Today's Message Index:
----------------------
1. 05:24 AM - Re: Tips (Bill Naumuk)
2. 06:13 AM - Re: Re: Nav antenna location? / 200 MPH (Edward Moody II)
3. 06:31 AM - Re: A series Continental (David Downey)
4. 07:49 AM - CH 701 part 7H2-6 (john swanson)
5. 08:38 AM - Re: Continental O-200 Engine mount point (Randy L. Thwing)
6. 09:30 AM - Christmas Revelation (Bill Naumuk)
7. 09:49 AM - Re: A series Continental (Brad Larson)
8. 11:05 AM - Re: Nav antenna location?/200 mph (T. Graziano)
9. 11:54 AM - Re: CH 701 part 7H2-6 (NYTerminat)
10. 12:16 PM - Wiring up your wings (Chris sinfield)
11. 01:47 PM - vm 1000c (flyingmike9)
12. 01:57 PM - Re:Wiring up your wings (T. Graziano)
13. 03:18 PM - Re: Nav antenna location?/200 mph (Gig Giacona)
14. 03:21 PM - Re: Wiring up your wings (Carlos Sa)
15. 03:25 PM - Re: vg's (Noel Loveys)
16. 03:32 PM - Re: Torque force to apply to AN Bolts (Noel Loveys)
17. 03:35 PM - Re: Torque force to apply to AN Bolts (Noel Loveys)
18. 03:46 PM - Re: Nav antenna location? (Noel Loveys)
19. 03:54 PM - Re: Wiring up your wings (NYTerminat)
20. 03:56 PM - Re: Nav antenna location? (Noel Loveys)
21. 04:36 PM - Re: Wiring up your wings (Paul Mulwitz)
22. 04:49 PM - Re: Continental O-200 Engine mount point (Michel Therrien)
23. 05:13 PM - Re: Re: CH601 and CH701 safety, accident info requested (Josh Olson)
24. 05:55 PM - A series Continental (Dave and Pam Fisher)
25. 06:12 PM - Re: A series Continental (Steve Hulland)
26. 06:53 PM - Re: Nav antenna location? (Mike Moore)
27. 08:28 PM - Re: Continental O-200 Engine mount point (Randy L. Thwing)
28. 08:40 PM - Re: odd and ends (Gary Gower)
29. 09:54 PM - Test (Chris sinfield)
30. 11:19 PM - Re: Re: Nav antenna location?/200 mph (Terry Phillips)
Message 1
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Phil-
I've come to the conclusion that polishing isn't for the impatient!
Merry Christmas!
do not archive
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: Phil Maxson
To: zenith-list@matronics.com
Sent: Sunday, December 24, 2006 5:50 PM
Subject: RE: Zenith-List: Tips
I also bought some filler products, thinking I would use them and
paint. I also thought I couldn't polish my plane, since it had some
dents and "smiles" in the leading edges due to my poor handling of the
leading edge skins. Guess what. I didn't use any of the filler, and I
polished it anyway. Bill Clapp, KR2 and Corvair builder, started
working on my smiles and dents with a suction cup tool and worked out
all the problems. When you polish it up, you'd be surprised at how much
people are overwhelmed with the shine, and tend to ignore the little
blemishes.
Don't get discouraged. It will all work out in the end and unless you
really butchered the tips, I bet you will be pleased with the polishing
job. You won't be too happy will all the work it takes to get it
polished though!
Phil Maxson
601XL/Corvair
Northwest New Jersey
Phil-
The HDS plans don't give you coordinates for laying out the tip
cuts- you're supposed to install the metal portion of the tip, then use
a marker taped to a stick to trace the cut line. This difference doesn't
warrant deleting your post.
My problem is, even though the job is behind me and turned out
better than reported by some listers, I'm suffering from "It could be
better still" remorse.
I decided to polish the majority of my project and trim paint
only the leading edges and wing tips.
<<SNIP>>
-------------------------------------------------------------------------
-----
Get into the holiday spirit, chat with Santa on
Messenger.px?locale=en-us' target='_new'>Ho-Ho-Ho!
Message 2
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| Subject: | Re: Nav antenna location? / 200 MPH |
And his landing gear.... and performed the maneuver in a strong
downdraft in a super cell thunderstorm. (taking off and landing without
undercarriage was the sticky bit).
