Today's Message Index:
----------------------
1. 12:25 AM - Re: Off topic, kinda on topic (noel anderson)
2. 02:16 AM - Spin 601xl any experience, caveates, unusual recovery techniques ? Etc. (Lone00Star@aol.com)
3. 02:37 AM - Re: I give up! (secatur)
4. 04:47 AM - Re: Annual Inspections (steveadams)
5. 07:12 AM - Re: Spin 601xl any experience, caveates, unusual recovery techn (Gig Giacona)
6. 07:12 AM - Re: Wing Spar Assembly Drawing 6W3, number of hat stiffeners ? (Maarten Versteeg)
7. 07:20 AM - Re: I'm visiting Toronto (Ron Lalonde)
8. 07:48 AM - Dzus Clips in Wing Lockers (4rcsimmons@comcast.net (Rich Simmons))
9. 08:05 AM - Re: Dzus Clips in Wing Lockers (Gig Giacona)
10. 08:56 AM - Re: Re: Wing Spar Assembly Drawing 6W3, number of hat stiffeners ? (Paul Mulwitz)
11. 08:56 AM - Re: Spin 601xl any experience, caveates, unusual recovery techniques (T. Graziano)
12. 08:58 AM - Re: Dzus Clips in Wing Lockers (Paul Mulwitz)
13. 09:23 AM - Re: Dzus Clips in Wing Lockers (David Austin)
14. 09:28 AM - Re: Re: Spin 601xl any experience, caveates, unusual recovery techniques (David Austin)
15. 09:37 AM - Re: Re: Annual Inspections (David Downey)
16. 10:54 AM - Re: More questions (LarryMcFarland)
17. 01:04 PM - Re: More questions (Bryan Martin)
18. 01:13 PM - 701 wing orientation - front-to-back (Harrison-Hutcheson)
19. 02:14 PM - 701 wing mis-information (Zed Smith)
20. 03:30 PM - Re: Dzus Clips in Wing Lockers (ALAN BEYER)
21. 03:38 PM - Re: Dzus Clips in Wing Lockers (Bill Naumuk)
22. 03:42 PM - Re: Re: I give up! (Bill Naumuk)
23. 05:10 PM - Re: 701 wing mis-information (Robert Schoenberger)
24. 07:25 PM - Re: More questions (JohnDRead@aol.com)
25. 07:54 PM - Re: Re: Re: Electronic Headsets.. (Tim Shankland)
26. 08:27 PM - Re: More decisions about buying the Rotax 912 for my 701 (Dave Ruddiman)
27. 10:50 PM - Re: More questions (JG)
28. 10:56 PM - Re: More decisions about buying the Rotax 912 for my 701 (Gary Gower)
29. 11:11 PM - Handheld GPS? (Lind, Per)
Message 1
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| Subject: | Re: Off topic, kinda on topic |
MessageHi ZodieRocket.
You should be able to get the info your looking for at
your local highschool,college or university, the engineering and/or art
dept. will be happy to help I'm sure...... or you can google
foundry/metal casting. If you where living in Kiwiland I would be happy
to help you out, I just retired from 50yrs in the Foundry
Industry..........
Regards & Fly Safe Noel
----- Original Message -----
From: Noel Loveys
To: zenith-list@matronics.com
Sent: Monday, January 22, 2007 10:29 AM
Subject: RE: Zenith-List: Off topic, kinda on topic
There may also be a jeweller in your area that uses casting to make
their rings etc.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Edward
Moody II
Sent: Sunday, January 21, 2007 2:41 PM
To: zenith-list@matronics.com
Subject: Re: Zenith-List: Off topic, kinda on topic
Mark, do a phone book and web search for a foundry within driving
distance. If there isn't one, try dental laboratories. You may get the
help you want there.
Ed Moody II
Do Not Archive
----- Original Message -----
From: ZodieRocket
To: zenith-list@matronics.com
Sent: Sunday, January 21, 2007 11:41 AM
Subject: Zenith-List: Off topic, kinda on topic
Hi Folks
Yesterday and today I have spent my time cleaning up my shop. I
seem to have gathered a vast amount of cut offs and waste aluminum,
which tends to happen to scratch builders. While I was putting all those
pieces which are too small to do anything with I was wondering Can they
be melted down and poured into a mold in which I can make something
useful like a statue of my 601 and 701? This requires a knowledge of
mold making of which I don't have. I don't want a new career in this
venture, I just want to make some use of scrap. All opinions and advice
welcome but please respond to my personal E-Mail and not this list. Once
and if I have a working model finished I will post the how-to on
www.ch601.org and www.ch701.com Please E-Mail me at
webmaster@ch601.org
href="http://www.matronics.com/Navigator?Zenith-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
Message 2
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| Subject: | Spin 601xl any experience, caveates, unusual recovery techniques |
? Etc.
