Today's Message Index:
----------------------
1. 05:08 AM - Re: what to do with my pitot (Joe and Joan)
2. 06:19 AM - Re: what to do with my pitot (Dino Bortolin)
3. 06:28 AM - Re: what to do with my pitot (Noel Loveys)
4. 07:09 AM - Re: Re: what to do with my pitot ()
5. 07:37 AM - Re: Re: what to do with my pitot (C Smith)
6. 07:38 AM - Re: what to do with my pitot (Dave Ruddiman)
7. 07:46 AM - Wanted (Joe)
8. 07:52 AM - Re: sequence of kits (PatrickW)
9. 07:57 AM - Re: what to do with my pitot (Gig Giacona)
10. 08:00 AM - Re: Wanted (Gig Giacona)
11. 08:09 AM - Re: what to do with my pitot ()
12. 08:09 AM - Re: Wanted (Carlos Sa)
13. 08:30 AM - Re: what to do with my pitot (Brandon Tucker)
14. 09:30 AM - Re: what to do with my pitot (Gig Giacona)
15. 09:47 AM - Re: what to do with my pitot (Paul Hartl)
16. 09:47 AM - Re: Sensenich Composite Propeller (Paul Hartl)
17. 09:57 AM - Re: SORT OF AIRCRAFT RELATED (Paul Hartl)
18. 10:05 AM - FW: Message from BrunswickLakeLodge.com visitor (john Birgiolas)
19. 12:35 PM - Re: SORT OF AIRCRAFT RELATED (Gig Giacona)
20. 12:38 PM - Re: Re: SORT OF AIRCRAFT RELATED (David Downey)
21. 01:39 PM - Re: SORT OF AIRCRAFT RELATED (DaveG601XL)
22. 02:14 PM - Re: Wanted (LarryMcFarland)
23. 02:25 PM - Re: SORT OF AIRCRAFT RELATED (pilot4pay)
24. 02:58 PM - Re: Re: SORT OF AIRCRAFT RELATED (LarryMcFarland)
25. 04:20 PM - Key switch info (Aaron Gustafson)
26. 04:22 PM - Re: Re: SORT OF AIRCRAFT RELATED (Bill Naumuk)
27. 04:27 PM - Re: Wanted (Brandon Tucker)
28. 04:44 PM - Re: Wanted (Bill Naumuk)
29. 05:09 PM - Re: inside canopy flashing / Redundant canopy latch (Dave Thompson)
30. 05:15 PM - Re: what to do with my pitot (RURUNY@aol.com)
31. 05:15 PM - Re: Sensenich Composite Propeller (Tim Juhl)
32. 05:33 PM - Re: Key switch info (rroberts)
33. 05:45 PM - 701 rudder turnbuckles (Mike Hoffman)
34. 05:58 PM - Re: Key switch info (Mark Sherman)
35. 06:22 PM - Re: Sensenich Composite Propeller (Brandon Tucker)
36. 06:57 PM - Re: Sensenich Composite Propeller (lgingell)
37. 07:00 PM - Re: 701 rudder turnbuckles ()
38. 07:00 PM - Re: 701 rudder turnbuckles ()
39. 07:06 PM - Re: Items from the latest Zenair newsletter (#157) (lgingell)
40. 07:08 PM - Re: 701 rudder turnbuckles ()
41. 07:11 PM - Re: 25 vs 40 Hours Flight Test Time (lgingell)
42. 07:32 PM - Re: Re: Sensenich Composite Propeller (n801bh@netzero.com)
43. 08:16 PM - Need help with HD wing tank install (Frank Probst)
Message 1
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| Subject: | Re: what to do with my pitot |
what to do with my pitotSkip, I use the Dynon D-100 and installed the
AOA after the wing was built. If you decide to use it, do it now, kBey
difficult later, but doable. The AOA is basically a stall indicator and
I got it for my 701 to help on short field landings. Turned out to be
wasted money and time on my AC as my stall (read mush) speed with power
off is to slow for Dynon to read. Probably would not be a problem on the
601. Not much help for your setup, but as they say, My 2 cents worth.
DO not archive. Joe from Fl.----- Original Message -----
From: Skip Perry
To: zenith-list@matronics.com
Sent: Wednesday, January 03, 2007 9:33 PM
Subject: Zenith-List: what to do with my pitot
I am building a 601XL from a quick build kit and will be nearing the
point where I have to make some pitot decisions. I plan to put in the
Dynon D-100 and their website shows an optional piton that gives angle
of attack. My question is if I am building VFR do should I do it?
I would welcome any comments from those of you who have actually used
this set-up. From the looks of things the AOA pitot uses an angle of
attack tube and a pitot tube but no static tube so I suppose I would
have to make my own static port. The pitot that comes with the kit
already has this but will not work with the AOA. Any real experienced
answers would be greatly appreciated.
Skip Perry
601XL (quick-build with all the first run faultsJ)
Fort Myers, Florida
DO NOT ARCHIVE
Message 2
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| Subject: | Re: what to do with my pitot |
My plan is to use the D-100 (or whatever is around by the time I get
to that point!) without the AOA feature, and the lift reserve
indicator (LRI) as described on ch601.org. The LRI will keep right on
going should the EFIS quit for any reason, and along with a few other
backup instruments should allow a safe conclusion to the flight.
Dino Bortolin
601XL/Corvair (tail)
> from Fl.----- Original Message -----
> From: Skip Perry
> To: zenith-list@matronics.com
> Sent: Wednesday, January 03, 2007 9:33 PM
> Subject: Zenith-List: what to do with my pitot
>
>
> I am building a 601XL from a quick build kit and will be nearing the point
> where I have to make some pitot decisions. I plan to put in the Dynon D-100
> and their website shows an optional piton that gives angle of attack. My
> question is if I am building VFR do should I do it?
>
> I would welcome any comments from those of you who have actually used this
> set-up. From the looks of things the AOA pitot uses an angle of attack tube
> and a pitot tube but no static tube so I suppose I would have to make my own
> static port. The pitot that comes with the kit already has this but will not
> work with the AOA. Any real experienced answers would be greatly
> appreciated.
>
> Skip Perry
>
> 601XL (quick-build with all the first run faultsJ)
>
> Fort Myers, Florida
>
Message 3
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| Subject: | RE: what to do with my pitot |
The static port is usually positioned at a point on the fuselage where
the
Bernoulli principal is least. This will be a relatively flat place
which is
parallel to the direction of travel. It can also be part of the pitot
probe. I'm sure the plans for your plane will give you the optimum
location.
My advice is to install two static ports, one on the opposite side of
the
fuselage, and Tee them together to the static port of your ASI, Alt and
VSI
inputs. That way a slip or uncoordinated flight won't upset your EFIS
readings.