Ed
----- Original Message -----
From: NYTerminat
To: zenith-list@matronics.com
Sent: Sunday, December 24, 2006 1:31 PM
Subject: Re: Zenith-List: Re: Nav antenna location? / 200 MPH
I think he took off his slats:-)
In a message dated 12/24/06 12:23:31 Eastern Standard Time,
carlossa52@gmail.com writes:
probably on a vertical dive, no wings. :o)
do not archive
Carlos
On 24/12/06, Gig Giacona <wr.giacona@cox.net> wrote:
<wr.giacona@cox.net>
Screw the antenna. How did you get to 200MPH?
Message 3
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| Subject: | Re: A series Continental |
Maybe this one?
http://www.bowersflybaby.com/tech/engines.htm
DAVID MILLER <tigermiller1595@msn.com> wrote:
Somewhere on the internet is a list that has a true A- series Continental
expert. I had it , but lost it. Anyone know where a list might be?
Thanks
Dave Downey
Harleysville (SE) PA
__________________________________________________
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| Subject: | CH 701 part 7H2-6 |
Happy holidays to all
My question for CH701 builders is
My elevator has been assembled with part 7h2-6 the front horizontial
stabilizer
bracket of .040 thick material,not the now recomended .063. This fix
appeared in the
July/Aug 06 news letter.
To replace the bracket I
would have to drill out all the rivets in the top skin.
Is it necessary to replace the bracket? Will inspections alone allow
for safety?
Who has done the fix and who has not
do not archive
John S
Wetmore, MI
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| Subject: | Re: Continental O-200 Engine mount point |
Merry Christmas Michel:
Among other airplane projects I am involved in. I'm 1/3 owner of a
first issue (1959) C-150. We are rebuilding it's O-200 which is on a stand
out in the garage, is that "easy access" or what? Attached is a pic. Is
this the measurement you are seeking? If not, please clarify and I can step
out and try again. With my finest "Chinese" micrometer, I think you can see
in the pic the measurement is 1.021". This is measuring a coat of paint on
each side as well. If you need more, just ask. What Franklin do you have?
We have a Franklin 4A-235. Ours is a PZL engine with a retrofitted
"Syracuse" (Syracuse = US made) Franklin oil sump and intake system. This
supposedly adds extra HP. We bought it to install in the C-150 but nearly
everyone on our airport (most who have never spoken to the FAA) say that
field approvals are nearly impossible to get. We may get to it one day.
Best Regards,
Randy L. Thwing, Las Vegas Do not archive
>
> Hello List,
>
> Does anyone here has an easy access to a Continental
> O-200 engine? I would like to know the spacing
> between the two seats of the engine mount bushing
> assemblies... or simpler, the thickness of the mount
> point (the upper ones).
>
> I bought a O-200 bushing kit to use with my Franklin
> and I feel that the assembly is not tight enough.
>
> Thanks!
>
> Michel
> PS: merry chrismas to all and all the best for 2007.
Message 6
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| Subject: | Christmas Revelation |
All-
In between Christmas with one side of the family (My son's sister in
law is in labor and we'll have a Christmas baby) and the other, decided
to do some polishing.
Finally figured out what was wrong. Everyone stresses not using too
much polish; I overreacted and used too little.
1. Get the Nuvite bonnets or equivalent. Can't do it any other way!
Rivets are a non-issue with the backed bonnets.
2. Clean the black crud out from around rivets before taking another
pass or you'll be sorry.
3. Get a radio and plenty of your favorite beverage, because you'll
be spending a lot of time with your polisher.
Merry second half of Chrismas!
Bill Naumuk
HDS Fuselage
Townville, Pa
Message 7
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| Subject: | Re: A series Continental |
Here is the link to Harry Fenton's site that Wade mentioned...
http://www.bowersflybaby.com/tech/fenton.htm
On Sun, 2006-12-24 at 12:59 -0600, DAVID MILLER wrote:
> Somewhere on the internet is a list that has a true A- series
> Continental expert. I had it , but lost it. Anyone know where a list
> might be?
> Thanks
>
>
>
Message 8
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| Subject: | Re: Nav antenna location?/200 mph |
I do not see any problem getting to 200 mph IAS in the XL. During my Phase
I FLIGHT TEST . I took my XL (in a shallow to slightly steep dive while
monitoring RPM to keep my Jab below 3300 rpm) to 195 IAS to check that there
were no indications of any control buzz. It was a non-event, but something
I will not do again purposefully during normal flight. My Vne is 180 mph
/156 kts (below 1300 lbs gross) and 160 mph/140 kts (above 1300 lb gross wt)
It is very easy to go into the air speed "yellow" zone (148 mph /129 kts)
and approach the "red' line during decents with power to keep the cylinders
warm.
