> I never considered flying the 701 without slat but I'm not
surprised that
> it could be a hand full. My take is that the Cof G and the centre
of
> pressure would move back, the Cp more so causing a nose heavy
pitch moment
> at all speeds and angles of attack. I would expect all stall
speeds to
> increase with the clean wing and top speed to probably remain the
same or
> decrease because of the blunt leading edge.
> Adding vgs should delay the stall but should also increase drag?
> Very interested in the results anyone gets if you try the no slat
> configuration.
>
> Carl 701/912/amphibs
>
>
>
>========================
========================s
p; -- Pl ease Support Your Lists Thinbsp; (And Get Some AWESOME
FREE&nbnbsp;Annual List Fund Raiser. Click on
===========
Message 12
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| Subject: | Re: N601XT flies... for real this time... |
Congrats on your first flight. What prop and pitch do you have?
[quote="btucke73(at)yahoo.com"]Gents,
Finally got the aircraft flight ready again this morning and took her up.
601 HDS / Conventional gear with aluminum spring
Corvair bored .060 over - standard WW conversion
Calsbad, Ca. SKC / 60 miles vis / 65 deg
Climb out was less than expected at about 800 FPM at 3000 rpm. The engine sputters
just a little bit at full throttle, so this is the performance cracked
just a bit from full. I have to tune in the aerocarb a little bit this week.
I am still indicating high oil temps, so a new sender is on order. Indicated
temps are not jiving with laser temp finder on the ground. It required full
right aileron trim to go hands off. More flight stuff to follow in the next few
days...
Some things to mention. DO NOT waste your money on Azusa brakes. They
couldn't slow a piss ant's motorbike. I bought a hydraulic disc upgrade from
GPSAC, and after a little bit of fab work to install, they work much better.
I still saved a few bucks from the Matco setup, but it was not worth the heartache.
Also, for the tailwheel folks, I would bypass the tailwheel from the plans
altogether. I installed the Matco full swiveling taiwheel this week, and
love it. It is a very good deal at under $150, and installation is a piece of
cake.
Someday I'll get somebody to take some pictures of the plane in flight and
forward them to the list...
R/
Brandon
> [b]
--------
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=78178#78178
Message 13
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|
| Subject: | 8.50x6.00 on 801 |
Dave
I have 8.50x6.00 tires on my 801. I had problems with flat tires until I modified
the rim to accommodate a normal 8.50x6.00 tube. There are not 8.50 tubes
that I could find with the 90 degree stem. The manufacture of the rim had a site
that showed how and where to drill the hole. I did it 3 years ago so the
site may no longer exist. If you need some pics let me know.
There is about 1/4" of clearance between the tire and the gear legs. I'm not sure
you could go much wider without re-engineering the wheel and brake attachment.
Bill Wilcox
N801BW
Valdez, Alaska
375 hrs
From: "Dave Ruddiman" <pacificpainting@comcast.net>
Subject: Zenith-List: 801 Tire Clearance
801 People,
I haven't started my fuselage yet so I don't know the answer to this
question. What is the clearance between the wheels and the gear legs?
Both the mains and the nose. I assume 8.50 tires will fit, but I am
curious if anything larger will. If anyone knows, I would appreciate
knowing too.
Message 14
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| Subject: | Re: 701 slats again |
Don't feel alone guys........ I'm building a 601XL but my first build was an Excalibur
( a Challenger-like 2 place UL). We have a builder in Florida who has
his Excalibur up for sale for half a year now because he seems to have given up
on modifying it into an open class pylon racer.
He built the very first clipped-wing Excalibur, progressed through at least three
different Gee-Whiz props, each of which was going to turn the little plane
into a rocket according to him. He has now ditched the Rotax 503 DCDI engine in
favor of a Hirth or HKS with about 20 or so more hp. All this on an airframe
which has the drag characteristics of a powered parachute!
It is truly amazing how some builders take the latiyudes allowed to us in experimental
aircraft to the extremes of trying to make the design into something it
was never intended to be. Oh well.... to each his own and may God bless....
Ed Moody II
Rayne, LA
601XL/Jabiru/Baggage area
---- Dave Ruddiman <pacificpainting@comcast.net> wrote:
> Me too.
>
>
> ----- Original Message -----
> From: Gary Gower
> To: zenith-list@matronics.com
> Sent: Wednesday, November 29, 2006 4:43 PM
> Subject: Re: Zenith-List: 701 slats again
>
>
> I am part of your team Ben... To many years to enjoy flying yet :-)
>
> Saludos
> Gary Gower
> 701 912S
> Flying from Chapala, Mexico.