As for the AOA probe I'd go for it because it can come in handy when you
are
used to using it. some call the AOA a lift reserve indicator. The idea
is
to touch down just as the wing stalls and to take off as soon after wing
stall as possible. Weight of the probe is not too much of a factor just
remember with two pitots you will have to keep the probe covered on the
ground. Sort of a double jeopardy.
The pricing of electronic flight instruments has been more or less
stable
over the last few years and no doubt newer and better will come along
but
you want to fly today.
Noel
I am building a 601XL from a quick build kit and will be nearing the
point
where I have to make some pitot decisions. I plan to put in the Dynon
D-100
and their website shows an optional pitot that gives angle of attack. My
question is if I am building VFR do should I do it?
I would welcome any comments from those of you who have actually used
this
set-up. From the looks of things the AOA pitot uses an angle of attack
tube
and a pitot tube but no static tube so I suppose I would have to make my
own
static port. The pitot that comes with the kit already has this but will
not
work with the AOA. Any real experienced answers would be greatly
appreciated.
Skip Perry
601XL (quick-build with all the first run faults:-) )
Fort Myers, Florida
Message 4
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| Subject: | Re: RE: what to do with my pitot |
The pitot that came with your kit has two probes, one is a pitot tube and the other
is a static source. I recommend buying and learning to use the AOA sensing
probe from Dynon if you are going to use their EFIS/EIS unit. Approach and deparutre
flown by reference to a calibrated, functioning AOA system is much safer
than trying to calculate stall speed in various weather conditions, aircraft
configurations and weights.
Mount the kit provided unit on the opposite wing following the plans' directions.
You can either "T" the pitot lines together and the unit will "see" the average
of the two installations, or you can connect them to a valve accessible inflight
to establish an "either/or" option. Either one will work with the Dynon
unit's airspeed sensing device. The benefit of two pitot tubes is that one can
smack a bug and cease to function until you land and clear it.... rare but
possible.
The kit provided static source can be used as your only one or can be backed up
by a second one (they have been known to ice over).
Ed Moody II
Rayne, LA
601XL/Jabiru/Flap motor
> I am building a 601XL from a quick build kit and will be nearing the point
> where I have to make some pitot decisions. I plan to put in the Dynon D-100
> and their website shows an optional pitot that gives angle of attack. My
> question is if I am building VFR do should I do it?
Message 5
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| Subject: | RE: what to do with my pitot |
I would like to give the group a heads up as to another valuable function of
the AOA indicator. It can be used to determine your aircrafts most efficient
cruise angle of attack. By taking a series of data points (MP, Fuel flow,
IAS, AOA) plot the data on a graph and find you optimum AOA. This ideal AOA
is the same for all weights.
I would refer you to FLYING HIGH PERFORMANCE SINGLES AND TWINS by John
Eckalbar Ch. 9.
For now I'll spare you all the math and such, but the AOA really is useful
for more than just flying the approach phase of flight. It can help you
stretch your fuel, and learn if airframe modifications help or hinder your
efficiency.
Craig Smith
Future CH801 builder
Message 6
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| Subject: | Re: what to do with my pitot |
I'm using a unit from riteangle@aoa.com. I have never had better customer
service. It doesn't use probes that can get plugged up. Check it out.
Dave
----- Original Message -----
From: "Dino Bortolin" <dbortol@gmail.com>
Sent: Thursday, January 04, 2007 6:18 AM
Subject: Re: Zenith-List: what to do with my pitot
>
> My plan is to use the D-100 (or whatever is around by the time I get
> to that point!) without the AOA feature, and the lift reserve
> indicator (LRI) as described on ch601.org. The LRI will keep right on
> going should the EFIS quit for any reason, and along with a few other
> backup instruments should allow a safe conclusion to the flight.
>
> Dino Bortolin
> 601XL/Corvair (tail)
>
>> from Fl.----- Original Message -----
>> From: Skip Perry
>> To: zenith-list@matronics.com
>> Sent: Wednesday, January 03, 2007 9:33 PM
>> Subject: Zenith-List: what to do with my pitot
>>
>>
>> I am building a 601XL from a quick build kit and will be nearing the
>> point
>> where I have to make some pitot decisions. I plan to put in the Dynon
>> D-100
>> and their website shows an optional piton that gives angle of attack. My
>> question is if I am building VFR do should I do it?
>>
>> I would welcome any comments from those of you who have actually used
>> this
>> set-up. From the looks of things the AOA pitot uses an angle of attack
>> tube
>> and a pitot tube but no static tube so I suppose I would have to make my
>> own
>> static port. The pitot that comes with the kit already has this but will
>> not
>> work with the AOA. Any real experienced answers would be greatly
>> appreciated.
>>
>> Skip Perry
>>
>> 601XL (quick-build with all the first run faultsJ)
>>
>> Fort Myers, Florida
>>
>
>
>
Message 7
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Hi Everyone,
My wings are ready for paint and I was wondering if anyone devised some sort
of contraption that holds the wing up by the spar, rotates it, and holds it
in a horizontal position for a better paint job? Would there be one for
sale? I don't own a welder. Also, I have a few questions for the group.
Can the wing lockers be installed after the wing is finished before paint? I
saw one and I like it!
Does anyone have a set of stobe / position lights for sale?
I went out and priced PPG epoxy paint and almost had a heart attck! The
jobber said paint is going up in price almost each month. I painted a
Luscombe 6 years ago and the paint was $100 a gallon. I was quoted $250 for
white! Does anyone know of some good deals out there?
Thanks!!!!!!!
Joe Scheibinger
backstagelive@gmail.com
Message 8
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| Subject: | Re: sequence of kits |
I'm doing it in the following order, which spreads out the cost:
Rudder Kit (at Rudder Workshop) - Done.
Elevator/Stab Kit - Done.
Engine - Looking for a rebuildable core.
Wings/Fuel Kit - In progress.
Fuselage - not there yet...
Gear/Controls/Canopy - not there yet...
Regarding the engine, I'm going with the Corvair. A couple of people have told
me that it's best to start on that early, as sometimes there are long lead times
for parts.
- PatrickW
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85393#85393
Message 9
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| Subject: | Re: what to do with my pitot |
I too am going with the Dynon but I finished my wings before I made that decision.
So I only have 2 pitot/static lines running out to the wing and I have the
holes positioned for the factory pitot/static tube.
I chose not to go ahead and mount the tube at the time because I figured it would
get broken off during moving the wing around.
My plan now is to use the Dynon probe with AOA and use the two lines that are out
there for Pitot and AOA and mount the static port somewhere on the fuselage.
--------
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=85397#85397
Message 10
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All you will have to do is drill out some rivets and cut some AL.
joe(at)kfiz.com wrote:
> Hi Everyone,
>
>
> Can the wing lockers be installed after the wing is finished before paint? I
> saw one and I like it!