My Brother and I are picking up an already built aircraft with the Jabiru
3300. We would like to know of any thoughts you expreienced test pilots have
on spins from all different flight regimes. Have not seen much on this
subject at all. Thanks & Aloha.
Message 3
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Gee Bill...are you calling my VAST accomplishment half-vast ?? [Twisted Evil]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=89464#89464
Message 4
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| Subject: | Re: Annual Inspections |
The CH640 comes with an annual inspection checklist and a step by step CD ROM photo
Guide for doing the annual. I'm sure the only reason they have provided this
is because the airframe is pretty much the same as the Alarus.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=89467#89467
Message 5
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| Subject: | Re: Spin 601xl any experience, caveates, unusual recovery |
techn
One of the reasons you haven't seen much on the issue is because CH says don't
spin it. That said, there is no reason that the 601 would have any unusual spin
recovery issues.
--------
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=89495#89495
Message 6
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| Subject: | Re: Wing Spar Assembly Drawing 6W3, number of hat stiffeners |
?
Thanks Dave, Jay, Paul,
Yes, I should have compared the 6W3 drawing with the 6K0
drawing, that shows where the confusion started.
I agree that Zenith probably even managed to confuse themselves
with the standard and long range options. I am planning to go
with the 15 gallon (long range) tanks. This almost seems to be
the standard option (unless you want to save money), Zenith
seems to be half-way converting to this, as evident from the
mixed up drawings.
Regards,
Maarten
Message 7
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| Subject: | I'm visiting Toronto |
Hi Dave
Can-Zac would be a must to visit if you have the time. You have to meet Mark
Townsend (He is a tranplanted Cape Bretoner(from Nova Scotia)!!!
Plus, if you are in the need of Corvair parts, try to look up Corsa Ontario
which is the Corvair Association in Ontario. I could not believe the
assistance they gave me a few years back to hunt down various parts
(especially the heads)
Have Fun
Ron Lalonde
Debert, Nova Scotia, Canada
>Boys,
>
>
>I will be visiting Toronto, Canada on Business for three weeks from Jan
>29th
>to Feb 16th. I'm looking for something to do over the two weekends and was
>hoping one or two of you builders live in the area. I don't mind driving an
>hour or so on either of the weekends to see someone's project. If there is
>someone that is interested in showing off their project, please contact me
>off list.
>
>
>Thanks,
>
>
>Dave Thompson
>
>dave.thompson@verizon.net
>
>Westminster, CA
>
>601XL rudder workshop, Corvair in parts, plan to start scratch building in
>March or April
>
>Do not archive
>
_________________________________________________________________
Free Alerts: Be smart - let your information find you!
http://alerts.live.com/Alerts/Default.aspx
Message 8
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| Subject: | Dzus Clips in Wing Lockers |
Ok list,
Another question!
The Dzus clips as we show have nothint to retain them. This will tned to runaway
clips.
In theory, there is to be no space between the Locker and the I think Dzus rails
is how they are labeled.
The retention devices I see all take up considerable space and will raise the locker
and it will no longer be flush.
What are some of you using to retain the Dzus clip that keeps the lid flush to
the Top Skin.
Don not archive
--
Thanks,
Rich Simmons
<html><body>
<DIV>Ok list,</DIV>
<DIV> </DIV>
<DIV>Another question!</DIV>
<DIV> </DIV>
<DIV>The Dzus clips as we show have nothint to retain them. This will tned to runaway
clips.</DIV>
<DIV> </DIV>
<DIV>In theory, there is to be no space between the Locker and the I think Dzus
rails is how they are labeled.</DIV>
<DIV> </DIV>
<DIV>The retention devices I see all take up considerable space and will raise
the locker and it will no longer be flush.</DIV>
<DIV> </DIV>
<DIV>What are some of you using to retain the Dzus clip that keeps the lid flush
to the Top Skin.</DIV>
<DIV> </DIV>
<DIV>Don not archive</DIV>
<DIV> </DIV>
<DIV class=signature id=signature>--<BR>Thanks, <BR>Rich Simmons</DIV>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 9
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| Subject: | Re: Dzus Clips in Wing Lockers |
Here are the ones I used they are very thin. http://www.aircraftspruce.com/catalog/hapages/snaprings.php
SR5SS
It is as flush as it needs to be.
4rcsimmons(at)comcast.net wrote:
> Ok list,
>
> Another question!