> Do not archive
>
> "n801bh@netzero.com" <n801bh@netzero.com> wrote:
> I don't know about the 701 but,, the 801's slat leading edge profile is nothing
like the wings leading edge profile. I will look very close at a 701 when
I see one to see if it's like the bigger brothers. I would NEVER remove my
801's slats and fly with just the wing alone. but heck, thats just me... YMMV.
> do not archive
>
>
> Ben Haas
> N801BH
> www.haaspowerair.com
>
> -- "Robert N. Eli" <robert.eli@adelphia.net> wrote:
>
> Carl,
>
> I talked to Chris Heintz at Air Venture several years ago about the 701
> airfoil, and the aerodynamic design of the slats. The airfoil is an old
> standard airfoil (it is a NACA 640-18) with just a slot added. In other
> words, if you simply remove the slot and leave the fixed slat in its design
> postion to define the nose of the airfoi l, then you have standard NACA
> 640-18 airfoil. If one wants to remove the slat from the airfoil design,
the
> original airfoil can be recovered by simply covering the slots with sheet
> metal that matches the airfoil contour.
>
> Bob Eli
>
> ----- Original Message -----
> From: "Carl Bertrand" <cgbrt@mondenet.com>
> To: <zenith-list@matronics.com>
> Sent: Monday, November 27, 2006 8:18 AM
> Subject: Fw: Zenith-List: 701 slats again
>
>
> >
> >
> >
> >
> >
> >
> > From: "Carl Bertrand" & lt;cgbrt@mondenet.com>
> > To: <zenith-list@matronics.com>
> >
> > Subject: Re: Zenith-List: 701 no slats again
> >
> > Hi Joe
> > Have followed this thread with interest.
> > I've experimented with the 701's wing design but not with vgs. I opted
for
> > air pressure operated slats and a thinner airfoil.
> > For more info on the results see my presentation at: eaa245.dhs.org/
> > I never considered flying the 701 without slat but I'm not surprised that
> > it could be a hand full. My take is that the Cof G and the centre of
> > pressure would move back, the Cp more so causing a nose heavy pitch moment
> > at all speeds and angles of attack. I would expect all stall speeds to
> > increase with the clean wing and top speed to probably remain the same
or
> > decrease because of the blunt leading edge.
> > Adding vgs should delay the stall but should also increase drag?
> > Very interested in the results anyone gets if you try the no slat
> > configuration.
> >
> > Carl 701/912/amphibs
Message 15
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| Subject: | Re: Making a Vixen File Tool |
and dress as a S.W.A.T. :-) :-)
Saludos
Gary Gower
Do not archive
crvsecretary@aol.com wrote:
Drop it on the floor! Ok, only kidding (sort of...)
Files are VERY hard, and that makes them very brittle. Secure the file in a
vice (with soft jaws) where you want the file to break and smack it close to the
break zone with a rubber mallet - it will snap like a dry straw.
WEAR SAFETY GOGGLES !!!!
Best Regards,
Tracy Smith
N458XL reserved
wings in process....
Do Not Archive
-----Original Message-----
From: mgvalentine@gmail.com
Sent: Wed, 29 Nov 2006 4:21 PM
Subject: Re: Zenith-List: Making a Vixen File Tool
.AOLPlainTextBody { margin: 0px; font-family: Tahoma, Verdana, Arial,
Sans-Serif; font-size: 12px; color: #000; background-color:
#fff; } .AOLPlainTextBody pre { font-size: 9pt; } .AOLInlineAttachment
{ margin: 10px; } .AOLAttachmentHeader { font: 11px arial;
border: 1px solid #7DA8D4; background: #F9F9F9; } .AOLAttachmentHeader
.Title { font: 11px arial; background: #B5DDFA; padding:
3px 3px 3px 3px; } .AOLAttachmentHeader .FieldLabel { font: 11px
arial; color: #000000; padding: 1px 10px 1px 9px; background:
#F9F9F9; } .AOLAttachmentHeader .FieldValue { font: 11px arial;
color: #000000; background: #F9F9F9; } .AOLAttachmentHeader a, .AOLImage
a { color: #2864B4; text-decoration: none; } .AOLAttachmentHeader
a:hover, .AOLImage a:hover { color: #2864B4; text-decoration:
underline; } body { background-color:
white; font-family: "Verdana"; font-size: 10pt; border: 0px; }
p { margin: 0px; padding: 0px; } img.managedImg { width:
0px; height: 0px; } img.placeholder { width: 275px; height:
206px; background: #F4F4F4 center center no-repeat; border: 1px solid
#DADAD6 !important; } Sorry to ask the obvious, but how does one
cut the file in the first place???