>
>
> Joe Scheibinger
> backstagelive@gmail.com
--------
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=85398#85398
Message 11
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| Subject: | Re: what to do with my pitot |
If a late installation is necessary, cut an inspection port at the pitot / AOA
location and do the installation on the hatch cover. Some guys in the list have
done that from the get-go just to facillitate removing the pitot rig to prevent
damage in storage and handling of the wings.
Ed Moody II
---- Joe and Joan <jnjkimbell@HOTMAIL.COM> wrote:
> what to do with my pitotSkip, I use the Dynon D-100 and installed the AOA after
the wing was built. If you decide to use it, do it now, kBey difficult later,
but doable.
Message 12
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Joe, this same issue was discussed a little while ago - I suggest an archive
search.
Cheers
Carlos
CH601-HD, plans
Montreal, Canada
do not archive
On 04/01/07, Joe <joe@kfiz.com> wrote:
>
>
> Hi Everyone,
>
> My wings are ready for paint and I was wondering if anyone devised some
> sort
> of contraption that holds the wing up by the spar, rotates it, and holds
> it
> in a horizontal position for a better paint job?
>
Message 13
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| Subject: | Re: what to do with my pitot |
Skip,
I installed the Dynon pitot tube, intending on
using the Dynon unit in the future. I did not install
it. the unheated pitot tube from dynon is not too
expensive, and is of good quality. Even if you do not
use the AOA function of the Dynon in the future, you
will have installed a nice pitot tube. I plan to add
a LRI sometime soon, connecting it to the dynon probe.
I installed the static port half way between the
wing and the horizontal stabilizer, with good results.
As Paul mentioned, AOA indication compensates for
aircraft weight. It tells you exactly what is going
on with your wing. Whenever we were in the landing
configuration in the Hornet, after the initial
airspeed check, we never referenced the airspeed
indicator again. We flew completely off of AOA
indication. This allowed us to land on the carrier at
the slowest practical speed, regardless of aircraft
weight. Maximum trap was 34000 lbs, and typical empty
weights were 25 - 26000 lbs. Calculating the landing
speed based on this kind of weight difference is not
the kind of cockpit math I wanted to do, especially
when trying to land on the postage stamp.
Unless you are dropping into very small
airfields, you may never use it. But...
VR/
Brandon Tucker
601 HDS / TD / Corvair
45 hours
__________________________________________________
Message 14
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| Subject: | Re: what to do with my pitot |
Where exactly did you place the Static port? I've been looking for an answer to
that question for a while now.
btucke73(at)yahoo.com wrote:
> Skip,
>
>
> I installed the static port half way between the
> wing and the horizontal stabilizer, with good results.
>
>
> Brandon Tucker
> 601 HDS / TD / Corvair
> 45 hours
>
>
--------
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=85417#85417
Message 15
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| Subject: | Re: what to do with my pitot |
Hi Skip,
I have the Dynon D10 (early model) in my HDS and use their pitot tube for
both IAS and AOA. I highly recommend using Dynon's pitot with their
instrument - it works well, and AOA is (once properly calibrated) the
instrument that you will grow to love. It's what the Navy teaches their
carrier
pilots to watch most closely on approach for carrier landings, and it will
help you nail your landings, too - once you learn to use it. It also could
save
your life by helping to avoid the classic base-to-final stall/spin accident.
Paul Hartl, N414PZ, 601 HDS, Jab 3300A
82 hours, 96 landings - lots of fun!
Hailey, Idaho
http://members.cox.net/paulhartl/
Message 16
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| Subject: | Re: Sensenich Composite Propeller |
List,
Maybe I should chime in on this discussion of Jab-powered HDS speeds, as
I have 82 hours now with mine.
I have reported data on my Jab-powered HDS several times on this list,
but the numbers that many would like to see seem to have precedence
over real numbers. The HDS's fat wing, no matter how short, is still a
pretty draggy affair, and has kept my cruise numbers to about
105 knots (120 mph) @ 4.2 gph, @ 2650 RPM, typically at 7000' MSL (I
live in Idaho, where the land rises pretty high!). I can push the
throttle
open to see about 130 mph at somewhere around 2850 RPM, but fuel
consumption shoots to an ungodly 7.5 gph and my range diminishes to
ridiculous numbers (20 gallons fuel capacity). My plane weighs in at
705 lbs empty, is unpainted, and has ZAC's original "fat" wheel pants -
oh,
and I faired over the main landing gear boxes, too. I have the Jabiru
3300A and Jab's recommended Sensenich wood prop.
Slimmer wheel pants might help a little, as would fairing the struts a
bit, but I think the most improvement would be seen with an in-flight
adjustable prop.
However, Jabiru engines need a lot of cooling air funneled into the cowl
openings, which is why they recommend the particular Sensenich wood prop
that
they do (can't remember the model number right now), which has a lot of
pitch up close to the hub (unlike many others), so I would be very
careful about
choosing a different prop, and would definitely consult with Jab before
doing so. The plane climbs very well with this prop - even at high
altitudes -
so my guess is that the pitch is optimized for climb over cruise, and a
well-matched in-flight adjustable prop might get 5 to 10 mph faster
cruise without
sacrificing climb - but I greatly doubt much more than that, as drags
goes up with the square of velocity - and a fat wing is a fat wing. XL
owners definitely
have the advantage in that department!
Paul Hartl, N414PZ, 601 HDS, Jab 3300A
82 hours, 96 landings - lots of fun!
Hailey, Idaho
http://members.cox.net/paulhartl/
Message 17
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| Subject: | RE: SORT OF AIRCRAFT RELATED |
Ok, since everyone else is doing it .....
I have 82 hours on my Jab-powered HDS, which took 7 years to complete.
Education and what I do now: 3 degrees in Geology, the last a PhD from
Scripps Institution of Oceanography/UCSD in beautiful San Diego, CA.
I now teach high school physics, astrophysics, and geology at a small
private school in Sun Valley, Idaho. Got the flying bug early from my
father, who was in
the Army Air Force in WWII as a gunner in a P-61 "Black Widow". Luckily
for me, his orders for combat were to be in Manila September 1st, 1945 -
so he
got to train and ride around in great airplanes, but thanks to the
A-bomb never had to see combat. I built models as a kid, flew and built
049-powered
line-controlled planes as a teenager, learned a little flying in my
girlfriend's father's Supercub in high school, and then went into other
things, mostly classical music
as an oboist, and into geology, eventually doing research on the record
of the earth's magnetic field as recorded in the geologic past by deep
sea ocean sediments.
Interesting stuff, but I found that I preferred working with students as
a TA, and eventually came to the realization that that was where my best
talents lay. Teaching
has proved to be a wonderful job; working with kids of a wide range of
abilities is especially challenging (especially when in the same
class!), but when things go
right - as they often do - I can't imagine a more rewarding job.
Oh, first flight - I demanded (and got) for my 10th birthday present a
20-minute ride - in a yellow J-3 Cub. Definitely unforgettable.