>
> The Dzus clips as we show have nothint to retain them. This will tned to runaway
clips.
>
> In theory, there is to be no space between the Locker and the I think Dzus rails
is how they are labeled.
>
> The retention devices I see all take up considerable space and will raise the
locker and it will no longer be flush.
>
> What are some of you using to retain the Dzus clip that keeps the lid flush
to the Top Skin.
>
> Don not archive
>
> --
> Thanks,
> Rich Simmons
> [b]
--------
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=89508#89508
Message 10
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| Subject: | Re: Wing Spar Assembly Drawing 6W3, number of hat stiffeners |
?
Hi Maarten,
I am glad you got the question answered OK.
I actually chose the standard fuel configuration rather than the long
range tanks. I had several reasons for this choice. First, I
normally prefer to have my tanks full when I take off. The only
exception to this is when I plan a round trip that is well within the
plane's range in one day. Second, the standard tanks provide well
over 4 hours of flight time while my body starts going on strike
after about 3 hours. I would prefer to limit flight legs to about 3
hours and stop for fuel and a stretch before going on. Third, the 36
pounds difference in fuel weight translates to baggage
allowance. This is a significant proportion of the baggage allowed.
Good luck,
Paul
do not archive
At 07:10 AM 1/22/2007, you wrote:
>Thanks Dave, Jay, Paul,
>
>Yes, I should have compared the 6W3 drawing with the 6K0
>drawing, that shows where the confusion started.
>I agree that Zenith probably even managed to confuse themselves
>with the standard and long range options. I am planning to go
>with the 15 gallon (long range) tanks. This almost seems to be
>the standard option (unless you want to save money), Zenith
>seems to be half-way converting to this, as evident from the
>mixed up drawings.
>
>Regards,
> Maarten
Message 11
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| Subject: | Re: Spin 601xl any experience, caveates, unusual recovery |
techniques
Based on my experience with MY XL, you would have to be really
uncoordinated to inadvertently enter into a spin. I have had the
airplane shuddering in a stall (with and without power/flaps) and could
still go stop-to-stop on the ailerons without the airplane departing
(did not hold full aileron in the stall, just held long enough to see
that the airplane would start to roll in the direction of the aileron
input - not opposite to input). However, on one occasion while I was
holding it in a power off stall no flaps to see if I could get it to
break, the airplane did depart rather abruptly into a neg G nose
straight down attitude (If I did not have my seat belt on, I would have
been up and possible through the canopy) - I suspect either an abrupt
complete loss of lift or the horiz stab stalled due to a tail wind gust.
There was some rolling off of the wing as I recall, but it was slight
and rudder brought it level. I had been in the stall shudder mode for
about 15 - 20 seconds est. I can also hold the airplane full power,
Zero indicated AS, right rudder as required to keep wings level, with no
departures - but can only hold so long before my Jab starts to go
redline on CHT.
That said, Spins are not recommended on the XL by Zenith. Maybe they
did not go into a full spin testing program - full aft CG, Gross wt etc.
You could probably kick my XL into a spin entry, and probably apply
normal spin recovery techniques for recovery, but I am not going to
deliberately try it. I would definitely not let my XL spin to see if it
stabilized or not - don't know if it would recover by itself, go flat,
inverted, flat and inverted, or???, and may not be recoverable without a
spin chute.
IN my opinion, the XL is easy to fly and if flown normally should not
surprise you. If you can fly a C-150 or SE Piper, you can easily fly
the XL.
Tony Graziano
60lXL/Jab3300; N493TG; 196 hrs.
------
Spin 601xl any experience, caveates, unusual recovery techniques
From: Lone00Star@aol.com
Date: Mon Jan 22 - 2:16 AM
My Brother and I are picking up an already built aircraft with the
Jabiru
3300. We would like to know of any thoughts you expreienced test pilots
have
on spins from all different flight regimes. Have not seen much on this
subject at all. Thanks & Aloha.
Message 12
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| Subject: | Re: Dzus Clips in Wing Lockers |
Hi Rich,
I used the little Dzus retaining rings - from Aircraft Spruce. They
don't actually cause any problems with seating of the baggage
door. They take up space already available in the hole in the strip.
Paul
XL fuselage
At 07:47 AM 1/22/2007, you wrote:
>Ok list,
>
>Another question!
>
>The Dzus clips as we show have nothint to retain them. This will
>tned to runaway clips.
>
>In theory, there is to be no space between the Locker and the I
>think Dzus rails is how they are labeled.
>
>The retention devices I see all take up considerable space and will
>raise the locker and it will no longer be flush.
>
>What are some of you using to retain the Dzus clip that keeps the
>lid flush to the Top Skin.