Michael in NH
---------------------------------
---------------------------------
Message 16
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| Subject: | RE: Alternator Recommendations |
A rule of thumb is if you have a load meter then install loads only up
to
the capacity of the charging system. Without the load meter only
install to
80%. I guess the reverse is true... without a meter and 30A of
continuous
use ( everything on after starting) the generator/alternator should be
capable of producing 36A.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Brandon
Tucker
Sent: Thursday, November 30, 2006 12:00 PM
Subject: Zenith-List: RE: Alternator Recommendations
I bought a 45 amp internally regulated alternator to install in my HDS
Corvair, and sold it after figuring out that there is no way to make it
fit
under the nosebowl. If you are going with the WW Corvair conversion,
the
small dynamo is the only thing that will fit. Your only other option is
to
mount the alt in the back of the motor, which will require a little more
work than just buying parts from William and bolting them on. Not too
much
work, but more... IMHO, load shedding, and possibly going with smaller
lights, and LEDs when possible would be easier than engineering your own
alternator setup.
You can purchase the overvoltage protection unit from Bob. I have it
installed in my aircraft. After having a regulator fail in a Citabria,
and
frying the battery, I like the idea of having built in overvoltage
protection. He now also has a low voltage indication BAMM unit now, but
I
know nothing about it other than what it says on the website.
R/
Brandon
Message 17
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| Subject: | Re: Cortec thickness and Loose Rivets over time...? |
I would put it sparingly. Weight is one issue, going on thick has nominal return.
-----Original Message-----
>From: PatrickW <pwhoyt@yahoo.com>
>Sent: Nov 30, 2006 10:25 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: Cortec thickness and Loose Rivets over time...?
>
>
>
>amyvega2005(at)earthlink. wrote:
>> why the Cortec might I ask?
>
>
>When I went to the Rudder Workshop it's what Zenith used. Prior to the start
of the workshop they painted everyone's aluminum rudder pieces with Cortec.
>
>So I figured I'd go with what they did and use it. I just didn't know if I should
put it on quite as thick.
>
>I think there is an additional benefit to Cortec - it's sticky, and after the
parts are riveted together it will be like "rivets plus glue".
>
>Would add more shear strength I would think. But would also harder to slide parts
around, like fitting a piano hinge between two skin sheets for example.
>
>- PatrickW
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=78157#78157
>
>
Message 18
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| Subject: | Re: CZAW cowl question again |
Finally, some pictures of my installed cowl for anyone who wants to have a look
and comment:
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=78242#78242
Attachments:
http://forums.matronics.com//files/imgp0884_168.jpg
http://forums.matronics.com//files/imgp0883_368.jpg
http://forums.matronics.com//files/imgp0882_957.jpg
http://forums.matronics.com//files/imgp0868_716.jpg
http://forums.matronics.com//files/imgp0866_184.jpg
http://forums.matronics.com//files/imgp0865_155.jpg
Message 19
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| Subject: | Re: CZAW cowl question again |
Ben Haas
N801BH
www.haaspowerair.com
-- "n801bh@netzero.net" <n801bh@netzero.net> wrote:
Ben Haas
N801BH
www.haaspowerair.com
-- "n801bh@netzero.com" <n801bh@netzero.com> wrote:
You should take a few moments and rethink your idea of oil and for that
matter water temps. If you monitor temps coming out of a cooler then tha
t will give you a false sense of security. The temp you are concerned wi
th is the actual internal one that the engine has in it. If the cooler i
s pretty effective in removing heat then the temp heading to the motor i
s going to be a number you like to see, not the real number. Here is an
example, If you look closely at the panel on my plane,, www.haaspowerair
.com you will see I have three water temp gauges. The top one is monit
oring the actual temp in the block just as it heads out to the thermosta
t housing, one thing I should add is I don't run a thermostat, I use a r
estrictor disc. That took several tries to get the exact hole size to le
t the motor cool and not let the coolant pass through the system either
too fast or too slow. The main reason I do this is I cannot have a overh
eating failure caused by a hung thermostat. The second gauge shows the t
emp as the coolant enters the radiator. The third gauge shows the temp a
t the intake side of the water pump. This way I can see how efficient th
e radiator is working. Here is a what if,,, I only look at the incoming
water temp and it shows 160 f,, I say to myself " the motor is not overh
eating". So now lets say the rad is really efficient, guess what, the ac
tual water temp in the engine is pushing 240,, thats one cooked motor. !