I got back into avaition through flight simulation in the mid 1990s, and
started making add-on aircraft for Microsoft's Flight Simulator,
eventually getting good enough
to do it commercially. I had several late-90s packages of add-on
aircraft for Flight Sim, packaged on CDs and sold in retail outlets,
including "Pilot's Toybox", and
my magnum opus, "Flight Deck" - a set of 30 carrier-based USN and USMC
aircraft ranging from an F4F Wildcat to an F/A-18C, plus routines for
landing and taking
off from the new carriers that came with the package. Flight Deck is
now in its 4th iteration, and has evolved into a wonderful add-on for
FS, published by Abacus Publishing
( www.abacuspub.com) . I had to leave it after "Flight Deck II",
largely because the work load of creating increasingly detailed aircraft
was not compatible with my teaching
job. Plus, I was trying to finish that Zodiac in my garage! I bought
the 601 from Zenith in 1998, after attending a weekend workshop in
Mexico, MO - and began pilot
training at the same time. Took my checkride and got my private pilot
license in 1999, but didn't manage to finish the Zodiac until 2005 -
about 4 years later than I had planned!
In the last year and a half I've nearly doubled my total hours from 100
to 182, all 82 in the Zodiac (the previous 100 being about equally
divided between a Cessna 172 and
a Piper Archer). I flew the first flight on August 15, 2005 and had 40
hours on her by last February. I made a couple of cross country trips
to Seattle last summer (about 4 hours
each way), and have learned the location, elevation, orientation and
length of just about every small airport in southern Idaho. She's a fun
plane to fly, with fantastic visibilty,
easy controls, and great climb - but a little slower in cruise than I
would like. I drool over RV6 cruise numbers - especially for travel in
these big western states - but defintely
do not want to make another aircraft - although the matched-hole
technology would make it far easier the 2nd time around - I think.
I have made many iterations of the Zodiac for Flight Sim, the most
recent for FS2004 (aka FS9), which are available at my website,
http://members.cox.net/paulhartl/
(also available there are my T-38, F-16C and F-84G) - and at Zenith's
site. I haven't yet made a version for FSX (aka FS10), but will do so
in the next couple months,
once the new aircraft-making program from Abacus is up and running.
Wow, too much information, I'm sure - but we love to talk about
ourselves, don't we?
Paul Hartl, N414PZ, 601 HDS, Jab 3300A
82 hours, 96 landings - lots of fun!
Hailey, Idaho
http://members.cox.net/paulhartl/
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| Subject: | FW: Message from BrunswickLakeLodge.com visitor |
John Birgiolas
>From: brunswic@modena.websitewelcome.com
>To: birgi@rogers.com, johnbirgiolas@hotmail.com, lpacevicius@cogeco.ca,
>haltonvet@interhop.net, zav@puc.net
>Subject: Message from BrunswickLakeLodge.com visitor
>Date: Thu, 04 Jan 2007 10:11:24 -0600
>
>Name: Thomas McCabe
>
>Reply to:
>*To reply, please create a new separate email message to
>
>Message:
>www.irishmccabe24@hotmail.com
>I would like information on a cabin for the first week of moose hunting
>next year 2007. price, how much land,etc... 6 people in party
>
>
>....................................................................
>Thank you for using BirgiMedia!
_________________________________________________________________
Off to school, going on a trip, or moving? Windows Live (MSN) Messenger lets
you stay in touch with friends and family wherever you go. Click here to
find out how to sign up! http://www.live.com/?mkt=en-ca
Message 19
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| Subject: | Re: SORT OF AIRCRAFT RELATED |
I have a question about your 601XL Tricycle Sim. When ever I pull it enough to
stall the engine quits and will not restart.
paulhartl(at)cox.net wrote:
> Ok, since everyone else is doing it .....
>
> I have made many iterations of the Zodiac for Flight Sim, the most recent for FS2004 (aka FS9), which are available at my website, http://members.cox.net/paulhartl/ (http://members.cox.net/paulhartl/)
> (also available there are my T-38, F-16C and F-84G) - and at Zenith's site.
I haven't yet made a version for FSX (aka FS10), but will do so in the next
couple months,
> once the new aircraft-making program from Abacus is up and running.
>
> http://members.cox.net/paulhartl/ (http://members.cox.net/paulhartl/)
>
>
--------
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=85465#85465
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| Subject: | Re: RE: SORT OF AIRCRAFT RELATED |
Hi Paul;
will these work in X-plane?
Thanks.
do not archive
Paul Hartl <paulhartl@cox.net> wrote:
Ok, since everyone else is doing it .....
I have 82 hours on my Jab-powered HDS, which took 7 years to complete.
Education and what I do now: 3 degrees in Geology, the last a PhD from Scripps
Institution of Oceanography/UCSD in beautiful San Diego, CA.
I now teach high school physics, astrophysics, and geology at a small private
school in Sun Valley, Idaho. Got the flying bug early from my father, who was
in
the Army Air Force in WWII as a gunner in a P-61 "Black Widow". Luckily for
me, his orders for combat were to be in Manila September 1st, 1945 - so he
got to train and ride around in great airplanes, but thanks to the A-bomb never
had to see combat. I built models as a kid, flew and built 049-powered
line-controlled planes as a teenager, learned a little flying in my girlfriend's
father's Supercub in high school, and then went into other things, mostly
classical music
as an oboist, and into geology, eventually doing research on the record of the
earth's magnetic field as recorded in the geologic past by deep sea ocean sediments.
Interesting stuff, but I found that I preferred working with students as a TA,
and eventually came to the realization that that was where my best talents lay.
Teaching
has proved to be a wonderful job; working with kids of a wide range of abilities
is especially challenging (especially when in the same class!), but when things
go
right - as they often do - I can't imagine a more rewarding job.
Oh, first flight - I demanded (and got) for my 10th birthday present a 20-minute
ride - in a yellow J-3 Cub. Definitely unforgettable.
I got back into avaition through flight simulation in the mid 1990s, and started
making add-on aircraft for Microsoft's Flight Simulator, eventually getting
good enough
to do it commercially. I had several late-90s packages of add-on aircraft for
Flight Sim, packaged on CDs and sold in retail outlets, including "Pilot's Toybox",
and
my magnum opus, "Flight Deck" - a set of 30 carrier-based USN and USMC aircraft
ranging from an F4F Wildcat to an F/A-18C, plus routines for landing and taking
off from the new carriers that came with the package. Flight Deck is now in
its 4th iteration, and has evolved into a wonderful add-on for FS, published
by Abacus Publishing
( www.abacuspub.com) . I had to leave it after "Flight Deck II", largely because the work load of creating increasingly detailed aircraft was not compatible with my teaching
job. Plus, I was trying to finish that Zodiac in my garage! I bought the 601
from Zenith in 1998, after attending a weekend workshop in Mexico, MO - and began
pilot
training at the same time. Took my checkride and got my private pilot license
in 1999, but didn't manage to finish the Zodiac until 2005 - about 4 years later
than I had planned!