Tony Graziano
601XL/Jab3300A; N493TG; 187 hrs
.------------
Time: 09:12:01 AM PST US
> Subject: Zenith-List: Re: Nav antenna location?
> From: "Gig Giacona" <wr.giacona@cox.net>
>
>
> Screw the antenna. How did you get to 200MPH?
>
>
> bryanmmartin wrote:
>> I have a home-made VOR antenna mounted on top of the rudder on my XL.
>> I have test flown the plane to 200MPH and have seen no hint of
>> flutter. The antenna is mounted just forward of the rudder spar, so
>> the balance change in the rudder is minimal.
>
>
> --
> Bryan Martin
> N61BM, CH 601 XL,
> RAM Subaru, Stratus redrive.[/quote]
>
> --------
> 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=83388#83388
Message 9
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| Subject: | Re: CH 701 part 7H2-6 |
John,
I still have my 701 with the .040, started flying a year ago and have 95 hrs so
far. I plan on just keeping an eye on it, so far it looks good as new. If it
were me and I was still building the plane, I would probably replace them with
the heavier ones before I finished the plane and painted it. I can tell you that
once you start flying the motivation to go back and change things drops considerably.
Bob Spudis
N701ZX/912S/95hrs
In a message dated 12/25/06 10:50:45 Eastern Standard Time, jswanson@jamadots.com
writes:
Happy holidays to all
My question for CH701 builders is
My elevator has been assembled with part 7h2-6 the front horizontial stabilizer
bracket of .040 thick material,not the now recomended .063. This fix appeared in
the
July/Aug 06 news letter.
To replace the bracket I would have
to drill out all the rivets in the top skin.
Is it necessary to replace the bracket? Will inspections alone allow for safety?
Who has done the fix and who has not
do not archive
John S
Wetmore, MI
Message 10
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| Subject: | Wiring up your wings |
OK,
Having read lots of stuff including Bingles and watching the Homebuilt help 101
video, there are 2 main thoughts as to the earthing out of components.
1. Running both positive and neg wires to each component or
2. Just a positive wire and use the airframe as the earth..
Since this aircraft is all metal the latter will work just like my car, but
I am still not 100% convinced and so I have run both wires out to my wing tip
strobes. If I don't use it I can always have a spare.
Looking through the archives I did not find much on this, so what have other
builders done and why?
Thanks
Chris
XL builder
Down Under
__________________________________________________
Message 11
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hi
has anybody fitted one of these engine monitor systems to a rotax 912uls
if so any problems that i might need to know
mikelloyd
601xl fuse nearly done
G-FOXL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=83511#83511
Message 12
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| Subject: | Re:Wiring up your wings |
Chris,
Doing it again, I believe I would spend a little extra money and put
shielded wire out to my strobes and back and tie the shields into my
single point ground. Although not disconcerting, I can hear a slight
"squeak. squeakity-squeak" tone in my headset from I believe my
Aeroflash Strobe power packs when engine is not running.
I also ran an extra spare wire out to the wing tips, just in case for
any future additions/repairs.
Tony Graziano
601XL; N493TG, w/"Down Under" Jab 3300A (great engine!).
Wiring up your wings
From: Chris sinfield (chris_sinfield@yahoo.com)
Date: Mon Dec 25 - 12:16 PM
OK,
Having read lots of stuff including Bingles and watching the Homebuilt
help 101
video, there are 2 main thoughts as to the earthing out of components.
1. Running both positive and neg wires to each component or
2. Just a positive wire and use the airframe as the earth..
Since this aircraft is all metal the latter will work just like my
car, but
I am still not 100% convinced and so I have run both wires out to my
wing tip
strobes. If I don't use it I can always have a spare.
Looking through the archives I did not find much on this, so what have
other
builders done and why?
Thanks
Chris
XL builder
Down Under
Message 13
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| Subject: | Re: Nav antenna location?/200 mph |
Well, I'm glad it worked out for you. The designer set the Vne at 180 and I really
see no reason to exceed it.
--------
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=83520#83520
Message 14
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| Subject: | Re: Wiring up your wings |
Chris, as it has happened recently to a numbers of postings, your text did
not show, but I am pasting it below for others to read.