!!!!!!!!! The point I am trying to make is the temp of the oil or coolan
t heading back to the motor doesn't mean too much, it's the actual opera
ting temp INSIDE the motor you need to be concerned about. Just my .02 c
ents worth..
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- Trevor Page <webmaster@upac.ca> wrote:
Remember, the 260F reading is taken from a location where the oil is HOT
after gone through the engine. Newer 912's take the reading at the oil
pump after it's gone through the cooler. Bound to be colder but I don't
know how much...
Yes, I suppose I can cut the roof of the inlet a bit to make the opening
larger by virtue of it being more "forward" because the inlet is on an
upwards angle. I have posted pictures on the forum so everyone can see w
hat I'm talking about.
Trev PageC-IDUS 601HD R912
On Nov 29, 2006, at 2:06 PM, n801bh@netzero.com wrote:260 is too high fo
r sure. Is there a way to enlarge the source that feeds the incoming air
to the cooler??
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- Trevor Page <webmaster@upac.ca> wrote:
(Looks like my first post got stripped)Just wondering if anyone on the l
ist has any input on something:I'm just completed the conversion of my 6
01HD to the CZAW cowl and rad placement. It was very easy and it's a ver
y nice kit. I reckon I got an extra 5Mph out of the plane because of the
cleaner profile (I've flown it for 1 hour so far)However, I still seem
to have higher oil temps. I have an 80HP 912 and I sprung for the larger
oil cooler which I've installed as directed in front of the muffler can
. Now, the oil cooler inlet duct in the cowl is rather small: I see a 3/
4" opening at the end of the NACA duct.Has anyone with a recent R912 ins
tall on an HD or XL with the same oil cooler placement have the same iss
ue with a small opening? There seems to be a real lack of pictures of th
e install to compare mine against so maybe someone can chime in? My oil
temps reach 260F which seems a bit higher than most but I do know that
my older engine has an oil temp probe located on the bottom front oil ou
tlet fitting rather than the newer location at the oil pump housing. I r
eckon my temps are going to be higher since the oil temps are read after
the oil has gone through the engine just before going into the tank. Ho
w much higher? I have no idea but does 30F seems reasonable? More?Right
now I'm waiting to hear back from anyone before I go and do something dr
astic like make the opening bigger cutting the roof of the NACA duct for
ward or make up some kind of ducting work to come closer the oil cooler
and seal it up somehow.Thanks in advance!
Trev PageC-IDUS 601HD R912I've included a picture of the cowl so you can
see what I'm talking about on the forum roelectric.comcom/">www.builder
sbooks.comkitlog.comhomebuilthelp.comwww.matronics.com/contribution">htt
p://www.matronics.com/Navigator?Zenith-Listhref="http://www.aeroelectr
ic.com">www.aeroelectric.comhref="http://www.buildersbooks.com">www.bu
ildersbooks.comhref="http://www.kitlog.com">www.kitlog.comhref="http
://www.homebuilthelp.com">www.homebuilthelp.comhref="http://www.matron
ics.com/contribution">http://www.matronics.com/contributionhref="http:
//www.matronics.com/Navigator?Zenith-List">http://www.matronics.com/Navi
gator?Zenith-List
========================
========================
========================
===============
<html><BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair.com<BR><BR
>-- "n801bh@netzero.net" <n801bh@netzero.net> wrote
:<BR><BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair.com<BR><BR>
-- "n801bh@netzero.com" <n801bh@netzero.com> wrote:
<BR>
<P>You should take a few moments and rethink your idea of oil and for th
at matter water temps. If you monitor temps coming out of a cooler then
that will give you a false sense of security. The temp you are concerned
with is the actual internal one that the engine has in it. If the coole
r is pretty effective in removing heat then the temp heading to the moto
r is going to be a number you like to see, not the real number. Here is
an example, If you look closely at the panel on my plane,, <A href="ht
tp://www.haaspowerair.com/">www.haaspowerair.com</A> you wil
l see I have three water temp gauges. The top one is monitoring the actu