In the last year and a half I've nearly doubled my total hours from 100 to 182,
all 82 in the Zodiac (the previous 100 being about equally divided between
a Cessna 172 and
a Piper Archer). I flew the first flight on August 15, 2005 and had 40 hours
on her by last February. I made a couple of cross country trips to Seattle last
summer (about 4 hours
each way), and have learned the location, elevation, orientation and length of
just about every small airport in southern Idaho. She's a fun plane to fly,
with fantastic visibilty,
easy controls, and great climb - but a little slower in cruise than I would like.
I drool over RV6 cruise numbers - especially for travel in these big western
states - but defintely
do not want to make another aircraft - although the matched-hole technology would
make it far easier the 2nd time around - I think.
I have made many iterations of the Zodiac for Flight Sim, the most recent for FS2004 (aka FS9), which are available at my website, http://members.cox.net/paulhartl/
(also available there are my T-38, F-16C and F-84G) - and at Zenith's site.
I haven't yet made a version for FSX (aka FS10), but will do so in the next couple
months,
once the new aircraft-making program from Abacus is up and running.
Wow, too much information, I'm sure - but we love to talk about ourselves, don't
we?
Paul Hartl, N414PZ, 601 HDS, Jab 3300A
82 hours, 96 landings - lots of fun!
Hailey, Idaho
http://members.cox.net/paulhartl/
Dave Downey
Harleysville (SE) PA
__________________________________________________
Message 21
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| Subject: | Re: SORT OF AIRCRAFT RELATED |
My father took me to my first Oshkosh at age 12. That was 31 Oshkosh's ago and
I have not missed hardly any since, so I have been into experimental aircraft
for some time now. I finally got to the stage where I thought I was close enough
to afford it. I still can't afford it but I figured to get a head start
on bankruptcy! I got my license 20 years ago but have not flown as PIC for 18
years. I beg rides when I can. My father has a Pietenpol project that will
never get done and my brother is getting close to completing a Rotec radial engined
Pober Jr. Ace so building is certainly in the blood. I got my A&P while
in college and after deciding that there was no money in being a mechanic (airlines
were not hiring much in 1985), I got on with a big jet motor company doing
R&D work. In my spare time aside from work, family and a 601XL build I am
a volunteer Firefighter and EMT.
Good luck to all and safe flying!
--------
David Gallagher
601 XL, tail and wings completed
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85473#85473
Message 22
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Hi Joe,
I built the very thing you speak of for handling wings and rotating them
during paint.
The secondary thing is they double as the extra hands needed to take
them from my
storage handling rack and mount the wings without any help, so they're
not for sale.
But they're not hard to make either. See links,
http://www.macsmachine.com/images/tjh/hscentersection/full/wg-remove-to-jig.gif
http://www.macsmachine.com/images/tjh/winghandling/full/wingrootjig.gif
http://www.macsmachine.com/images/tjh/winghandling/full/wingtipsuppt.gif
http://www.macsmachine.com/images/paint/full/blue-trim-mask-lwing.gif
Hope this helps, the wings are hard to handle and manage from wash, etch
rinse, prime and paint, so they got used a lot.
Check out my paint page on the site for more info.
Larry McFarland - 601 HDS at www.macsmachine.com
Joe wrote:
>
> Hi Everyone,
>
> My wings are ready for paint and I was wondering if anyone devised
> some sort of contraption that holds the wing up by the spar, rotates
> it, and holds it in a horizontal position for a better paint job?
> Would there be one for sale? I don't own a welder.
>
> Joe Scheibinger
> backstagelive@gmail.com
>
>
Message 23
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| Subject: | Re: SORT OF AIRCRAFT RELATED |
Greeting to the group! I just signed up for the March tail workshop. I'm planning
to build an 801.
I have over 400 hrs on my ticket, half in 172 and half in 182. Recently IFR certified.
I'm a Navy Vet, (fire control tech gunnery, Spruance class destroyer DD985 out
of SanDiego) and have worked in fields as diverse as image processing systems
(early days, with hard drives as big as refrigerators), infra-red instrumentation,
soil analysis TDR instrumentation, precision CNC equipment and machine tool
automation manufactureing and robotics.
Currently working as an electrician at Ford Motor Companys' Wixom (soon to close)
Assembly. Anyone looking for a reliable fast thinking electrical/electronic
professional, send me a note, as I'm looking for an alternative to the automotive
sector.
Interests include ameture astronomy (we have a Celestron Nexstar 5 Schmidt/Cass
and an 8" Dobsonian), practical shootong sports/gunsmithing collecting, and computers.
I also do some welding and light machining (Smithy Lathe/mill combination,
Lincoln Mig welder).
Selling my certified T182T, and going the home build route. I love flying, and
all that aviation entails. I also ride a '99 Honda VT1100t.
--------
CS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85480#85480
Message 24
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| Subject: | Re: SORT OF AIRCRAFT RELATED |
Welcome CS,
The Zenith aircraft are great fun to build and nearly as much fun as
flying them.
I scratch built a 13 inch light bucket and cut my own gears etc before
the 601, so I appreciate
where you're at with this. You're going to find this a great ride!
Larry McFarland - 601HDS at www.macsmachine.com
pilot4pay wrote:
>
> Greeting to the group! I just signed up for the March tail workshop. I'm planning
to build an 801.
> I have over 400 hrs on my ticket, half in 172 and half in 182. Recently IFR certified.
> I'm a Navy Vet, (fire control tech gunnery, Spruance class destroyer DD985 out
of SanDiego) and have worked in fields as diverse as image processing systems
(early days, with hard drives as big as refrigerators), infra-red instrumentation,
soil analysis TDR instrumentation, precision CNC equipment and machine
tool automation manufactureing and robotics.
> Currently working as an electrician at Ford Motor Companys' Wixom (soon to close)
Assembly. Anyone looking for a reliable fast thinking electrical/electronic
professional, send me a note, as I'm looking for an alternative to the automotive
sector.
> Interests include ameture astronomy (we have a Celestron Nexstar 5 Schmidt/Cass
and an 8" Dobsonian), practical shootong sports/gunsmithing collecting, and
computers. I also do some welding and light machining (Smithy Lathe/mill combination,
Lincoln Mig welder).
> Selling my certified T182T, and going the home build route. I love flying, and
all that aviation entails. I also ride a '99 Honda VT1100t.
>
> --------
> CS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85480#85480
>
>
Message 25
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I need some help! I have a used aircraft key switch to use on my 0-200 set
up but can't understand the terminals on the back. I understand the BAT,
GRD and S terminals. The L and R are the mag kill conections. But does
anyone know what the LR, PR, and BO terminals are for? I have tried to check
it with an ohmeter and they don't conect to the BAT ever. If you have a Duel
mag setup, you've probably seen this. Help!
