Today's Message Index:
----------------------
1. 05:47 AM - 1st Hundred Hours of Building (XL) (PatrickW)
2. 05:57 AM - Re: Diesel Zenith (PatrickW)
3. 08:09 AM - Re: Re: Dynon pitot-Ron Lendon (Bill Naumuk)
4. 08:14 AM - Strobes (Bill Naumuk)
5. 08:18 AM - Pitot (Bill Naumuk)
6. 08:45 AM - Re: Dynon pitot-Ron Lendon (Gig Giacona)
7. 08:54 AM - Re: Strobes (Tim Juhl)
8. 09:06 AM - Re: 1st Hundred Hours of Building (XL) (Tim Juhl)
9. 09:15 AM - Heated pitot tubes (Dr. Andrew Elliott)
10. 10:17 AM - test pilot (Darrell Haas)
11. 10:42 AM - Re: Strobes (LarryMcFarland)
12. 10:59 AM - Re: test pilot (Tim Juhl)
13. 10:59 AM - Re: 1st Hundred Hours of Building (XL) (ashontz)
14. 11:08 AM - Re: test pilot (Paul Mulwitz)
15. 11:17 AM - Re: 1st Hundred Hours of Building (XL) (Tim Juhl)
16. 11:40 AM - Re: test pilot (LarryMcFarland)
17. 12:23 PM - Re: 1st Hundred Hours of Building (XL) (John Marzulli)
18. 12:26 PM - Re: Re: Diesel Zenith (John Marzulli)
19. 01:50 PM - Re: Re: Diesel Zenith (Noel Loveys)
20. 02:09 PM - Re: Re: Diesel Zenith (NYTerminat@aol.com)
21. 02:14 PM - Re: Re: Diesel Zenith (Craig Payne)
22. 02:31 PM - Re: Re: Diesel Zenith (Crvsecretary@aol.com)
23. 04:57 PM - Re: Re: fiberglass wingtip fit ()
24. 05:16 PM - Re: Re: Diesel Zenith (C Smith)
25. 05:20 PM - Re: Re: Diesel Zenith (Noel Loveys)
26. 05:28 PM - Re: Re: Diesel Zenith (Noel Loveys)
27. 05:35 PM - Re: Re: Diesel Zenith (Noel Loveys)
28. 06:28 PM - Re: Dynon pitot-Ron Lendon (Ron Lendon)
29. 06:36 PM - Re: Strobes (Ron Lendon)
30. 08:19 PM - stuff about sunglasses (Jeff Small)
31. 11:01 PM - Yet another photo assembly guide update (lwinger)
Message 1
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| Subject: | 1st Hundred Hours of Building (XL) |
I've been tracking my progress on my 601 XL, and today I will pass the 100 hour
mark.
Here's what I've accomplished in that 100 hours:
Rudder - Done (at Zenith workshop).
Stabilizer - Done.
Elevator - Done (with trim tab).
Corvair Engine - Disassembled, initial cleaning, baffles & pushrod tubes finished
and painted, awaiting parts.
Flaps - Both in clecoes (will deburr & cortec today).
Right Aileron - In clecoes (will deburr & cortec today).
Left Aileron - In clecoes, currently fitting trim tab (will deburr & cortec today).
Most difficult task so far: Removing several frozen bolts on my Corvair core.
First-time builder, so I don't know if I'm "fast" or "slow", but all those pre-drilled
holes sure are a BIG help. Sometimes I wonder if they didn't ship me
a QB kit by mistake.
I didn't track the time I spent preparing by workshop (insulating, putting down
an epoxy floor, installing lights and a heater), building my table, convincing
my wife, scrounging through junkyards for an engine, or researching on-line.
- Patrick
601XL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-808#95808
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| Subject: | Re: Diesel Zenith |
I didn't see any pricing. Anybody know...?
I would have (would still?) seriously considered a diesel for my 601 if one were
available for a reasonable price (Delta Hawk diesels are WAY expensive).
I've got a VW TDI and an old MB diesel, and if I could I'd run diesel in all my
stuff.
- Patrick
601XL/Corvair
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-809#95809
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| Subject: | Re: Dynon pitot-Ron Lendon |
Ron-
Now that I see the pictures, we might be talking apples and oranges.