Re your query: I suggest you search the Aerolectric archives (also hosted by
Matt - follow the "Navigator" link below).
Cheers
Carlos
On 25/12/06, Chris sinfield <chris_sinfield@yahoo.com> wrote:
OK,
Having read lots of stuff including Bingles and watching the
Homebuilt help 101 video, there are 2 main thoughts as to the earthing
out of components.
1. Running both positive and neg wires to each component or
2. Just a positive wire and use the airframe as the earth..
Since this aircraft is all metal the latter will work just like my
car, but I am still not 100% convinced and so I have run both wires
out to my wing tip strobes. If I don't use it I can always have a
spare.
Looking through the archives I did not find much on this, so what
have other builders done and why?
Thanks
Chris
XL builder
Down Under
Message 15
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If you are going to put hundreds or thousands of tons of weight into the
air
you will need to use every trick in the book.... Slats, Slots, VGs,
Fowler
flaps and let's not forget about lots of raw power!
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
Mulwitz
Sent: Saturday, December 23, 2006 1:36 PM
Subject: Re: Zenith-List: vg's
Hi Larry,
I have noticed many airliners (probably from Boeing) with both
retractable
slats and dozens (hundreds) of fixed VGs on each wing. Also, every
heavy
plane I have ever seen has fully retractable flaps. I am not an
aeronautical engineer, but I must assume the airline designers go to
great
lengths to improve the landing and takeoff performance of their aluminum
clouds to allow them to operate on shorter runways and improve airplane
sales.
I tend to agree with you that these issues are not so apparent with a
701
that barely needs a runway to start with. However, anyone who wants to
spend their lives second guessing Chris Heintz on the best way to design
a
small airplane for inexperienced pilots and first time home builders can
have my share of that activity. I'll just stick with his judgement and
proven track record.
Paul
XL fuselage
do not archive
At 08:14 AM 12/23/2006, you wrote:
Here are some thoughts or interesting questions. If slats really don't
serve much purpose as some of you have claimed, then why do all
airliners
have retractable leading edge slats? Why do many fighters such as an
F16
or even WWII fighters such as the ME-109 have leading edge slats? How
about
the a Storch or Helio Courier?
Message 16
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| Subject: | Torque force to apply to AN Bolts |
You use a special torque wrench called a torque meter to find the resistance
to the locking nuts. When this resistance is added to the required torque
value you have "Friction Torque". Friction torque should only be used when
it is required and should always be noted... after all it is a little
different.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
JohnDRead@aol.com
Sent: Sunday, December 24, 2006 11:06 PM
Subject: Re: Zenith-List: Torque force to apply to AN Bolts
How much additional torque is needed for the self locking fasteners?
John Read
CH701 in Colorado
Message 17
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| Subject: | Torque force to apply to AN Bolts |
This is not strange. Most of us get used to tightening up nuts and bolts on
out old jalopys (yeah right!) but the ANC mil spec nuts and bolts are
considerably finer pitch thread. That is why they require inch pounds
instead of foot pounds of torque.
Noel
> -----Original Message-----
> From: owner-zenith-list-server@matronics.com
> [mailto:owner-zenith-list-server@matronics.com] On Behalf Of
> Jaybannist@cs.com
> Sent: Monday, December 25, 2006 12:18 AM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: Torque force to apply to AN Bolts
>
>
>
> John, I relayed the torque values I got from ZAC to the
> list. It is my understanding that the high end of the range
> is sufficient for the nylock nuts. After tightening a few of
> the AN-3 nuts with a torque wrench, I was surprised at how
> little force is needed. Certainly less that I would have
> applied just by "feel."
>
> Jay in Dallas
> Do not archive
>
>
> JohnDRead@aol.com wrote:
>
> >How much additional torque is needed for the self locking fasteners?
> >
> >John Read
> >CH701 in Colorado
> >
>
>
>
>
>
Message 18
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| Subject: | Nav antenna location? |
I would agree with you if the weight of the antenna was significant and the
weight and physical dimension of the antenna were a lot further form the
centre of rotation of the rudder. Also if the plane were a high speed
design then adding bits and pieces to a full flying rudder becomes more
critical.
I doubt Zenith would sign off a 25lb folded dipole like you will see on the
tail of your neighbourhood 747 or AN124. A small dipole in the 200Kt and
below range shouldn't cause a problem.