Aaron Gustafson do not archive till we have an answer
Message 26
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| Subject: | Re: RE: SORT OF AIRCRAFT RELATED |
Paul-
Did you marry the girlfriend who's father had the Super Cub?
do not archive
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: Paul Hartl
To: zenith-list@matronics.com
Sent: Thursday, January 04, 2007 12:55 PM
Subject: Zenith-List: RE: SORT OF AIRCRAFT RELATED
Ok, since everyone else is doing it .....
I have 82 hours on my Jab-powered HDS, which took 7 years to complete.
Education and what I do now: 3 degrees in Geology, the last a PhD from
Scripps Institution of Oceanography/UCSD in beautiful San Diego, CA.
I now teach high school physics, astrophysics, and geology at a small
private school in Sun Valley, Idaho. Got the flying bug early from my
father, who was in
the Army Air Force in WWII as a gunner in a P-61 "Black Widow".
Luckily for me, his orders for combat were to be in Manila September
1st, 1945 - so he
got to train and ride around in great airplanes, but thanks to the
A-bomb never had to see combat. I built models as a kid, flew and built
049-powered
line-controlled planes as a teenager, learned a little flying in my
girlfriend's father's Supercub in high school, and then went into other
things, mostly classical music
as an oboist, and into geology, eventually doing research on the
record of the earth's magnetic field as recorded in the geologic past by
deep sea ocean sediments.
Interesting stuff, but I found that I preferred working with students
as a TA, and eventually came to the realization that that was where my
best talents lay. Teaching
has proved to be a wonderful job; working with kids of a wide range of
abilities is especially challenging (especially when in the same
class!), but when things go
right - as they often do - I can't imagine a more rewarding job.
Oh, first flight - I demanded (and got) for my 10th birthday present a
20-minute ride - in a yellow J-3 Cub. Definitely unforgettable.
I got back into avaition through flight simulation in the mid 1990s,
and started making add-on aircraft for Microsoft's Flight Simulator,
eventually getting good enough
to do it commercially. I had several late-90s packages of add-on
aircraft for Flight Sim, packaged on CDs and sold in retail outlets,
including "Pilot's Toybox", and
my magnum opus, "Flight Deck" - a set of 30 carrier-based USN and USMC
aircraft ranging from an F4F Wildcat to an F/A-18C, plus routines for
landing and taking
off from the new carriers that came with the package. Flight Deck is
now in its 4th iteration, and has evolved into a wonderful add-on for
FS, published by Abacus Publishing
( www.abacuspub.com) . I had to leave it after "Flight Deck II",
largely because the work load of creating increasingly detailed aircraft
was not compatible with my teaching
job. Plus, I was trying to finish that Zodiac in my garage! I bought
the 601 from Zenith in 1998, after attending a weekend workshop in
Mexico, MO - and began pilot
training at the same time. Took my checkride and got my private pilot
license in 1999, but didn't manage to finish the Zodiac until 2005 -
about 4 years later than I had planned!
In the last year and a half I've nearly doubled my total hours from
100 to 182, all 82 in the Zodiac (the previous 100 being about equally
divided between a Cessna 172 and
a Piper Archer). I flew the first flight on August 15, 2005 and had
40 hours on her by last February. I made a couple of cross country
trips to Seattle last summer (about 4 hours
each way), and have learned the location, elevation, orientation and
length of just about every small airport in southern Idaho. She's a fun
plane to fly, with fantastic visibilty,
easy controls, and great climb - but a little slower in cruise than I
would like. I drool over RV6 cruise numbers - especially for travel in
these big western states - but defintely
do not want to make another aircraft - although the matched-hole
technology would make it far easier the 2nd time around - I think.
I have made many iterations of the Zodiac for Flight Sim, the most
recent for FS2004 (aka FS9), which are available at my website,
http://members.cox.net/paulhartl/
(also available there are my T-38, F-16C and F-84G) - and at Zenith's
site. I haven't yet made a version for FSX (aka FS10), but will do so
in the next couple months,
once the new aircraft-making program from Abacus is up and running.
Wow, too much information, I'm sure - but we love to talk about
ourselves, don't we?
Paul Hartl, N414PZ, 601 HDS, Jab 3300A
82 hours, 96 landings - lots of fun!
Hailey, Idaho
http://members.cox.net/paulhartl/
Message 27
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Joe,
My setup looks very similar to what Larry did,
but I used a Harbor Freight engine stand that I
already had. I welded a plate to the rotating mout
base, and bolted the wing to the plate. It worked
well. If you fabricate the plate, and take it with
the mount to a welding shop, they'll probably run a
bead for a six pack.
VR/
Brandon Tucker
601 HDS / TD / Corvair
46 hours
__________________________________________________
Message 28
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Joe-
You know, builders are curious folk. I had the same heart attack when I
found out paint prices and decided to polish. I'm damn near over the hump
now, so I suppose it was the way to go HOWEVER...
I could afford to buy a used Cessna, Bonanza or Mooney, and I think a
lot of other listers could, too. Not easily, but I could do it. The only
conclusion is that we're closet cheapskates! But are we penny wise and pound
foolish?
As far as lights are concerned, I picked up mine (Position, no strobe)
from an on-line aircraft parts salvage house for $50.00, including bulbs. No
complaints, great people to do business with.
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: "Joe" <joe@kfiz.com>
Sent: Thursday, January 04, 2007 10:45 AM
Subject: Zenith-List: Wanted
>
> Hi Everyone,
>
> My wings are ready for paint and I was wondering if anyone devised some
> sort of contraption that holds the wing up by the spar, rotates it, and
> holds it in a horizontal position for a better paint job? Would there be
> one for sale? I don't own a welder. Also, I have a few questions for the
> group.
>
> Can the wing lockers be installed after the wing is finished before paint?
> I saw one and I like it!
>
> Does anyone have a set of stobe / position lights for sale?
>
> I went out and priced PPG epoxy paint and almost had a heart attck! The
> jobber said paint is going up in price almost each month. I painted a
> Luscombe 6 years ago and the paint was $100 a gallon. I was quoted $250
> for white! Does anyone know of some good deals out there?
>
> Thanks!!!!!!!
>
> Joe Scheibinger
> backstagelive@gmail.com
>
>
>
Message 29
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| Subject: | Re: inside canopy flashing / Redundant canopy latch |
Larry & List,
Back in the 80's when my Dad, Brother & I built our Quickie the plans called
for a redundant canopy latch. I quickly put together the attached drawing to
show what it was. It was very simple and worked well. The canopy closed all
by its self. When opening, you simply unlatched the primary latch and then
pulled out the stainless steel latch plate off of the screw. The slot held
the canopy open a little while taxiing. It also allowed the canopy to stay
partially open when parked without flying open with the wind.