When I built my wings many moons ago, the Dynon EFIS was out of my price
range, so I installed an ACS pitot/static combination for steam gauges. Now
I'm totally committed to going Dynon EFIS or an equivalent with a couple of
steam gauge backups. I have no intention of installing an AOA, which is what
your pitot is for, but hate to have a batch of unnecessary holes if I have
to re-install the necessary pitot.
My question is, do you need a special pitot for the Dynon EFIS, or am I
OK with what I have? This information wasn't evident a couple of years ago.
Incidentally, nice job of design and execution. If you're like me,
you're prouder of your own creation than you are of the rest of the plane.
(Sort of).
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: "Ron Lendon" <rlendon@comcast.net>
Sent: Saturday, February 17, 2007 10:50 PM
Subject: Zenith-List: Re: Dynon pitot-Ron Lendon
>
> Bill,
>
> Try this link and look down the date files, around 1/15/07 to 1/22/07 was
> when I was working on that.
>
>
> --------
> Ron Lendon, Clinton Township, MI
> Corvair Zodiac XL, ScrapBuilder ;-)
> http://www.mykitlog.com/rlendon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p-784#95784
>
>
>
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All-
Is there anyone out there that installed belly and/or turtle deck
strobes? I never wanted them on the wingtips, even before I decided to
polish, rather than paint. Too distracting.
Bill Naumuk
HDS Fuselage
Townville, Pa
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All-
Duh! Just checked the Dynon website, and any pitot will work with
the EFIS. Still, I'd like to hear from anyone with a Dynon EFIS re:
pitot tubes used.
Thanks, people.
Bill Naumuk
HDS Fuselage
Townville, Pa
Message 6
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| Subject: | Re: Dynon pitot-Ron Lendon |
If you are not going to is the AOA you don't need to use the Dynon pitot. You ACS
should work fine.
naumuk(at)alltel.net wrote:
>
> My question is, do you need a special pitot for the Dynon EFIS, or am
I
> OK with what I have? This information wasn't evident a couple of years ago.
> ---
--------
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-843#95843
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Turtle deck? Do you mean behind the canopy? That is the last place I would
put a strobe. You'll notice that rudder mounted strobes are typically masked
to flash only toward the rear 270 of arc.
I haven't finished my XL but I've had experience with strobes in a bunch of other
locations. Generally I found the belly or wingtips to be the least distracting,
although I had to mask off the globe of the belly strobe to avoid flashing
the arc of the prop. The wingtip strobes on my 182 were only a problem if
I forgot and left them on entering clouds.
I too am curious whether the placement of the strobes on the XL causes any distraction.
Chime in guys.
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-845#95845
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| Subject: | Re: 1st Hundred Hours of Building (XL) |
I think you are doing OK. Anyone who can build an XL in 400 hours as the advertising
claims is either very skillful or has built one before.
I'm probably in the slow category but then I take my time and so far have avoided
any big mistakes. I've completed the rudder, tailfeathers, flaps and ailerons,
installed fuel senders in the tanks and am finishing out the right wing.
I installed the baggage locker (which took awhile) and am doing the wingtip right
now. Fuel tanks are next and I'll be done. Along the way I trimmed the
nose ribs and fabricated the pieces needed for both wings at the same time so
left wing should move along a little faster. Time required? I just hit 400
hours.
Enjoy the process!
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-846#95846
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| Subject: | Heated pitot tubes |
Folks:
Since I do fly in the clouds sometimes, I have been looking for heated
pitot tubes. New ones run between $500-$900. Used 12V units usually go
for $150-$300 on EBay. I often saw 24V units much cheaper and wondered
how they would work on my 12V airplane. Since a heated pitot tube is
designed to melt off ice when it's -56=B0C, I figured that running it at
1/4 power might be OK for an occasional trip into clouds below the
freezing level.
I purchased a very nice 24V unit on eBay for $43 (including mounting
bracket and shipping!) and here are the two results of my
not-too-scientific testing:
[1] Hooked up to my 13.8V bench power supply, the unit reached a
temperature that burned my finger in less than 1 minute. I turned it
off then.