Noel
>
> I think you will find the BIGGEST problem to be the increased
> potential for flutter that is introduced when you change the
> dynamic balance of the rudder by this much. I would be
> surprised (I CERTAINLY have been before)if Zenith would sign
> off on this mod. LOW&SLOW John Bolding
>
Message 19
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| Subject: | Re: Wiring up your wings |
Chris,
I ran + and- to everything and used a common ground point. No feedbacks, no whines,
no problems.
Bob Spudis
N701ZX/CH701/912S
In a message dated 12/25/06 18:22:45 Eastern Standard Time, carlossa52@gmail.com
writes:
Chris, as it has happened recently to a numbers of postings, your text did not
show, but I am pasting it below for others to read.
Re your query: I suggest you search the Aerolectric archives (also hosted by Matt
- follow the "Navigator" link below).
Cheers
Carlos
On 25/12/06, Chris sinfield <chris_sinfield@yahoo.com> wrote:
OK, Having read lots of stuff including Bingles and watching the Homebuilt help
101 video, there are 2 main thoughts as to the earthing out of components.
1. Running both positive and neg wires to each component or
2. Just a positive wire and use the airframe as the earth.. Since this aircraft
is all metal the latter will work just like my car, but I am still not 100%
convinced and so I have run both wires out to my wing tip strobes. If I don't
use it I can always have a spare.
Looking through the archives I did not find much on this, so what have other
builders done and why? Thanks Chris XL builder Down Under
Message 20
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| Subject: | Nav antenna location? |
If you remember your basic radio theory... there is a loss of signal
between vertical and horizontal polarized antennas. At VHF frequencies
I
think you will find this signal drop is close to 20%. (that one I
haven't
looked up) The VOR uses a horizontally polarized array on the ground
so
for the best reception the planes VOR antenna should be horizontally
polarized ( horizontal installation). Com antennas on the ground were
originally just a whip so the antennas mounted on the planes were also
vertical
With an ADF you will actually see the needle swing as the plane turns
...
but it will always point at the transmitting tower.
Glad to see not every one had junked their VOR for GPS. A military
flare up
or a wayward meteor could leave you lost for a place to land. Today
either
one of these things are possible.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dino
Bortolin
Sent: Saturday, December 23, 2006 9:17 AM
Subject: Re: Zenith-List: Nav antenna location?
Andy,
As Noel said, the direction on the VOR won't change as the rudder moves.
The
VOR reading depends on the position of the plane relative to the VOR
station, but not on the plane's heading. I remember my instructor having
me
do a 360 while watching the needle to prove this out.
Dino
On 12/22/06, Noel Loveys <noelloveys@yahoo.ca> wrote:
The turning of our rudder will not affect the direction your VOR will
give
you. Wind resistance is minimal... the biggest problem, which is no
problem, is routing the coaxial cable.
Merry Christmas
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dr. Andrew
Elliott
Sent: Thursday, December 21, 2006 12:50 PM
Subject: Zenith-List: Nav antenna location?
I am building a 601XL taildragger and have been mulling over where to
put
the still-hypothetical NAV antenna. You know, the two-rods-in-a-V
thing.
Since the 601 doesn't have a fixed vertical fin, I am thinking that atop
the
rudder, while possible, may not be such a good idea. Maybe on the
bottom of
the fuselage just forward or aft of the access door? I am worried that
such
a position will lend itself to continuous damage from flying pebbles in
the
propwash, etc. Any other ideas or proffered existing solutions?
Thanks,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 21
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| Subject: | Re: Wiring up your wings |
Hi Carlos and Chris,
Thanks, Carlos, for making the text visible. I don't know the trick
you used, but I do know many recent posts have been empty of any real
information. I thought maybe there is a new filter that guarantees
only nasty messages get through . . .
For Chris, on the grounding issue there are many conflicting
opinions. My own are:
1. Aluminum is a very good conductor of electricity. It is used
commercially for long distance transmission of power and was, for a
time, used to wire some household power circuits. The house wiring
turned out to be a fiasco because of the tendency for oxide to
develop at the wire terminations which produced heat and sometimes
house fires.
2. Radio circuits are sensitive to power fluctuations. This is is
such a serious problem the radio designs always include a "Power
supply circuit" which filters out all the noise in the power coming
into the radio so dirty power circuits don't ruin the performance of
the radio. Unfortunately, this doesn't do anything for the fragile
connection between the radio receiver and the headphones. In this
one area, I would recommend using a serious ground connection between
the headphones (microphone too) and the radio. A shielded cable
would be justified here.