>
>Don not archive
>
>--
>Thanks,
>Rich Simmons
>
>
Message 13
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| Subject: | Re: Dzus Clips in Wing Lockers |
Try cutting small discs of plastic from thin-walled plastic bottles and
punching the appropriate sized hole in them. Worked for me for 14
years. Not too expensive either ;-)
Dave Austin 601HDS - 912, Spitfire Mk VIII
----- Original Message -----
From: Rich Simmons
To: zenith-list@matronics.com
Sent: Monday, January 22, 2007 10:47 AM
Subject: Zenith-List: Dzus Clips in Wing Lockers
Ok list,
Another question!
The Dzus clips as we show have nothint to retain them. This will tned
to runaway clips.
In theory, there is to be no space between the Locker and the I think
Dzus rails is how they are labeled.
The retention devices I see all take up considerable space and will
raise the locker and it will no longer be flush.
What are some of you using to retain the Dzus clip that keeps the lid
flush to the Top Skin.
Don not archive
--
Thanks,
Rich Simmons
Message 14
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| Subject: | Re: Spin 601xl any experience, caveates, unusual recovery |
techniques
I've recovered from an incipient spin (3/4 of a turn) with no problems.
Normal technique. Also done a full power 90 degree bank stall. All it
did was flip up level.
Dave Austin 601HDS - 912, Spitfire Mk VIII
----- Original Message -----
From: T. Graziano
To: zenith-list@matronics.com
Sent: Monday, January 22, 2007 11:54 AM
Subject: Zenith-List: Re: Spin 601xl any experience, caveates, unusual
recovery techniques
Based on my experience with MY XL, you would have to be really
uncoordinated to inadvertently enter into a spin. I have had the
airplane shuddering in a stall (with and without power/flaps) and could
still go stop-to-stop on the ailerons without the airplane departing
(did not hold full aileron in the stall, just held long enough to see
that the airplane would start to roll in the direction of the aileron
input - not opposite to input). However, on one occasion while I was
holding it in a power off stall no flaps to see if I could get it to
break, the airplane did depart rather abruptly into a neg G nose
straight down attitude (If I did not have my seat belt on, I would have
been up and possible through the canopy) - I suspect either an abrupt
complete loss of lift or the horiz stab stalled due to a tail wind gust.
There was some rolling off of the wing as I recall, but it was slight
and rudder brought it level. I had been in the stall shudder mode for
about 15 - 20 seconds est. I can also hold the airplane full power,
Zero indicated AS, right rudder as required to keep wings level, with no
departures - but can only hold so long before my Jab starts to go
redline on CHT.
That said, Spins are not recommended on the XL by Zenith. Maybe they
did not go into a full spin testing program - full aft CG, Gross wt etc.
You could probably kick my XL into a spin entry, and probably apply
normal spin recovery techniques for recovery, but I am not going to
deliberately try it. I would definitely not let my XL spin to see if it
stabilized or not - don't know if it would recover by itself, go flat,
inverted, flat and inverted, or???, and may not be recoverable without a
spin chute.
IN my opinion, the XL is easy to fly and if flown normally should not
surprise you. If you can fly a C-150 or SE Piper, you can easily fly
the XL.
Tony Graziano
60lXL/Jab3300; N493TG; 196 hrs.
------
Spin 601xl any experience, caveates, unusual recovery techniques
From: Lone00Star@aol.com
Date: Mon Jan 22 - 2:16 AM
My Brother and I are picking up an already built aircraft with the
Jabiru
3300. We would like to know of any thoughts you expreienced test pilots
have
on spins from all different flight regimes. Have not seen much on this
subject at all. Thanks & Aloha.
Message 15
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| Subject: | Re: Annual Inspections |
Hi Steve;
Do you know if they have a printed checklist that could be adapted to the other
CH designs?
steveadams <dr_steve_adams@yahoo.com> wrote:
The CH640 comes with an annual inspection checklist and a step by step CD ROM photo
Guide for doing the annual. I'm sure the only reason they have provided this
is because the airframe is pretty much the same as the Alarus.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=89467#89467
Dave Downey
Harleysville (SE) PA
Zodiac 601XL/Corvair?
---------------------------------
Get your own web address.
Message 16
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| Subject: | Re: More questions |
John,
I had a nice handling fixture that solved the problem with rotating and
moving the wings to and from the storage rack
to the paint booth. Ultimately, I found the wings could be taken from
the rack to be attached to the plane without any extra
set of hands. It's a simple idea, requires right and left plate
attachments, but only one stand and a good wing rack that holds
the wings on foam on the leading edge. 701 wings would be larger, but
the solution is the same. You only need enough distance
from the wing-nose to the pivot point to clear the nose in rotating top
to bottom. Put extra holes in place for handling at wing cg
so you can move the pin from the holes that set the height you need to
get it back into the rack.