[2] Room temperature resistance was about 2.7 Ohms, meaning the start-up
draw should be about 13.8/2.7 = 5.1 amps.
This makes it about a 70-watt heater, which I am going to say is fine
for my purposes. Complete testing would actually measure both the tip
temperature and resistance as a function of time and environment
temperature, but I'm pretty happy as is. Of course, you should make
your own decisions about that for your own planned flight profiles.
Note that this is a pitot tube only, and a source for static air has to
be installed. I plan on using the $20 static air kit from Van's and
placing the ports on the fuselage sides about 1/2 way back, much as they
are placed in the certified aircraft.
FWIW,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 10
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I have about 130 hours in various planes and will be building a 601 xl-
3300 Jab. and wonder how many of you who have built your own planes did
your own test flights and if yes how did you prepare for them?
Thank you,
Darrell Haas
Troutdale, Oregon
Do not archive.
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Bill,
Aren't you worried that if you put strobes on the turtle deck you'll
pick up extraneous flash within that big bubble.
That might be a bigger distraction.
Larry McFarland - 601HDS at www.macsmachine.com
do not archive
Bill Naumuk wrote:
> All-
> Is there anyone out there that installed belly and/or turtle deck
> strobes? I never wanted them on the wingtips, even before I decided to
> polish, rather than paint. Too distracting.
> Bill Naumuk
> HDS Fuselage
> Townville, Pa
> *
>
>
> *
Message 12
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The EAA has a lot of good info to help you prepare for your airplane's first flight and subsequent testing. If you don't belong they are a good organization and you might do well to avail yourself of their volunteer technical and flight advisors. Check out: http://members.eaa.org/home/homebuilders/testing/articles/articles.html
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-859#95859
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| Subject: | Re: 1st Hundred Hours of Building (XL) |
Are you guys building from kits? I'm building from plans and have about 350 hours
in. rudder, stabilizer, and elevator done. right wing about 50% complete. I
have a fair amount of time logged for miscellaneous workshop related etc... so
probably about 250 actual build time.
--------
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-860#95860
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Hi Darrell,
I am also building an XL with J-3300 which I hope to complete some
time this year. I will certainly do my own flight testing. From
my biased and unjustified point of view, hiring a test pilot to make
your first flight is similar to hiring a gigolo to initiate your new bride.
There are many resources you can and should take advantage of for
your flight testing. Probably the most important one is to get into
the EAA chapter (there are 3 in your area, but the largest and almost
closest one is in Hillsboro) and get hooked up with a "Flight
Advisor". The flight advisor program is one of the big benefits of
EAA membership. It exists just for the purpose of helping builders
perform flight testing.
There are also a long list of documents you can read to help with
this. FAA AC 90-89a is devoted to this subject, and you can download
this from the FAA web site. It may be overkill, but reading it is a
great place to start. I have also seen a document from Chris Heintz
about flight testing kit planes. It points out that testing a plane
is a different proposition when there have already been many just
like it built.
Ideally, you should try to get some transition training and stick
time in the exact model plane you will test. This is difficult at
best now but will be easier as time moves on. I will need to go to
California or Arizona today to get Zodiac time and it will not be
with the right engine. By the time you are ready, my plane might be
available for you to get some stick time. After all, it will be only
20 miles or so from your home.
Good luck,
Paul
XL fuselage
At 10:15 AM 2/18/2007, you wrote:
>I have about 130 hours in various planes and will be building a 601
>xl- 3300 Jab. and wonder how many of you who have built your own
>planes did your own test flights and if yes how did you prepare for them?
>Thank you,
>Darrell Haas
>Troutdale, Oregon
>
>Do not archive.
-
Message 15
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| Subject: | Re: 1st Hundred Hours of Building (XL) |
I'm building from the standard kit. I haven't counted the hours related to fixing
up my workshop, sweeping the floor and etc.
Tim
--------
DO NOT ARCHIVE
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-863#95863
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Hi Darrell,
I flew a rented Piper PA28 for a few hours to stay current, then got an
hour of right seat time in a 601. The piper is heavier, the reactions
similar but its slower. Youll find an 601XL elevator is lighter and
more responsive, but the rest should seem very normal.