Larry, perhaps you might use something like this.
Dave Thompson
dave.thompson@verizon.net
Westminster, Ca
Message 30
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| Subject: | Re: what to do with my pitot |
Hey Skip,
I purchased that Dynon pitot tube for my D10-A and it is a solid and heavy
installation compared to the stock pitot with the kit. My 701 did not come with
any static port parts or a pitot with a static port. You will also need a
pitot mast and plumbing to finish this installation, they are both available at
_http://www.safeair1.com_ (http://www.safeair1.com) .I did purchase a
pitot with a static port before I decided on a Dynon. But I wanted the option
to
not install the Dynon pitot tube If I wanted. I had made an access panel for
inspection of the strut attachment on my 701, but also made the access the
mounting point for the pitot. I made 2 exact panels and then installed the
dynon on one and the dual pitot static on the other. This way I can change them
out easily. I also installed static ports on the fuselage, so I have a static
port while using the dynon pitot(got that from safeair also). The AOA blue
tube becomes another static port with the other pitot.
The pitot mast is steel. If someone bumps into this hard enough I could see
it ripping open my .016 wing instead of breaking off. Just make sure you run 2
tubes to your pitot area. I'm sure this could be an option for you to do. If
your getting a Dynon it would be kind of a waste not taking advantage of
this feature, but it costs a couple bucks to do. See pics attached.
Brian
Message 31
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| Subject: | Re: Sensenich Composite Propeller |
I attended a weekend class at USJabiru on installing a 3300 in an XL. Pete spent
a fair amount of time talking about tuning the carb to match the airframe and
propeller. He said that with the economizer kit and a change in needle jet
size that good results have been achieved at about 2850 RPM - ie. peak egt
(about 1400) and 5 gph economy. The new DVD from Homebuilthelp.com has his
talk on it and you might find it informative.
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85523#85523
Message 32
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| Subject: | Re: Key switch info |
Aaron,
Go to Aircraft Spruce catalog: ignition switches. They have a pin out.
"Use jumper on terminal 1 & use the LR and BO terminals for a 2 terminal starting
vibrator when LEFT MAG ia RETARD BREAKER MAGNETO"
Check out this link: http://www.aircraftspruce.com/catalog/elpages/ignitionswitchkit.php
--------
Low & Slow
Rick
www.n701rr.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85527#85527
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| Subject: | 701 rudder turnbuckles |
Can anyone share the part number for the rudder cable turnbuckes that are used
on the outside the fuselage at the tail.
Thank you
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85532#85532
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| Subject: | Re: Key switch info |
Aaron,
Use the LR and BO terminals for a two terminal starting vibrator when LEFT MAG
is retard breaker magento.
There is only seven terminals on mine, I don't see a PR.
Hope this helps
Mark S.
701/912s
----- Original Message ----
From: Aaron Gustafson <agustafson@chartermi.net>
Sent: Thursday, January 4, 2007 4:19:35 PM
Subject: Zenith-List: Key switch info
I need some help! I have a used aircraft key switch to use on my 0-200 set
up but can't understand the terminals on the back. I understand the BAT,
GRD and S terminals. The L and R are the mag kill conections. But does
anyone know what the LR, PR, and BO terminals are for? I have tried to check
it with an ohmeter and they don't conect to the BAT ever. If you have a Duel
mag setup, you've probably seen this. Help!
Aaron Gustafson do not archive till we have an answer
__________________________________________________
Message 35
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| Subject: | Re: Sensenich Composite Propeller |
I got an off-list email response from an HDS / Jab
3300 owner who is reporting the exact numbers that I
am seeing in my Corvair. No aerodynamic clean up is
showing 120 mph at 2750 rpm and 130 mph at 2850 in the
Jabiru, and 120 at 2900 and 130 at 3000 in the
Corvair. Both have GPS units installed, and have been
through numerous calibration runs.
VR/
Brandon Tucker
601 HDS / TD / Corvair
46 hours
__________________________________________________
Message 36
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| Subject: | Re: Sensenich Composite Propeller |
John-I'm jealous mate! I have a wood Sensenich fixed prop! Sounds like you are
maybe in quite a climb fine pitch to me.
Jab owners-Yes, Pete does seem to have some good points in the HomeBuiltHELP DVD.
I have a Sensenich 64ZKZ51 (think thats right) in my 3300 powerered XL, anyway,
quite a cruise prop. I see 2600 rpm on takeoff, and my EGT's peak in the
1380's at 2650rpm. I'm usually indicating something like 108-110Knots at that
RPM, and around 5GPH.
I can go a *lot* faster, but the fuel goes up, and EGT's go down. Its gets awfully
rich. I can _just_ about get 3100rpm level (almost) - so that gives you an
idea of how my prop is (and I'm glad it is quite a cruise pitch, since I can
easily get way over 1000fpm solo - probably closer to 1500 without going too
slow).
Apparently i should be seeing my best results at around 2850rpm. If I could get
to this RPM before my fuel burn took a drastic climb (and my EGT's dropped),
then I'd pick up quite a bit of range.
I'm planning on removing my carb, checking the mid-jet, and ordering a smaller
one sometime soon, per Pete's 'Carb tuning' discussion.
Cheers,
..lance
Lake California Airpark (68CA)
http://lancegingell.com/plane.asp
XL/Jab 3300/Sensenich wood prop/Dynon EMS/EFIS/Kitchen sink/etc.
--------
Zodiac XL/Jab 3300
http://lancegingell.com/plane.asp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85548#85548
Message 37
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| Subject: | Re: 701 rudder turnbuckles |
>
> From: "Mike Hoffman" <mhoffman9@tampabay.rr.com>
> Date: 2007/01/04 Thu PM 07:44:21 CST
> To: zenith-list@matronics.com
> Subject: Zenith-List: 701 rudder turnbuckles
>
>
> Can anyone share the part number for the rudder cable turnbuckes that are used
on the outside the fuselage at the tail.
>
> Thank you
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85532#85532
>
>
>
>
>
>
>
>
>
>
>
Message 38
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| Subject: | Re: 701 rudder turnbuckles |
>
> From: "Mike Hoffman" <mhoffman9@tampabay.rr.com>
> Date: 2007/01/04 Thu PM 07:44:21 CST
> To: zenith-list@matronics.com
> Subject: Zenith-List: 701 rudder turnbuckles
>
>
> Can anyone share the part number for the rudder cable turnbuckes that are used
on the outside the fuselage at the tail.
>
> Thank you
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85532#85532
>
>
>
>
>
>
>
>
>
>
>
Message 39
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| Subject: | Re: Items from the latest Zenair newsletter (#157) |
Chris,
I agree. Seems pretty bizzarre these days for the 'official' newsletter to be coming
from a place other than an official factory, and to be postal mail only!
I never bothered with it for exactly that reason. If it isn't easy to get, forget
it and get on with building!