See links,
http://www.macsmachine.com/images/tjh/hscentersection/full/wg-remove-to-jig.gif
http://www.macsmachine.com/images/tjh/winghandling/full/wingtipsuppt.gif
http://www.macsmachine.com/images/tjh/winghandling/full/wingrootjig.gif
Good luck,
Larry McFarland - 601HDS at www.macsmachine.com
JohnDRead@aol.com wrote:
> Hello List:
>
> I noticed in an old post that there is a neat way to hold 601
> wings for painting. Is there such a device for the 701 wing?
> Has anyone ever installed landing lights in the flat part of the
> wing tip?
>
> Thanks all, John Read
> CH701 in Colorado under lots of snow!
Message 17
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| Subject: | Re: More questions |
I found a crimper on Ebay a few years ago for my project. An Ancor brand
ratcheting crimper for double crimping PIDG style terminals. I see a few
crimpers listed on ebay now that might work for you. Also, B & C has one
that they sell. www.bandcspecialty.com
JohnDRead@aol.com wrote:
> Hello List:
> I am at the point of wiring the first wing on my CH701.
> I need to get both tooling and crimp on terminals, etc. AS has terminals
> but I cannot find crimpers. Any one know where I can find one?
>
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 18
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| Subject: | 701 wing orientation - front-to-back |
A dumb question - before I "drill a dumb hole". Am in the process of
mounting wings on my 701. I can find documentation about fitting the
wings in the up-and-down orientation - stretch a line from wingtip to
wingtip along the main wing spar and the distance between the string and
the wings at the first rib should be 75 +/- 5 mm. However, I cannot
find anything on the alignment of the wings in the front-to-back axis.
My first assumption was that the main wing spars would be "lined up" and
the string that was stretched from one wingtip to the other would fall
directly over(above) the main wing spars for both wings - so that you
could look down the string and see all of the main wing spar rivets
lined up with the string.
Am I missing something in the documentation?
Thanks in advance,
Sam Hutcheson
CH701 kit w/ 912S
trying to get it all put together.
Message 19
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| Subject: | 701 wing mis-information |
No, you aren't missing anything.......both wings DO go on the aircraft.
Others will probably have a faster, slicker, better, easier, etc, etc, way; here
goes:
First thing is to make sure the fuselage is LEVEL side-to-side. Tire pressure.
Then, consider this a two-part job; wings first, struts second.
I suspended both wings at the approximate location where they'd mount. Both were
nearly parallel with the floor.
You could raise the tips a bit if it makes you feel better.
First thing is to slide the front spars into the front fuselage mounts. Do NOT
drill yet.
Trim as necessary for fitting at the rear. What you trim will be obvious when
you get there.
What you need to be concerned with is a string from tip-to-tip along the front
spar top rivet line. Make sure the two wings are lined up with each other (straight
line tip-to-tip).
Then mark a spot on top of the rear fuselage as far aft as possible.
Measuring from this spot to wing tips (same reference on each wing) will "square"
the wings with the fuselage.
Re-check top string along rivet line, and continue checking it.
Don't worry about the dihedral/75mm just now, that's later with the struts.
Once you are absolutely sure you are ready to drill front and rear holes, really
sure, just drill a #30 hole in each FRONT and use a long Cleco. Check the top
string.
Check again the rear fitup. Drill #30 at the rear attachment.
At this point you are committed....too late to change.
The struts can be a challenge. Mine were the two-piece type; there is some cutting
required.
Mark, with masking tape and a Sharpie, all the strut pieces. (left, right, front,
rear, inboard end, etc.)
It is not likely that any of the strut pieces will interchange once you drill them!!
You may now need to support the wings from underneath, OUTBOARD of the strut attach
points.
The 75mm isn't difficult.....but obtaining 75mm at BOTH points can ruin your day.
I found that a golf cart has a sloping roof, just fits under the wingtip, that
several thicknesses of wood shingles made good wedges, and things progressed much
better/faster with some method of shimmimg BOTH wingtips. Two carts would
have been great, but ended up building a very tall sawhorse for one side.
Bottom line here is that if you get the wings square with the fuselage, the same
dihedral in both wings, and manage to stab the struts you will have put in a
long day.