Draft a test program for flight evaluation progressing from taxi to
pattern flight to the working envelope so that it guarantees all
preflight checks are done including CG for the very first flight. Taxi
test for one or two days to check your engine, landing gear, fuel
systems, prop pitch setting etc. Get comfortable with progressively
higher taxi speeds to just light on the gear. Stop when youre fully
satisfied that your systems are reliable and youre comfortable with the
way the plane handles on the ground. Wait to the next good day to fly.
Youre first flight depends a bit more on your hours and your personal
confidence in flying the plane. Theres nothing wrong with having
someone fully qualified flying the XL first if you have concerns that
youre not ready.
If you have a tower, initially, ask for clearance for test space
directly above the airport at 4000 feet or so rather than leaving the
airport immediately. It would be good to keep a small voice recorder in
a pocket that you input data to and later evaluate engine and aircraft
performance after each flight. Before and after each flight for a month,
with a flashlight, check everything in the extreme for fuel leaks, oil
seepage, etc and eventually build a practical preflight check list and a
landing checklist that covers essential items that are specific to your
aircraft and continue to use them.
With your hours and one doing right seat in a XL, you'll do fine.
Good luck,
Larry McFarland - 601HDS at www.macsmachine.com
Darrell Haas wrote:
> I have about 130 hours in various planes and will be building a 601
> xl- 3300 Jab. and wonder how many of you who have built your own
> planes did your own test flights and if yes how did you prepare for them?
> Thank you,
> Darrell Haas
> Troutdale, Oregon
> *
>
> *
Message 17
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| Subject: | Re: 1st Hundred Hours of Building (XL) |
When I started building, part of the planning stage consisted of trying to
figure out how much of a time commitment I needed to make. Searching among
701 builder websites, not much time data was available, so I publish and
track my time using a Blog.
Many things affect how long a project lasts, including how often you work on
the project. For me, the biggest effect is whether or not someone if helping
me. A helper seems to reduce time by 50%, plus you get someone to double
check all measurements and assumptions.
After approximately 137 hours ( most with a helper), the rudder, elevator,
horizontal stabilizer and flaperons have been completed. I'm currently
working on the wing skeletons.
Good luck!
- John in Seattle
On 2/18/07, PatrickW <pwhoyt@yahoo.com> wrote:
>
>
> I've been tracking my progress on my 601 XL, and today I will pass the 100
> hour mark.
>
> Here's what I've accomplished in that 100 hours:
>
> Rudder - Done (at Zenith workshop).
> Stabilizer - Done.
> Elevator - Done (with trim tab).
> Corvair Engine - Disassembled, initial cleaning, baffles & pushrod tubes
> finished and painted, awaiting parts.
> Flaps - Both in clecoes (will deburr & cortec today).
> Right Aileron - In clecoes (will deburr & cortec today).
> Left Aileron - In clecoes, currently fitting trim tab (will deburr &
> cortec today).
>
> Most difficult task so far: Removing several frozen bolts on my Corvair
> core.
>
> First-time builder, so I don't know if I'm "fast" or "slow", but all those
> pre-drilled holes sure are a BIG help. Sometimes I wonder if they didn't
> ship me a QB kit by mistake.
>
> I didn't track the time I spent preparing by workshop (insulating, putting
> down an epoxy floor, installing lights and a heater), building my table,
> convincing my wife, scrounging through junkyards for an engine, or
> researching on-line.
>
> - Patrick
> 601XL
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p-808#95808
>
>
--
John Marzulli
http://701Builder.blogspot.com/
"Flying a plane is no different than riding a bicycle... it's just a lot
harder to put baseball cards in the spokes.
Message 18
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| Subject: | Re: Diesel Zenith |
To me, the biggest advantage of a diesel would be the ability to run Jet-A
and not have to worry about the ethanol content of fuel. There just doesn't
seem to be a good 100LL alternative engine for the 701.
- John in Seattle
On 2/18/07, PatrickW <pwhoyt@yahoo.com> wrote:
>
>
> I didn't see any pricing. Anybody know...?
>
> I would have (would still?) seriously considered a diesel for my 601 if
> one were available for a reasonable price (Delta Hawk diesels are WAY
> expensive).
>
> I've got a VW TDI and an old MB diesel, and if I could I'd run diesel in
> all my stuff.