3. Whether to use the aircraft skin for the electrical return path
depends, in part, on whether or not you use anti-corrosion coating on
all the metal to metal connections. If you include paint or other
stuff between all the metal parts the electrical path will be poor or
completely interrupted. If you don't use such materials in your
construction, then the metal in the skin and other parts will make a
much better return path for the current than any wire you can string
out to the lights and other components.
Your choice to run extra wires allows you to experiment with
different ways to hook up your strobes and other lights. It also
adds some weight to your plane which may or may not make a measurable
difference in you plane's performance. In either case, I am sure you
will do fine with regard to operation of the lights and radio performance.
Best regards,
Paul
XL fuselage
At 03:21 PM 12/25/2006, you wrote:
>Chris, as it has happened recently to a numbers of postings, your
>text did not show, but I am pasting it below for others to read.
>
>Re your query: I suggest you search the Aerolectric archives (also
>hosted by Matt - follow the "Navigator" link below).
>
>Cheers
>
>Carlos
>
>On 25/12/06, Chris sinfield
><<mailto:chris_sinfield@yahoo.com>chris_sinfield@yahoo.com> wrote:
>
>
>OK,
> Having read lots of stuff including Bingles and watching the
> Homebuilt help 101 video, there are 2 main thoughts as to the
> earthing out of components.
>
> 1. Running both positive and neg wires to each component or
>
> 2. Just a positive wire and use the airframe as the earth..
> Since this aircraft is all metal the latter will work just like
> my car, but I am still not 100% convinced and so I have run both
> wires out to my wing tip strobes. If I don't use it I can always have a spare.
>
>
> Looking through the archives I did not find much on this, so what
> have other builders done and why?
> Thanks
> Chris
> XL builder
> Down Under
-
Message 22
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| Subject: | Re: Continental O-200 Engine mount point |
Ah! You make my day...
It appears you have measured the thickness of the
inner portion... what about the outside dimension? (I
think this is where the seat sits).
I'm also very interested in all information I could
get for the Franklin engine... you you have the -B31
model? (this is what I have). I am also unsure about
what mount busings to use for the lower mount points
(they are different from the top ones, but it seems
that the outside rubber parts are the same). Very
interested in learning about this oil sump and intake
system.
Regards and merry christmas!
Michel
--- "Randy L. Thwing" <n4546v@mindspring.com> wrote:
> Merry Christmas Michel:
> Among other airplane projects I am involved in.
> I'm 1/3 owner of a
> first issue (1959) C-150. We are rebuilding it's
> O-200 which is on a stand
> out in the garage, is that "easy access" or what?
> Attached is a pic. Is
> this the measurement you are seeking? If not,
> please clarify and I can step
> out and try again. With my finest "Chinese"
> micrometer, I think you can see
> in the pic the measurement is 1.021". ...
> We have a Franklin 4A-235. Ours is a PZL engine
> with a retrofitted
> "Syracuse" (Syracuse = US made) Franklin oil sump
> and intake system. ...
----------------------------
Michel Therrien CH601-HD, C-GZGQ
http://mthobby.pcperfect.com/ch601
http://www.zenithair.com/bldrlist/profiles/mthobby
http://pages.infinit.net/mthobby
__________________________________________________
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| Subject: | Re: CH601 and CH701 safety, accident info requested |
Thanks for the clarification. PS it was the 601 that had a 28% chance of
fatality IF you ever got in an accident. The 701 has zero fatalities or 0%
fatality but double the number of accidents per number flying (i.e. 500 701s
flying and 20 some accidents to date. vs. 1000 601s flying and 20 some
accidents to date).
If you look at the general aviation stats over all. typically they are done
differently (i.e. per 100,000 flying hours).. However the accident rates vs.
fatality rates per AOPA, etc. are calculated by dividing the total number of
fatal accidents by the total number of accidents. which is the same way they
were calculated in the spreadsheet.. So of all accidents. on average.
there is a 26% (or so depending year considered) chance of fatality of all
GA accidents per the Nall report.
So, the 601 is right inline with the fatality rate. the 701 fatality rate is
MUCH better than average. but the real story is that when comparing a 20
year period of C182 statistics from AOPA.. The total population of 182s were
around 13,000 flying for that period and the accident rate was MUCH higher
than the 601 or 701.