al temp in the block just as it heads out to the thermostat housing, one
thing I should add is I don't run a thermostat, I use a restrictor disc
. That took several tries to get the exact hole size to let the motor co
ol and not let the coolant pass through the system either too fast or to
o slow. The main reason I do this is I cannot have a overheating failure
caused by a hung thermostat. The second gauge shows the temp as the coo
lant enters the radiator. The third gauge shows the temp at the intake s
ide of the water pump. This way I can see how efficient the radiator is
working. Here is a what if,,, I only look at the incoming water temp and
it shows 160 f,, I say to myself " the motor is not overheati
ng". So now lets say the rad is really efficient, guess what,
the actual water temp in the engine is pushing 240,, thats one cooked mo
tor. !!!!!!!!!! The point I am trying to make is the temp of the oil or
coolant heading back to the motor doesn't mean too much, it's the actual
operating temp INSIDE the motor you need to be concerned about. Just my
.02 cents worth..</P>
<P>do not archive</P>
<P><BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair.com<BR><BR>--
Trevor Page <webmaster@upac.ca> wrote:<BR>Rem
ember, the 260F reading is taken from a location where the oil is HOT af
ter gone through the engine. Newer 912's take the reading at the oil pum
p after it's gone through the cooler. Bound to be colder but I don't kno
w how much...</P>
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV>Yes, I suppose I can cut the roof of the inlet a bit to make the op
ening larger by virtue of it being more "forward" because the inlet is o
n an upwards angle. I have posted pictures on the forum so everyone can
see what I'm talking about.
<DIV><BR>
<DIV><SPAN class=Apple-style-span style="WORD-SPACING: 0px; FONT: 12
px Verdana; TEXT-TRANSFORM: none; COLOR: rgb(0,0,0); TEXT-INDENT: 0px; W
HITE-SPACE: normal; LETTER-SPACING: normal; BORDER-COLLAPSE: separate; b
order-spacing: 0px 0px; khtml-text-decorations-in-effect: none; apple-te
xt-size-adjust: auto; orphans: 2; widows: 2">
<DIV>Trev Page</DIV>
<DIV>C-IDUS 601HD R912</DIV><BR class=Apple-interchange-newline></SPAN
></DIV><BR>
<DIV>
<DIV>On Nov 29, 2006, at 2:06 PM, <A href="mailto:n801bh@netzero.com">
n801bh@netzero.com</A> wrote:</DIV><BR class=Apple-interchange-newline
>
<BLOCKQUOTE type="cite">
<P>260 is too high for sure. Is there a way to enlarge the source that f
eeds the incoming air to the cooler??</P>
<P>do not archive<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair
.com<BR><BR>-- Trevor Page <<A href="mailto:webmaste
r@upac.ca">webmaster@upac.ca</A>> wrote:<BR></P>
<DIV>(Looks like my first post got stripped)</DIV>
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV>Just wondering if anyone on the list has any input on something:</D
IV>
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV>I'm just completed the conversion of my 601HD to the CZAW cowl and
rad placement. It was very easy and it's a very nice kit. I reckon I got
an extra 5Mph out of the plane because of the cleaner profile (I've flo
wn it for 1 hour so far)</DIV>
<DIV>However, I still seem to have higher oil temps. I have an 80HP 912
and I sprung for the larger oil cooler which I've installed as directed
in front of the muffler can. Now, the oil cooler inlet duct in the cowl
is rather small: I see a 3/4" opening at the end of the NACA duct.</DIV>
<DIV>Has anyone with a recent R912 install on an HD or XL with the same
oil cooler placement have the same issue with a small opening? There see
ms to be a real lack of pictures of the install to compare mine against
so maybe someone can chime in? My oil temps reach 260F which seems
a bit higher than most but I do know that my older engine has an oil te
mp probe located on the bottom front oil outlet fitting rather than the
newer location at the oil pump housing. I reckon my temps are going to b
e higher since the oil temps are read after the oil has gone through the
engine just before going into the tank. How much higher? I have no idea
but does 30F seems reasonable? More?</DIV>
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV>Right now I'm waiting to hear back from anyone before I go and do s
omething drastic like make the opening bigger cutting the roof of the NA