>
> - Patrick
> 601XL/Corvair
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p-809#95809
>
>
--
John Marzulli
http://701Builder.blogspot.com/
"Flying a plane is no different than riding a bicycle... it's just a lot
harder to put baseball cards in the spokes.
Message 19
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| Subject: | Re: Diesel Zenith |
Don't forget about the fuel efficiency.... you won't have to carry as
much
fuel either. Also no plugs to foul and no mixture to worry about!
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of John
Marzulli
Sent: Sunday, February 18, 2007 4:56 PM
Subject: Re: Zenith-List: Re: Diesel Zenith
To me, the biggest advantage of a diesel would be the ability to run
Jet-A
and not have to worry about the ethanol content of fuel. There just
doesn't
seem to be a good 100LL alternative engine for the 701.
- John in Seattle
On 2/18/07, PatrickW <pwhoyt@yahoo.com> wrote:
I didn't see any pricing. Anybody know...?
I would have (would still?) seriously considered a diesel for my 601 if
one
were available for a reasonable price (Delta Hawk diesels are WAY
expensive).
I've got a VW TDI and an old MB diesel, and if I could I'd run diesel in
all
my stuff.
- Patrick
601XL/Corvair
Read this topic online here:
<http://forums.matronics.com/viewtopic.php?p-809#95809>
http://701Builder.blogspot.com/
"Flying a plane is no different than riding a bicycle... it's just a lot
harder to put baseball cards in the spokes.
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| Subject: | Re: Diesel Zenith |
Noel,
Diesel/JetA is heavier than AvGas or MoGas
In a message dated 2/18/2007 4:56:43 P.M. Eastern Standard Time,
noelloveys@yahoo.ca writes:
Don't forget about the fuel efficiency.... you won't have to carry as much
fuel either. Also no plugs to foul and no mixture to worry about!
Message 21
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| Subject: | Re: Diesel Zenith |
> Don't forget about the fuel efficiency.... you won't have to carry as
much fuel either. Also no plugs to foul and no mixture to worry about!
Somewhere it was pointed out that although Diesel engines get better miles
per gallon they get about the same miles per pound of fuel. True?
-- Craig
Message 22
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| Subject: | Re: Diesel Zenith |
Hello Craig:
Not true. Diesels by design and by fuel chemistry deliver more miles per
pound of fuel.
Rule of thumb: The heavier the fuel the more energy per pound. OK, before
all the chemical engineers flame me, I'm just making the comparison that #4
bunker oil that is thick as sludge and has to be moved while hot contains more
energy per pound than a light distillate. Diesel fuel and Jet-A (more
similiar to kerosene than #2 diesel) have more oomph than gasoline.
Gasoline has to run at (approximately) 14.5 to 1 to burn - diesels idle at
as little as 100 to 1 and at full power come close to 14 to 1. Many of the
old big rigs that have mechanical injection are overfuelled when they belch
black smoke because they are running rich...there is not enough oxygen to burn
all the fuel. So, whe you are at cruise power, there is always excess oxygen
in the cylinder for a complete burn..and the single lever control will see to
it. Goodbye mixture knob !
I will be following these light sport diesels very carefully. The Vulcan
and the DAIR-100 from the UK look VERY promising. The DAIR is a TWO-STROKE
design very similiar to the Fairbanks-Morse design that powered the majority of
the old US diesel submarine fleet and are still being made for stationary and
marine applications.
The DeltaHawk is looking to be a fine design, but just too much for our
Zeniths; same for the Thielert. The SMA diesel isn't even looking at the
experimental market...is it ?
Tracy Smith
do not archive
In a message dated 2/18/2007 5:20:17 PM Eastern Standard Time,
craig@craigandjean.com writes:
> Don't forget about the fuel efficiency.... you won't have to carry as
much fuel either. Also no plugs to foul and no mixture to worry about!
Somewhere it was pointed out that although Diesel engines get better miles
per gallon they get about the same miles per pound of fuel. True?