Regards,
Zed/do nor archive
Message 20
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| Subject: | Re: Dzus Clips in Wing Lockers |
Hi Rich,=0A=0AThis same question came up a month or two back. I wrote, wha
t I did was make the holes a little larger for easyer alighnment of the Dzu
s fasteners. The holes were too large for the standard Dzus Clips, so I us
ed small "O" rings that fit the groove of the fastener. It's simple and wo
rks great.=0A=0AAl from Oshkosh=0A601 HDS=0A=0A=0A----- Original Message --
--=0AFrom: Rich Simmons <4rcsimmons@comcast.net>=0ATo: zenith-list@matronic
s.com=0ASent: Monday, January 22, 2007 9:47:22 AM=0ASubject: Zenith-List: D
zus Clips in Wing Lockers=0A=0A=0AOk list,=0A =0AAnother question!=0A =0ATh
e Dzus clips as we show have nothint to retain them. This will tned to runa
way clips.=0A =0AIn theory, there is to be no space between the Locker and
the I think Dzus rails is how they are labeled.=0A =0AThe retention devices
I see all take up considerable space and will raise the locker and it will
no longer be flush.=0A =0AWhat are some of you using to retain the Dzus cl
ip that keeps the lid flush to the Top Skin.=0A =0ADon not archive=0A =0A--
===========
Message 21
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| Subject: | Re: Dzus Clips in Wing Lockers |
Al-
Good tip on the O rings. I have the ACS retainers and they keep
coming off.
No matter what, the main secret to installing Dzus is to have plenty
of clearance for the major diameter. Rather than wrench the springs up
and down to fit different heights, I went with different length Dzus.
They're cheap enough.
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: ALAN BEYER
To: zenith-list@matronics.com
Sent: Monday, January 22, 2007 6:29 PM
Subject: Re: Zenith-List: Dzus Clips in Wing Lockers
Hi Rich,
This same question came up a month or two back. I wrote, what I did
was make the holes a little larger for easyer alighnment of the Dzus
fasteners. The holes were too large for the standard Dzus Clips, so I
used small "O" rings that fit the groove of the fastener. It's simple
and works great.
Al from Oshkosh
601 HDS
----- Original Message ----
From: Rich Simmons <4rcsimmons@comcast.net>
To: zenith-list@matronics.com
Sent: Monday, January 22, 2007 9:47:22 AM
Subject: Zenith-List: Dzus Clips in Wing Lockers
Ok list,
Another question!
The Dzus clips as we show have nothint to retain them. This will tned
to runaway clips.
In theory, there is to be no space between the Locker and the I think
Dzus rails is how they are labeled.
The retention devices I see all take up considerable space and will
raise the locker and it will no longer be flush.
What are some of you using to retain the Dzus clip that keeps the lid
flush to the Top Skin.
Don not archive
--
Thanks,
Rich Simmons
ist" target=_blank
rel=nofollow>http://www.matronics.com/Navigator?Zeni=======
Message 22
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Nope, warning you. Just when you think everything is peachy keen and dandy
you get bit in the vast.
do not archive
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: "secatur" <appraise1@bigpond.com>
Sent: Monday, January 22, 2007 5:37 AM
Subject: Zenith-List: Re: I give up!
>
> Gee Bill...are you calling my VAST accomplishment half-vast ?? [Twisted
> Evil]
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=89464#89464
>
>
>
Message 23
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| Subject: | Re: 701 wing mis-information |
Zed . . . I'm not there yet, but thank you in advance for such clear,
concise instructions of what can be a very difficult point of
constuctopm/ Robert Schoenberger 701 do not archive.
Zed Smith wrote:
>
> No, you aren't missing anything.......both wings DO go on the aircraft.
>
> Others will probably have a faster, slicker, better, easier, etc, etc, way;
here goes:
>
> First thing is to make sure the fuselage is LEVEL side-to-side. Tire pressure.
>
> Then, consider this a two-part job; wings first, struts second.
>
> I suspended both wings at the approximate location where they'd mount. Both
were nearly parallel with the floor.
> You could raise the tips a bit if it makes you feel better.
>
> First thing is to slide the front spars into the front fuselage mounts. Do NOT
drill yet.
> Trim as necessary for fitting at the rear. What you trim will be obvious when
you get there.
>
> What you need to be concerned with is a string from tip-to-tip along the front
spar top rivet line. Make sure the two wings are lined up with each other (straight
line tip-to-tip).
>
> Then mark a spot on top of the rear fuselage as far aft as possible.
> Measuring from this spot to wing tips (same reference on each wing) will "square"
the wings with the fuselage.
> Re-check top string along rivet line, and continue checking it.
>
> Don't worry about the dihedral/75mm just now, that's later with the struts.