CA duct forward or make up some kind of ducting work to come closer the
oil cooler and seal it up somehow.</DIV>
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV>Thanks in advance!</DIV><BR>
<DIV><SPAN class=Apple-style-span style="WORD-SPACING: 0px; FONT: 12
px Verdana; TEXT-TRANSFORM: none; COLOR: rgb(0,0,0); TEXT-INDENT: 0px; W
HITE-SPACE: normal; LETTER-SPACING: normal; BORDER-COLLAPSE: separate; b
order-spacing: 0px 0px; khtml-text-decorations-in-effect: none; apple-te
xt-size-adjust: auto; orphans: 2; widows: 2">
<DIV>Trev Page</DIV>
<DIV>C-IDUS 601HD R912</DIV><BR class=Apple-interchange-newline></SPAN
></DIV>I've included a picture of the cowl so you can see what I'm talki
ng about on the forum
<DIV><BR class=khtml-block-placeholder></DIV>
<DIV><BR class=khtml-block-placeholder></DIV><PRE><B><FONT face="cou
rier new,courier" color=#000000 size=2>
roelectric.com
com/"><A href="http://www.buildersbooks.com/">www.buildersbooks.com
</A>
kitlog.com
homebuilthelp.com
<A href="http://www.matronics.com/contribution">www.matronics.com/cont
ribution</A>
"><A href="http://www.matronics.com/Navigator?Zenith-List">http://w
ww.matronics.com/Navigator?Zenith-List</A>
</FONT></B><FONT face="courier new,courier" color=#000000 size=2><
/FONT></PRE><PRE><B><FONT face="courier new,courier" color=#000000 s
ize=2>
href="http://www.aeroelectric.com">www.aeroelectric.com</A>
href="http://www.buildersbooks.com">www.buildersbooks.com</A>
href="http://www.kitlog.com">www.kitlog.com</A>
href="http://www.homebuilthelp.com">www.homebuilthelp.com</A>
href="http://www.matronics.com/contribution">http://www.matronics.c
om/contribution</A>
href="http://www.matronics.com/Navigator?Zenith-List">http://www.ma
tronics.com/Navigator?Zenith-List</A>
</FONT></B><FONT face="courier new,courier" color=#000000 size=2><
/FONT></PRE></BLOCKQUOTE></DIV><BR></DIV></DIV><PRE><B><FONT face="cou
rier 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 20
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Calf-rope!! (anyone know what that means?) Here in Dallas, it is now 51 degrees
cooler than it was at this time yesterday! At 29 degrees, (no heat in the airplane
work area) I can't even squeeze a rivet puller. I know that makes me a
wimp, but, hey, we Southerners just aren't used to "yankee" weather. Enough
already, I'm ready for Winter to be over!
Jay in Dallas
Message 21
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| Subject: | Re: Enough Already! |
I'll argue that one. I've got a coat to match the weather and summertime utility
bills are the pits! I like the cold weather.... it doesn't last long enough
here for me to get tired of it.
Ed
Do Not Archive
---- Jaybannist@cs.com wrote:
>
> Calf-rope!! (anyone know what that means?) Here in Dallas, it is now 51 degrees
cooler than it was at this time yesterday! At 29 degrees, (no heat in the
airplane work area) I can't even squeeze a rivet puller. I know that makes me
a wimp, but, hey, we Southerners just aren't used to "yankee" weather. Enough
already, I'm ready for Winter to be over!
>
> Jay in Dallas
Message 22
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| Subject: | Re: CZAW cowl question again |
Trevor Page / zodieman wrote:
>>I'm just completed the conversion of my 601HD to the CZAW cowl and
>>rad placement. It was very easy and it's a very nice kit. I
Just to confirm, what was the configuration before the change?
Was it the old under-fuselage rad placement?
I'm curious about the use of a more sophisticated cowl like this,
although who knows what supply there might be in the future, given
the end of CZAW's production for Zenair.
Peter Chapman
Toronto, ON 601 HDS / 912 / C-GZDC
(Original style cowl, rads moved into sides of cowl as Flypass used to do)
Message 23
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| Subject: | Re: Enough Already! |
Yeah Jay, I know where your saying. I was born and raised in the DFW area,
joined the army to get away to better places...well I spent 12 years in
Germany, not only did I hate the cold before.....now I despise it with a
passion!!
David Mikesell
23597 N. Hwy 99
Acampo, CA 95220
skyguynca@skyguynca.com
www.skyguynca.com
----- Original Message -----
From: <Jaybannist@cs.com>
Sent: Thursday, November 30, 2006 1:41 PM
Subject: Zenith-List: Enough Already!