The stats were similar to around 10% of the C182s had accidents in a 20 yr
span... where as a 20 yr span for the 601 shows an accident rate of only 2%
or so.
Not bad hey!
Anyhow, the bottom line is that we all need to do our best to keep the 601
and 701 stats as low as possible as we build our planes and grow the fleet!
Thanks,
Josh Olson
Email: mrbizi@yahoo.com
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of David Plozay
Sent: Saturday, December 23, 2006 12:09 PM
Subject: Re: Zenith-List: Re: CH601 and CH701 safety, accident info
requested
Just a note of clarification. You really can't have a valid percentage
calculation with less than 100 observations. Calculating the
accident/fatality rate as 28% with only twenty-some observations does not
give an accurate prediction of what others may experience.
I applaude the effort it took to compile this spreadsheet and I think the
raw data is valuable. I also don't want people to get the idea that they
have a 28% chance of dying if they have an accident in the CH701.
Respectfully,
Omaha Dave
CH701/912S builder
----- Original Message -----
From: MrBizi <mailto:mrbizi@yahoo.com>
Sent: Friday, December 15, 2006 12:56 PM
Subject: Re: Zenith-List: Re: CH601 and CH701 safety, accident info
requested
All:
Here is a spreadsheet that was put together so I could get a better idea of
their safety record. It's all NTSB information except for the number of
planes flying... that was from the Zenith website if available (not sure the
801 list is correct).
thanks.
PS This information is provided at your own risk you need to do your own
research and not depend on this research. The best source is directly from
the NTSB and other such organizations. EAA and AOPA can help.
Bob <dswaim1119@comcast.net> wrote:
Not a complete list by any stretch, but go to:
http://www.ntsb.gov/ntsb/query.asp
Check the amateur-built box and put "601" in the block for make/model,
Message 24
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| Subject: | A series Continental |
At 12:58 AM 12/25/2006, you wrote:
>*
>
>
>Somewhere on the internet is a list that has a true A- series
>Continental expert.
Hi David,
I'm no expert but I rebuilt an A 65 and converted it to an A 80 - 8. If
your question is simple I may be able to help. Another source may be
Archie on the engines list. I understand he's done good work with 0 - 200's.
Dave, 701 with A 80 -8, do not archive
Message 25
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| Subject: | Re: A series Continental |
Dave,
What is an A-80-8? Is it an A65 converted to 80hp? If so, what needed to be
done, how hard, etc. I have an A-65 in my CH600 and would like to upgrade it
if I can do so without a dramatic change to cowling and mount.
--
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 26
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| Subject: | Nav antenna location? |
For Andy Elliot
Andy,
Please contact me off list. I too am one of the few TD QB XL builders (barely
started) and I'd like the opportunity to converse with a 'like' builder on various
issues. Not sure how to contact you thru the list from this message.
BTW, I think GPS is the only way to go (other than basic pilotage) in the 21st
century. If the GPS systems are all down, we probably won't want to go anywhere
even if the VOR systems are still operational.
Mike Moore (M2)
Gardnerville, NV
Soarmoore2@yahoo.com
Do not archive
Noel Loveys <noelloveys@yahoo.ca> wrote:
If you remember your basic radio theory... there is a loss of signal between
vertical and horizontal polarized antennas. At VHF frequencies I think you
will find this signal drop is close to 20%. (that one I haven't looked up)
The VOR uses a horizontally polarized array on the ground so for the best reception
the planes VOR antenna should be horizontally polarized ( horizontal
installation). Com antennas on the ground were originally just a whip so the
antennas mounted on the planes were also vertical
With an ADF you will actually see the needle swing as the plane turns ... but
it will always point at the transmitting tower.
Glad to see not every one had junked their VOR for GPS. A military flare up
or a wayward meteor could leave you lost for a place to land. Today either one
of these things are possible.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dino Bortolin
Sent: Saturday, December 23, 2006 9:17 AM
Subject: Re: Zenith-List: Nav antenna location?
Andy,
As Noel said, the direction on the VOR won't change as the rudder moves. The VOR
reading depends on the position of the plane relative to the VOR station, but
not on the plane's heading. I remember my instructor having me do a 360 while
watching the needle to prove this out.
Dino
On 12/22/06, Noel Loveys <noelloveys@yahoo.ca> wrote: The turning of our
rudder will not affect the direction your VOR will give you. Wind resistance
is minimal... the biggest problem, which is no problem, is routing the coaxial
cable.