>
> Once you are absolutely sure you are ready to drill front and rear holes, really
sure, just drill a #30 hole in each FRONT and use a long Cleco. Check the
top string.
>
> Check again the rear fitup. Drill #30 at the rear attachment.
>
> At this point you are committed....too late to change.
>
> The struts can be a challenge. Mine were the two-piece type; there is some cutting
required.
> Mark, with masking tape and a Sharpie, all the strut pieces. (left, right, front,
rear, inboard end, etc.)
> It is not likely that any of the strut pieces will interchange once you drill
them!!
>
> You may now need to support the wings from underneath, OUTBOARD of the strut
attach points.
>
> The 75mm isn't difficult.....but obtaining 75mm at BOTH points can ruin your
day.
> I found that a golf cart has a sloping roof, just fits under the wingtip, that
several thicknesses of wood shingles made good wedges, and things progressed
much better/faster with some method of shimmimg BOTH wingtips. Two carts would
have been great, but ended up building a very tall sawhorse for one side.
>
> Bottom line here is that if you get the wings square with the fuselage, the same
dihedral in both wings, and manage to stab the struts you will have put in
a long day.
>
> Regards,
>
> Zed/do nor archive
>
>
>
>
>
>
Message 24
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| Subject: | Re: More questions |
In a message dated 1/22/2007 11:56:40 A.M. Mountain Standard Time,
larry@macsmachine.com writes:
www.macsmachine.com/images/tjh/hscentersection/full/wg-remove-to-jig.gif
Hi Larry:
Thanks for the wing support pics. I am building a 701 which cannot be
suspended by the spar root. I think I will have to dream up something that attaches
to the slat brackets.
Regards, John
do not archive.
Message 25
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| Subject: | Re: Re: Electronic Headsets.. |
Steve,
I too have been flying for over 40 years, and I also didn't use headsets
during those first 10 or 15 years, but then nobody I flew with did.
Fortunately due to lack of funds I was not able to fly enough during
that time to effect my hearing. I have been wearing headsets for the
last twenty years when I became an aircraft owner. This whole topic for
me is circuitry that has become commodities that is still sold to the
aviation community like a deep dark secret (expensive) ingredient is
used that can only be obtained through the few REAL aircraft equipment
companies. I am glad to see that active noise reduction add on's are
available at a lessor price, but there is still lots of room for
improvement. Don't get me started on GPS equipment.
Tim Shankland
Steve Hulland wrote:
> Tim,
> Headsets serve two very important functions:
> First - they protect your hearing. I wear hearing aids and wish I had
> protected my hearing during the first 25 years of my 50 years worth of
> aviation involvement.\
> Second - They provide for much better communications with ATC, etc. As
> a result, safety is enhanced for everyone. Less miscommunication, less
> stress due to lower volumn and much more.
> My advise is to always use headsets - good ones.
>
>
> --
> 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: | Re: More decisions about buying the Rotax 912 for my 701 |
Hey Gary,
Where's Chapala compared to someplace I would know? Like Puerto
Vallarta.
Dave
do not archive
----- Original Message -----
From: Gary Gower
To: zenith-list@matronics.com
Sent: Sunday, January 21, 2007 6:44 PM
Subject: Re: Zenith-List: More decisions about buying the Rotax 912
for my 701
In my personal experience, the 701S is a must in airport altitudes
over 5,000 ft ASL. With the clutch, there is no shaking...
Also, remember the aviation saying, when need to climg over trees,
all the extra power you have is welcome...
Our last X country about a month ago was to Atizapan, 8,120 ft ASL...
Saludos
Gary Gower
701 912S 98 hrs
Flying from Chapala, Mexico 5,029 ft ASL
george.mueller@aurora.org wrote:
I received some very helpful feedback from the list on experiences
with Rotax vendors, as it is time for me to buy the 912S for my 701.
However one response has stopped my in my tracks for now. It was from a
701 flyer that had a 912S who wished he had the 80 HP 912. The
advantages of the 80HP were: easier starting, doesn't shake the tail
apart (although I have redone all the HS mounts, both on the fuselage
and HS in .063), the 100hp only needed if flying floats, the only
benefit without floats is you get a bit of a boost on take off (I
thought I might add floats down the road, but it is not for sure, I
might never get around to it and shortening take off distance in a 701,
well how short does it need to be?), the 912 S needs a gearbox clutch
and the prop alternatives are slightly more limited, the 80hp has a
lower price, slightly less fuel usage, less vibration and somewhat
higher reliability. My whole life I have always considered more
horsepower to be better, but now I am wondering.....I have the Skyshops
FWF so I am committed to the Rotax 912 ( I assume the FWF fits the 912
or the 912s both, I ordered about a year ago and I can't remember if I
had to specify which engine, but I think both engines are identical on
the outside).