>
> Calf-rope!! (anyone know what that means?) Here in Dallas, it is now 51
> degrees cooler than it was at this time yesterday! At 29 degrees, (no
> heat in the airplane work area) I can't even squeeze a rivet puller. I
> know that makes me a wimp, but, hey, we Southerners just aren't used to
> "yankee" weather. Enough already, I'm ready for Winter to be over!
>
> Jay in Dallas
>
>
>
Message 24
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| Subject: | Re: Enough Already! |
I really don't blame you for complaining. Bad enough life has stuck you in
Texas, having a slight chill or any other discomfort is far too much to heap
on top of such a grave misfortune. Don't worry, you're bound to be back to
your normal misery soon enough.
----- Original Message -----
From: <Jaybannist@cs.com>
Sent: Thursday, November 30, 2006 5:41 PM
Subject: Zenith-List: Enough Already!
>
> Calf-rope!! (anyone know what that means?) Here in Dallas, it is now 51
> degrees cooler than it was at this time
Message 25
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| Subject: | Re: Enough Already! |
David, I fought a part of the "cold war" serving my time in the Chicago area, working
outdoors most of the time. VERY cold and long winters back then. I didn't
lose anything out there in that snow (no reason to go looking for it).
Jay in Dallas
Do not archive
"David Mikesell" <skyguynca@skyguynca.com> wrote:
>
>Yeah Jay, I know where your saying. I was born and raised in the DFW area,
>joined the army to get away to better places...well I spent 12 years in
>Germany, not only did I hate the cold before.....now I despise it with a
>passion!!
>
>David Mikesell
>23597 N. Hwy 99
>Acampo, CA 95220
>skyguynca@skyguynca.com
>www.skyguynca.com
>
>----- Original Message -----
>From: <Jaybannist@cs.com>
>To: <zenith-list@matronics.com>
>Sent: Thursday, November 30, 2006 1:41 PM
>Subject: Zenith-List: Enough Already!
>
>
>>
>> Calf-rope!! (anyone know what that means?) Here in Dallas, it is now 51
>> degrees cooler than it was at this time yesterday! At 29 degrees, (no
>> heat in the airplane work area) I can't even squeeze a rivet puller. I
>> know that makes me a wimp, but, hey, we Southerners just aren't used to
>> "yankee" weather. Enough already, I'm ready for Winter to be over!
>>
>> Jay in Dallas
>>
>>
>>
>>
>>
>
>
Message 26
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| Subject: | Re: CZAW cowl question again |
I spoke to CZAW about the availability and so far they're still more than happy
to supply kits and parts for 601s considering the firewall-forward system of
their SportCruiser is identical to the 601 system they developed.
On another note, I took some detailed measurements of my oil cooler and placement
and wouldn't you know it.. they are all perfect according to this article I
found:
http://www.ch601.org/resources/cooling_systems2.htm
Looks like maybe the folks in the Czech republic we're doing their homework! Even
though the placement, inlet size and distances are right I still have to make
up a plenum of sort to funnel the air into the oil cooler but It's worth a
try. I reckon I can whip that up in a few hours of glass work
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=78275#78275
Message 27
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Is it just me not receiving mail from the list, or is it Comcast
blocking again?
Dave in Salem
Message 28
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| Subject: | Re: 601XL - Engine out / Glide Experience |
My primary flight instructor before I got my license in the 70's was a
crusty, crabby old ex-Marine flight instructor (I know, once a Marine,
always a Marine). It seemed that we spent more time on Emergency procedures
than basic flight. He had me learn very steep slips, simulated electrical
failures and engine off procedures. One time we flew out to a California
desert dry lake and he pulled back the throttle several miles away. This was
while I was plotting a new course. He had me follow through and actually
land on the lake bed. When I attempted to take off again from a full stop,
he pulled back the throttle again at about 500 feet. He then told me that
the scratch on the lake bed ahead was a "bunch of bushes" that I had to
avoid on landing again. We performed several "forced landings" and "aborted
take-offs" that day. On the way back to EMT (El Monte, CA) he pulled back
the throttle again over a rural part of town. He gave me power again at
about 200 feet over a deserted road. We had three more similar days before I
had my final check ride.
At the time, I was very irritated with him. Several years later, the
two-cycle engine seized in my B1RD ultralight and I had to make a forced
landing on a highway center meridian. When the engine quit, I calmly
remembered my training and experience and flew the ultralight all the way
down to a perfect landing. I was pleasantly surprised at how calm I was
during that emergency.
There is no better way to prepare yourself for an emergency than practice.