Anyway, I'd been interested to read your newsletter from 'down under', as I'm sure
would the rest of the list. Maybe you would consider posting it (or a link,
or a back-issue)?
Thanks for clearing up that white cloud issue. I must come see it for myself this
year.
Cheers,
..lance
(British, but now in sunny California where the sky is blue and the beer is...welll...um...in
smaller pint glasses)
--------
Zodiac XL/Jab 3300
http://lancegingell.com/plane.asp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85551#85551
Message 40
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| Subject: | Re: 701 rudder turnbuckles |
Mike: Turnbuckles are AN130-22S. Check ASC page 141. On the plans 7-C-0, detail
"e" & "f".
George
.
> From: "Mike Hoffman" <mhoffman9@tampabay.rr.com>
> Date: 2007/01/04 Thu PM 07:44:21 CST
> To: zenith-list@matronics.com
> Subject: Zenith-List: 701 rudder turnbuckles
>
>
> Can anyone share the part number for the rudder cable turnbuckes that are used
on the outside the fuselage at the tail.
>
> Thank you
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=85532#85532
>
>
>
>
>
>
>
>
>
>
>
Message 41
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| Subject: | Re: 25 vs 40 Hours Flight Test Time |
I believe that if the airplane is inspected as ELSA, that the test period is up
to the DAR ("at least 5 hours"....yes..only 5!).
Engine certification in this case doesn't mean the same thing. Although I *think*
it must be at lease an LSA engine with a statement from the manufacturer to
say it is ATSM compliant (like a Rotax or Jab)...or a regular certified engine.
Mine was registered expermental-amateur built. I did 40hrs test. ...and I was still
tweaking after that.
--------
Zodiac XL/Jab 3300
http://lancegingell.com/plane.asp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85554#85554
Message 42
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| Subject: | Re: Sensenich Composite Propeller |
Pardon me if I am getting this wrong, but,,, Am I safe to assume you guy
s with the Jab set up cannot change the mixture inflight?.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "lgingell" <lgingell@matrix-logic.com> wrote:
>
John-I'm jealous mate! I have a wood Sensenich fixed prop! Sounds like
you are maybe in quite a climb fine pitch to me.
Jab owners-Yes, Pete does seem to have some good points in the HomeBuilt
HELP DVD. I have a Sensenich 64ZKZ51 (think thats right) in my 3300 po
werered XL, anyway, quite a cruise prop. I see 2600 rpm on takeoff, and
my EGT's peak in the 1380's at 2650rpm. I'm usually indicating somethin
g like 108-110Knots at that RPM, and around 5GPH.
I can go a *lot* faster, but the fuel goes up, and EGT's go down. Its ge
ts awfully rich. I can _just_ about get 3100rpm level (almost) - so tha
t gives you an idea of how my prop is (and I'm glad it is quite a cruise
pitch, since I can easily get way over 1000fpm solo - probably closer t
o 1500 without going too slow).
Apparently i should be seeing my best results at around 2850rpm. If I co
uld get to this RPM before my fuel burn took a drastic climb (and my EGT
's dropped), then I'd pick up quite a bit of range.
I'm planning on removing my carb, checking the mid-jet, and ordering a s
maller one sometime soon, per Pete's 'Carb tuning' discussion.
Cheers,
=2E.lance
Lake California Airpark (68CA)
http://lancegingell.com/plane.asp
XL/Jab 3300/Sensenich wood prop/Dynon EMS/EFIS/Kitchen sink/etc.
--------
Zodiac XL/Jab 3300
http://lancegingell.com/plane.asp
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=85548#85548
========================
===========
========================
===========
========================
===========
<html><P>Pardon me if I am getting this wrong, but,,, Am I safe to assum
e you guys with the Jab set up cannot change the mixture inflight?. </P>
<P>do not archive<BR><BR><BR>Ben Haas<BR>N801BH<BR>www.haaspowerair
.com<BR><BR>-- "lgingell" <lgingell@matrix-logic.com>&nb
sp;wrote:<BR>--> Zenith-List message posted by:&n
bsp;"lgingell" <lgingell@matrix-logic.com><BR><BR>John-I'm&nb
sp;jealous mate! I have a wood Sensenich&n
bsp;fixed prop! Sounds like you are
maybe in quite a climb fine pitch to&
nbsp;me.<BR><BR>Jab owners-Yes, Pete does seem
to have some good points in the HomeB
uiltHELP DVD. I have a Sensenich&nb
sp;64ZKZ51 (think thats right) in my 3300&
nbsp;powerered XL, anyway, quite a cruise
prop. I see 2600 rpm on takeoff, and&
nbsp;my EGT's peak in the 1380's at 2
650rpm. I'm usually indicating something
like 108-110Knots at that RPM, and around&
nbsp;5GPH. <BR>I can go a *lot* faster,&nb
sp;but the fuel goes up, and EGT's go
down. Its gets awfully rich. I 
;can _just_ about get 3100rpm level (almos
t) - so that gives you an idea o
f how my prop is (and I'm glad i
t is quite a cruise pitch, since I&nb
sp;can easily get way over 1000fpm solo&nb
sp;- probably closer to 1500 without going
too slow).<BR><BR>Apparently i should be
seeing my best results at around 2850rpm.&
nbsp;If I could get to this RPM befor
e my fuel burn took a drastic climb&n
bsp;(and my EGT's dropped), then I'd pick&
nbsp;up quite a bit of range.<BR><BR>I'm p
lanning on removing my carb, checking the&
nbsp;mid-jet, and ordering a smaller one s
ometime soon, per Pete's 'Carb tuning' dis
cussion.<BR>Cheers,<BR><BR>..lance<BR>Lake California Airpark&
nbsp;(68CA)<BR>http://lancegingell.com/plane.asp <BR>XL/Jab 33
00/Sensenich wood prop/Dynon EMS/EFIS/Kitchen sink/e
tc.<BR><BR>--------<BR>Zodiac XL/Jab 3300<BR>http://lanceginge
ll.com/plane.asp<BR><BR><BR><BR><BR>Read this topic onlin
e here:<BR><BR>http://forums.matronics.com/viewtopic.php?p=85548#
========================
========================
se the Matronics List Features Navigator t
e Search & Download, 7-Day Browse, Cha
========================
sp; &nb
nbsp;Same great content now also available 
========================
=======================<BR
></P>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 43
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| Subject: | Need help with HD wing tank install |
I'm building the Hd with L.E.wing tanks from a kit. Zenair never sent me
drawings on the installation. I talked to Zenair and I was told they don't
remember exactly. They said I need to move a nose rib.
Can anyone give me some more detail on how they intalled their L.E. wing
tanks? Or even better, does someone have some drawings?
I have found lots of info on the hds wing tank install on the net but came
up empty for the hd install.
Thank you
Frank Probst
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