-------------------------------------------------------------------------
---
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at
Yahoo! Games.
Message 27
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| Subject: | Re: More questions |
If your workshop is big enough and you can put hanging points in the
ceiling then this works really well.
For a 701 use two 6' long boards across under each wing, one out near
the tip and the other a couple of feet out from the root, tied up to
hangers in the ceiling. It works really well in
that you can adjust each rope to get all the 'angles of dangle' just
right, and it's really secure so you can measure, re-measure and measure
yet again before drilling.
By pulling them up above head height it's also a good place to store the
wings out of the way.
Cheers, JG
---- Original Message -----
From: JohnDRead@aol.com
To: zenith-list@matronics.com
Sent: Tuesday, January 23, 2007 2:23 PM
Subject: Re: Zenith-List: More questions
In a message dated 1/22/2007 11:56:40 A.M. Mountain Standard Time,
larry@macsmachine.com writes:
www.macsmachine.com/images/tjh/hscentersection/full/wg-remove-to-jig.gif
Hi Larry:
Thanks for the wing support pics. I am building a 701 which cannot be
suspended by the spar root. I think I will have to dream up something
that attaches to the slat brackets.
Regards, John
do not archive.
Message 28
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| Subject: | Re: More decisions about buying the Rotax 912 for my 701 |
Hello Dave,
Very easy,
PV is in the Pacific Coast, make an almost horizontal line to Mexico City, Just
about 1/3rd of the distance from PV to Mex is Guadalajara, South of Guadalajara
(about 30 miles) is Chapala Lake, the biggest natural lake in Mexico.
Attached is a pdf file from Google Earth.
If you have Google Earth our club is in:
2018'35"N 10309'36"W
In the 701 I am about 1:20 hrs from PV depends on wind direction and speed.
Saludos
Gary Gower
Do not archive.
Dave Ruddiman <pacificpainting@comcast.net> wrote: Hey Gary,
Where's Chapala compared to someplace I would know? Like Puerto Vallarta.
Dave
do not archive
----- Original Message -----
From: Gary Gower
To: zenith-list@matronics.com
Sent: Sunday, January 21, 2007 6:44 PM
Subject: Re: Zenith-List: More decisions about buying the Rotax 912 for my
701
In my personal experience, the 701S is a must in airport altitudes over 5,000
ft ASL. With the clutch, there is no shaking...
Also, remember the aviation saying, when need to climg over trees, all the
extra power you have is welcome...
Our last X country about a month ago was to Atizapan, 8,120 ft ASL...
Saludos
Gary Gower
701 912S 98 hrs
Flying from Chapala, Mexico 5,029 ft ASL
george.mueller@aurora.org wrote:
I received some very helpful feedback from the list on experiences with Rotax
vendors, as it is time for me to buy the 912S for my 701. However one
response has stopped my in my tracks for now. It was from a 701 flyer
that had a 912S who wished he had the 80 HP 912. The advantages of the 80HP
were: easier starting, doesn't shake the tail apart (although I have
redone all the HS mounts, both on the fuselage and HS in .063), the 100hp
only needed if flying floats, the only benefit without floats is you get
a bit of a boost on take off (I thought I might add floats down the road,
but it is not for sure, I might never get around to it and shortening take
off distance in a 701, well how short does it need to be?), the 912 S
needs a gearbox clutch and the prop alternatives are slightly more limited,
the 80hp has a lower price, slightly less fuel usage, less vibration
and somewhat higher reliability. My whole life I
have always considered more horsepower to be better, but now I am wondering.....I
have the Skyshops FWF so I am committed to the Rotax 912 ( I
assume the FWF fits the 912 or the 912s both, I ordered about a year ago and
I can't remember if I had to specify which engine, but I think both engines
are identical on the outside).
---------------------------------
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at Yahoo! Games.
href="http://www.matronics.com/Navigator?Zenith-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Need a quick answer? Get one in minutes from people who know. Ask your question
on Yahoo! Answers.
Message 29
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Hi all of you
I live in the North of Norway and I'm building a CH601UL, a 49% kit from
Czeck Aircraft with a Rotax 912ULS. I have traditional, analogue
instruments, Garmin SL40 transceiver, and Garmin GTX127 transponder. My
plan is to lift her in the air in May and just now I need an advice what
type of GPS it is best to buy. I can see that the Lowrance Airmap 2000C
is much cheaper than Garmin 296 and AvMap IV, but now I need an advice.
Best regards
Per Lind
Norway
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