Merry Christmas
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Dr. Andrew Elliott
Sent: Thursday, December 21, 2006 12:50 PM
Subject: Zenith-List: Nav antenna location?
I am building a 601XL taildragger and have been mulling over where to put the
still-hypothetical NAV antenna. You know, the two-rods-in-a-V thing. Since
the 601 doesn't have a fixed vertical fin, I am thinking that atop the rudder,
while possible, may not be such a good idea. Maybe on the bottom of the fuselage
just forward or aft of the access door? I am worried that such a position
will lend itself to continuous damage from flying pebbles in the propwash, etc.
Any other ideas or proffered existing solutions?
Thanks,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
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/chref="http://www.matronics.com/Navigator?Zenith-List">http://www.matron
__________________________________________________
Message 27
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| Subject: | Re: Continental O-200 Engine mount point |
what about the outside dimension? = 1.225"
Regards,
Randy L. Thwing, Las Vegas do not archive
>
> Ah! You make my day...
>
> It appears you have measured the thickness of the
> inner portion... what about the outside dimension? (I
> think this is where the seat sits).
Message 28
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Hello Craig,
We have a LRI (Lift Reserve Indiactor) instaled in our 701, I like it and use
it in all my landings, I have a "point" in the needle where I make my aproach
and seldom look at the airpeed, Is a great help.
My brother Larry is a more natural flyer, is the pants of the seat type of pilot,
hope I was a little like him, He goes for the speed aproach...
I once had to make a landing with 8 -10 mph tailwind, because an obstruction in
the "good" side of the strip, a blown tyre and cartwheeled airplane.
I just focus in the LRI and greesed it... I like it very much.
Here is a page of one pilot with a RV... His page is well writen:
http://home.hiwaay.net/~sbuc/journal/liftreserve.htm
Hope you enjoy.
Saludos
Gary Gower
701 912S
Flying from Chapala, Mexico,
>> i would like to suggest you replace your ASI backup with an angle of
attack gauge...
Now that is an interesting idea. I suppose I could share the probe between
the mechanical AOA gauge and the AOA inputs on the Enigma. I like having the
one in the Enigma because it will generate a voice alarm in an imminent
stall situation. But the simple differential pressure gauge would be a
fairly bomb-proof backup.
What is it like to fly an approach with an AOA indicator? Since all my
training is in conventional aircraft with no AOA I was trained to fly my
approach by the numbers (RPM, flaps, airspeed). With the AOA do you throttle
back and add flaps at the usual points and pitch for a given amount of lift
instead of pitching for a certain airspeed?
-- Craig
__________________________________________________
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Just a test to see why I cannot see my mesages on the Web forum but its OK normally
Chris
Do not archive
__________________________________________________
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| Subject: | Re: Nav antenna location?/200 mph |
Tony
I am confused by the your relationship between Vne and gross weight.
My understanding is that Vne is 90% of the speed at which flutter occurs on
airfoil surfaces. It would seem to me that the relationship between speed
and flutter would depend primarily on the shape of the airfoils and
secondarily the angle of attack. It is not clear to me how having more
weight inside the airframe will change the speed at which flutter occurs,
particularly in an XL where sufficiently high speeds are only attainable in
a dive. Admittedly, the angle of attack in steady cruise has to be greater
at higher loadings. It's not clear to me how the angle of attack will
depend on gross weight in a dive. I do know that the C-150 and C-152 I have
been training in have only a single Vne.
I would like to know your thinking behind having two values for Vne.
Terry
At 01:04 PM 12/25/2006 -0600, you wrote:
>I do not see any problem getting to 200 mph IAS in the XL. During my
>Phase I FLIGHT TEST . I took my XL (in a shallow to slightly steep dive
>while monitoring RPM to keep my Jab below 3300 rpm) to 195 IAS to check
>that there were no indications of any control buzz. It was a non-event,
>but something I will not do again purposefully during normal flight. My
>Vne is 180 mph /156 kts (below 1300 lbs gross) and 160 mph/140 kts (above
>1300 lb gross wt)
>It is very easy to go into the air speed "yellow" zone (148 mph /129 kts)
>and approach the "red' line during decents with power to keep the
>cylinders warm.
>
>Tony Graziano
>601XL/Jab3300A; N493TG; 187 hrs
Terry Phillips
ttp44@rkymtn.net
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