-- Craig
Message 23
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| Subject: | Re: fiberglass wingtip fit |
From: Bill Naumuk <naumuk@alltel.net>
Subject: Re: Zenith-List: fiberglass wingtip fit
Bryan-
Yes, they do. I had all kinds of trouble with my originals (Which were
about 2 years old), but relatively no problems with replacements.
do not archive
Bill Naumuk
HDS Fuselage
Townville, Pa
----- Original Message -----
From: "Bryan Martin" <bryanmmartin@comcast.net>
Sent: Saturday, February 17, 2007 1:17 PM
Subject: Re: Zenith-List: fiberglass wingtip fit
>
> I had little trouble getting my fairing to fit snugly into the skin. But
> then, Mine didn't sit in storage very long before I installed them.
> Apparently, these fiberglass pieces tend to sag a bit when they are
> stored a long time.
>
> --
> Bryan Martin
> N61BM, CH 601 XL,
> RAM Subaru, Stratus redrive.
> do not archive.
>
>
>Brian,and Bill,
I have an older kit(circa 2002) and I had trouble fitting the tips.What I did that
worked was sort of re- shape them with a heat gun.After I worked on them awhile,they
were ok.
Bob Haring (601xl,900 manhours so far).Lots of walking around the workbench time
too!
Do Not Archive
>
>
>
Message 24
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| Subject: | Re: Diesel Zenith |
Tracy, your observations about some of the new power plant makers not even
concerned about the experimental market is interesting. When, after spending
considerable sums of money in development, the makers find that the
certified manufacturers do not start buying or only one manufacturer seems
to get the contracts, you will see them come running to the home-builders to
sell whatever they can.
One would think that the minimum of red tape to cut in the exp market to be
a very attractive incentive. On the other hand you'll not see a more frugal
group of people either. That I believe is the reason for ignoring us. The
investors want return quickly as possible, and have planned for an adoption
by TC manufactures for big contracts.
The problem with that strategy, TC manufacturers (in general) are not early
adopters of anything, but would rather see an established track record of a
given technology before taking a risk with it.
On economy/fuel efficiency, I remember reading an article that did a rather
good job of breaking down the available energy in the fuels, then comparing
it with the efficiencies of the motors. If I find that piece, I'll reference
it so everyone can look it up. You are correct, diesel/jet-a/kerosene have
more energy per pound. Biggest problem is the reciprocating piston internal
combustion engine, is not very efficient at converting that to useable
mechanical output. Then there's the weight thing associated with the higher
compression combustion needing more robust construction....
My future choice for a power plant is tentatively the innodyn turbine. I'm
just hoping they can deliver on the promised technology. AFAICT there have
not been too many shipments of product. I wish them well, but won't send any
deposit until there are units in the field.
Craig Smith (not the other Craig)
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Crvsecretary@aol.com
Sent: Sunday, February 18, 2007 5:31 PM
Subject: Re: Zenith-List: Re: Diesel Zenith
Hello Craig:
Not true. Diesels by design and by fuel chemistry deliver more miles per
pound of fuel.
Rule of thumb: The heavier the fuel the more energy per pound. OK, before
all the chemical engineers flame me, I'm just making the comparison that #4
bunker oil that is thick as sludge and has to be moved while hot contains
more energy per pound than a light distillate. Diesel fuel and Jet-A (more
similiar to kerosene than #2 diesel) have more oomph than gasoline.
Gasoline has to run at (approximately) 14.5 to 1 to burn - diesels idle at
as little as 100 to 1 and at full power come close to 14 to 1. Many of the
old big rigs that have mechanical injection are overfuelled when they belch
black smoke because they are running rich...there is not enough oxygen to
burn all the fuel. So, whe you are at cruise power, there is always excess
oxygen in the cylinder for a complete burn..and the single lever control
will see to it. Goodbye mixture knob !
I will be following these light sport diesels very carefully. The Vulcan
and the DAIR-100 from the UK look VERY promising. The DAIR is a TWO-STROKE
design very similiar to the Fairbanks-Morse design that powered the majority
of the old US diesel submarine fleet and are still being made for stationary
and marine applications.
The DeltaHawk is looking to be a fine design, but just too much for our
Zeniths; same for the Thielert. The SMA diesel isn't even looking at the
experimental market...is it ?