Dave Thompson
dave.thompson@verizon.net
Westminster, CA
601XL rudder workshop, Corvair engine in parts and no money for a kit.
Message 29
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must be comcast, I sure have been getting mine
do not archive
Message 30
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| Subject: | Re: 601XL - Engine out / Glide Experience |
Dave,
More instructors should be like that crabby old ex-Marine!!! You can't even
get spin training today without going into aerobatic training.
Bob Spudis
do not archive
In a message dated 11/30/2006 10:36:21 P.M. Eastern Standard Time,
dave.thompson@verizon.net writes:
My primary flight instructor before I got my license in the 70=99s wa
s a
crusty, crabby old ex-Marine flight instructor (I know, once a Marine, alwa
ys a
Marine). It seemed that we spent more time on Emergency procedures than bas
ic
flight. He had me learn very steep slips, simulated electrical failures and
engine off procedures. One time we flew out to a California desert dry lak
e
and he pulled back the throttle several miles away. This was while I was
plotting a new course. He had me follow through and actually land on the la
ke bed.
When I attempted to take off again from a full stop, he pulled back the
throttle again at about 500 feet. He then told me that the scratch on the l
ake bed
ahead was a =9Cbunch of bushes=9D that I had to avoid on landin
g again. We
performed several =9Cforced landings=9D and =9Caborted tak
e-offs=9D that day. On the
way back to EMT (El Monte, CA) he pulled back the throttle again over a ru
ral
part of town. He gave me power again at about 200 feet over a deserted road
.
We had three more similar days before I had my final check ride.
At the time, I was very irritated with him. Several years later, the
two-cycle engine seized in my B1RD ultralight and I had to make a forced la
nding on
a highway center meridian. When the engine quit, I calmly remembered my
training and experience and flew the ultralight all the way down to a perfe
ct
landing. I was pleasantly surprised at how calm I was during that emergency
.
There is no better way to prepare yourself for an emergency than practice.
Dave Thompson
_dave.thompson@verizon.net_ (mailto:dave.thompson@verizon.net)
Westminster, CA
601XL rudder workshop, Corvair engine in parts and no money for a kit.
m/)
(http://www.buildersbooks.com/)
(http://www.homebuilthelp.com/)
(http://www.matronics.com/contribution)
(http://www.matronics.com/Navigator?Zenith-List)
Message 31
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| Subject: | Re: Matco Tailwheel install: was Re: N601XT flies... for real |
this time...
Mike,
The installation was much simpler than the tailwheel from the plans, with
the exception of having to weld a little.
First, buy leaf spring #4 from here:
http://aircraftspruce.com/catalog/lgpages/leafsprings.php
I had to weld about a 5" extention to it to get it to reach the forward
spring mount bolt. I kept most of the spring cool with a wet rag while welding
at the end. The part of the spring that "springs" did not lose any heat treating.
I'll try to get a picture of it and send it to you. I bought the solid
Matco tailwheel from here:
http://aircraftspruce.com/catalog/lgpages/matco_tw.php
After flying it today, I think the inflatable wheel would be better. You
really feel the rough asphalt with the solid wheel. You then buy the spring
kit here:
http://aircraftspruce.com/catalog/lgpages/comp_springs.php
Installation was less than 2 hours including welding an extension to the
spring. It was a very easy upgrade. -Much easier than scratch building the
tailwheel the first time...
R/
Brandon
---------------------------------
Message 32
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| Subject: | Re: N601XT flies... for real this time... |
Gig,
I have the Warp Drive set at 8 deg at the tip. It yielded about 3000 on
takeoff today. I tried attaching pics, but Matronics denied... I will try to
get some pictures and video up on a website tonight for all to view.
R/
Brandon
---------------------------------
Message 33
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| Subject: | Re: 601XL - Engine out / Glide Experience |
a crusty, crabby old ex-Marine flight instructor (I know, once a
Marine, always a Marine)
With respect:
You can always tell a Marine,,,,,,,,,,,,, you just can't tell him much!
Randy, Las vegas do not archive
Message 34
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If you ever have any doubts just go to the web interface to the list and see
if there are messages there that you haven't seen.
-- Craig
Message 35
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Thanks Craig. I didn't know I could do that.
Dave
----- Original Message -----
From: Craig Payne
To: zenith-list@matronics.com
Sent: Thursday, November 30, 2006 9:44 PM
Subject: RE: Zenith-List: No email.
If you ever have any doubts just go to the web interface to the list
and see if there are messages there that you haven't seen.
-- Craig
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