Tracy Smith
do not archive
Message 25
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| Subject: | Re: Diesel Zenith |
True... But not nearly so heavy as pure water (10 lb/Imp Gal). Gas is
around 6 lb/Imp Gal and Jet A around 7Lb/Imp gal.. You should also only
need a lot less fuel by weight to do the same work. The fuel is not
near as
volatile as gas but packs a lot more BTU per Gal. this is why they run
turbine engines on the stuff. If there were more power in gas it would
be
easy to make the adjustments in the turbines to run effective in it.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
NYTerminat@aol.com
Sent: Sunday, February 18, 2007 6:39 PM
Subject: Re: Zenith-List: Re: Diesel Zenith
Noel,
Diesel/JetA is heavier than AvGas or MoGas
In a message dated 2/18/2007 4:56:43 P.M. Eastern Standard Time,
noelloveys@yahoo.ca writes:
Don't forget about the fuel efficiency.... you won't have to carry as
much
fuel either. Also no plugs to foul and no mixture to worry about!
Checked by PC Tools AntiVirus (3.1.0.10 - 9.061.014).
http://www.pctools.com/anti-virus/
Message 26
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| Subject: | Re: Diesel Zenith |
No... There is more power (BTU) in a pound of Diesel than there is in a
pound of Gasoline It also is not as volatile. One down side could be that
diesels are notoriously hard to start in cold weather. They do need good
size starters and probably heavy batteries.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Craig Payne
Sent: Sunday, February 18, 2007 6:44 PM
Subject: RE: Zenith-List: Re: Diesel Zenith
> Don't forget about the fuel efficiency.... you won't have to carry as
much fuel either. Also no plugs to foul and no mixture to worry about!
Somewhere it was pointed out that although Diesel engines get better miles
per gallon they get about the same miles per pound of fuel. True?
-- Craig
Checked by PC Tools AntiVirus (3.1.0.10 - 9.061.014).
http://www.pctools.com/anti-virus/
Message 27
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| Subject: | Re: Diesel Zenith |
Sorry Group I answered this one twice before I got to read Tracey's
reply.
Do not archive.
Noel
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Crvsecretary@aol.com
Sent: Sunday, February 18, 2007 7:01 PM
Subject: Re: Zenith-List: Re: Diesel Zenith
Hello Craig:
Not true. Diesels by design and by fuel chemistry deliver more miles
per
pound of fuel.
Rule of thumb: The heavier the fuel the more energy per pound. OK,
before
all the chemical engineers flame me, I'm just making the comparison that
#4
bunker oil that is thick as sludge and has to be moved while hot
contains
more energy per pound than a light distillate. Diesel fuel and Jet-A
(more
similiar to kerosene than #2 diesel) have more oomph than gasoline.
Gasoline has to run at (approximately) 14.5 to 1 to burn - diesels idle
at
as little as 100 to 1 and at full power come close to 14 to 1. Many of
the
old big rigs that have mechanical injection are overfuelled when they
belch
black smoke because they are running rich...there is not enough oxygen
to
burn all the fuel. So, whe you are at cruise power, there is always
excess
oxygen in the cylinder for a complete burn..and the single lever control
will see to it. Goodbye mixture knob !
I will be following these light sport diesels very carefully. The
Vulcan
and the DAIR-100 from the UK look VERY promising. The DAIR is a
TWO-STROKE
design very similiar to the Fairbanks-Morse design that powered the
majority
of the old US diesel submarine fleet and are still being made for
stationary
and marine applications.
The DeltaHawk is looking to be a fine design, but just too much for our
Zeniths; same for the Thielert. The SMA diesel isn't even looking at
the
experimental market...is it ?
Tracy Smith
do not archive
In a message dated 2/18/2007 5:20:17 PM Eastern Standard Time,
craig@craigandjean.com writes:
> Don't forget about the fuel efficiency.... you won't have to carry
as
much fuel either. Also no plugs to foul and no mixture to worry about!
Somewhere it was pointed out that although Diesel engines get better
miles
per gallon they get about the same miles per pound of fuel. True?
-- Craig
Checked by PC Tools AntiVirus (3.1.0.10 - 9.061.014).
http://www.pctools.com/anti-virus/
Message 28
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| Subject: | Re: Dynon pitot-Ron Lendon |
Bill,
Gig is right, any pitot will work. I just liked the AOA Dynon tube and do plan
to tune it in.
--------
Ron Lendon, Clinton Township, MI
Corvair Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-929#95929
Message 29
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I am planning on mounting the AeroFlash units, nav/pos/strobe, on the wing tip
below my sight lines from the cockpit. That should take care of me getting distracted
by them. If the light bounces off clouds, just switch em off.
--------
Ron Lendon, Clinton Township, MI
Corvair Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-932#95932
Message 30
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| Subject: | stuff about sunglasses |
Since there was some discussion about sunglasses recently, here is some
info a former Sonex builder shared with me:
>From rec.aviation.soaring safety FAQ:
"Polarized lenses are great for fishing but bad for
flying. Due to manufacturing stresses, there may be
small areas of polarization in an aircraft canopy or
windscreen and, if the angles of polarization in the
glasses and the windscreen differ, a blind spot can be
produced. Polarization may also interfere with depth
and distance perception, particularly during a bank.
Just what you need turning on final!"
>From the iPilot message boards (sorry about the
lazyman typing, with no caps):
"if you're looking for the best in lenses, try Maui
Jim's. (www.mauijims.com<http://www.mauijims.com/>) they make a style
that has a
very thin, flexible piece of titanium as the temple
and it has no hinges. i have a reuglar hinged style
and they are the best lenses i have ever used BY FAR!
i have a low tolerance for bright light so the more
protection teh better. the lenses block UVA and UVB,
and are polarized. the polarized lesnes can pose as a
problem in that they can partially or totally block
the view of some digital avionics. i have never had
this occur though. you can make it occur if you tilt
your head 90 degrees to the avionics, the frequencies
on your radios will disappear, then reappear when you
tilt your head back to normal. the FAA doesn't
recommend the use of polarized lenses for that reason
but there are no regs against them."
>From the FAA website, in a Federal Air Surgeon's
Medical Bulletin titled "Are Sunglasses in Aviation
Really Necessary?":
"Polarized lenses eliminate reflected glare from a
flat surface. However, looking through a laminated
aircraft windscreen, while wearing polarized lenses,
can result in a reduced retinal image. "
>From a website called
"www.iflyamerica.com<http://www.iflyamerica.com/>", in an
article about choosing the right sunglasses:
"But all pilots should avoid polarized sunglasses,
says Dr. William Monaco, an aviation optometrist in
Wilmington, Delaware, because they eliminate the
all-important glare or glint of light reflected from
other maneuvering aircraft that catches your eye,
alerting you to traffic nearby."
>From the website
"www.aviationmedicine.com<http://www.aviationmedicine.com/>", article
titled "Eye Protection and Optimum Vision for Pilots":
Polarized lenses should not be worn by pilots in the
cockpit. Glare from flat surfaces is blocked by
polarized lenses which are oriented in parallel lines
like closely spaced prison bars. Light parallel to the
lines is transmitted while non-parallel light (glare)
is blocked. Unfortunately, if the windscreen is
polarized and the lenses are not precisely oriented
the same as the windscreen, all light may be blocked.
Changing bank angle and head position could create
blind spots. For those who are boating and need glare
protection from light reflected off the water,
polarized lenses are excellent choices.
I also found that Flying magazine article about
Scheyden Sunglasses where they state:
The standard neutral gray lenses did not change the
colors of the instruments, which is key since the FAA
doesn't allow pilots to wear polarized sunglasses in
the cockpit.
I'm not sure where they got that info, since even the
material from the FAA site doesn't indicate it is "not
allowed".
So, it looks like the general concensus is that
polarized sunglasses aren't a great idea for flying,
but it isn't against the FAR's.
Message 31
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| Subject: | Yet another photo assembly guide update |
Hello all,
I just noticed a new update for the photo guide, surprisingly dated 3/12/07. These
guys at ZAC are ahead of their time in so many ways!
The update is for 6-W-1 "Wings: Flaps."
Since I recently asked the list a question about placement of the control plate
(6W1-3), I was interested to see that they now suggest that we not install the
plate until the wing is bolted on the fuselage.
--------
Larry Winger
Tustin, CA
601XL #6493 from scratch
Control surfaces complete/starting on wing spars
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-971#95971
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