Today's Message Index:
----------------------
1. 04:20 AM - Re: Corvair/Zenith engine mounts (rroberts)
2. 05:31 AM - LSA Speed Limit (Paul Mulwitz)
3. 05:43 AM - Re: Main gear axle drilling guide (Robin Bellach)
4. 06:57 AM - Re: Main gear axle drilling guide (Dennis Shoup)
5. 10:16 AM - Flap Actuator Mount question (John Davis)
6. 11:44 AM - Re: Rotax912ULS/ZodiacXL - selection of propeller??? (Martin Pohl)
7. 12:02 PM - Re: Flap Actuator Mount question (DaveG601XL)
8. 05:45 PM - Re: Flap Actuator Mount question ()
9. 06:44 PM - Re: 701 elevator cable.Weird problem (billmileski)
10. 09:25 PM - Re: Corvair/Zenith engine mounts (Gary Boothe)
Message 1
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| Subject: | Re: Corvair/Zenith engine mounts |
Guys,
HomebuiltHelp.com has a good video that may answer you questions: The "912 Competition".
It covers the Sub, AeroVee, Corvair, Rotec, Jab, Suzuki, and Great
Plains VW. Worth a look-see for sure!
--------
Low & Slow
Rick
www.n701rr.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115732#115732
Message 2
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There has been a lot of discussion about the speed limit of
LSA. There have been so many incomplete or misleading definitions
used that I wanted to make this issue clear. I finally managed to
get the FAA regulation site to work and copied the definition:
"A maximum airspeed in level flight with maximum continuous power
(VH) of not more than 120 knots CAS under standard atmospheric
conditions at sea level."
There are several qualifications of the 120 Knot (138 MPH) limit for
an airplane to qualify as LSA.
1. Level flight.
2. Maximum Continuous Power. This is NOT MAXIMUM POWER. Maximum
Continuous Power is defined by the builder and/or engine manufacturer.
3. CAS, Calibrated Airspeed - roughly equivalent to IAS - Indicated
Airspeed. Note that this is not TAS or True Airspeed. Since the
maximum speed is defined as Indicated rather than True that means
True airspeed will certainly be higher when the plane is flown at
altitude and cooler air temperatures.
4. Standard atmospheric conditions at sea level. This is more
details about how to measure the airspeed.
The bottom line is there is no speed limit for LSA for time periods
when power over Maximum Continuous Power is used. Also, the True
airspeed for a plane flown at normal cruise altitudes and
temperatures is considerably higher than the 120 Kts Indicated
airspeed allowed.
Paul
XL fuselage
Message 3
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| Subject: | Re: Main gear axle drilling guide |
Tim (or any one else that may be needing it),
Let me know if you haven't located one. I bought one at last year's ZAC Open
House, but don't need it as my Grove gear is pre-drilled for the axles. It
might take me a day or two to find it since it wasn't where I thought it was
this morning.
Robin in AR
601XL Zen-Vair, N601ZV reserved
----- Original Message -----
From: "Tim Juhl" <juhl@avci.net>
> I seem to recall that at one time there was a main gear axle drilling
> guide that was being passed around. I'd gladly pay shipping both ways to
> borrow one.
>
Message 4
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| Subject: | Re: Main gear axle drilling guide |
Check the attached link for a drilling guide for $15 plus shipping.
http://www.kobushweldingandmachining.com/aircraft%20tools.htm
Dennis
On 5/30/07, Tim Juhl <juhl@avci.net> wrote:
>
>
> I seem to recall that at one time there was a main gear axle drilling
> guide that was being passed around. I'd gladly pay shipping both ways to
> borrow one.
>
> Thanks!
>
> 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=115699#115699
>
>
Message 5
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| Subject: | Flap Actuator Mount question |
Hi,
I have a 601XL quickbuild which has come with a newer Flap actuator than
the mount (6B19-10) was designed for, in particular the width of the
tabs on the mount through which the actuator itself bolts is much bigger
than the new actuator needs.
Can I use the current mount (which is already in place) and use spacers
on the longer bolt between the edges of the flap actuator and the mount
to keep it from moving horizontally or should I really replace the mount
with the proper one. Oddly enough the kit did come with the proper one
loose but the one thats installed has the wider spacing.
Thoughts ?
Thanks,
John Davis
Burnsville, NC
601XL QB - Jab 3300
Message 6
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| Subject: | Re: Rotax912ULS/ZodiacXL - selection of propeller??? |
Check out this prop (which is already available for the Jabiru and will hopefully
be available for the Rotax in time...):
Constant speed prop without controls in the cockpit - perhaps that would even comply
with LSA??? I will have a closer look at this prop for sure!!!
Cheers Martin
--------
Martin Pohl
Zodiac XL QBK
8645 Jona, Switzerland
www.pohltec.ch/ZodiacXL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115797#115797
Message 7
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| Subject: | Re: Flap Actuator Mount question |
Personally it would not bother me a bit if the space you needed to take up was
only a few washers worth. Ask your Tech Counselor or ZAC. I have the new actuator
and bracket so I don't know how wide the original was.
Good Luck.
--------
David Gallagher
601 XL, tail and wings completed,
working on fueslage.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115802#115802
Message 8
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| Subject: | Re: Flap Actuator Mount question |
My guess is that you should use the loose proper fitting one. Have you contacted
the factory about it yet?
Dred
Do Not Archive
---- John Davis <johnd@data-tech.com> wrote:
>
> Hi,
>
> I have a 601XL quickbuild which has come with a newer Flap actuator than
> the mount (6B19-10) was designed for, in particular the width of the
> tabs on the mount through which the actuator itself bolts is much bigger
> than the new actuator needs.
>
> Can I use the current mount (which is already in place) and use spacers
> on the longer bolt between the edges of the flap actuator and the mount
> to keep it from moving horizontally or should I really replace the mount
> with the proper one. Oddly enough the kit did come with the proper one
> loose but the one thats installed has the wider spacing.
>
> Thoughts ?
>
> Thanks,
> John Davis
> Burnsville, NC
>
> 601XL QB - Jab 3300
>
>
>
>
>
Message 9
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| Subject: | Re: 701 elevator cable.Weird problem |
Ralph,
I have seen CZAW 701s in which they moved the lower hole of the elevator control
horn (inside fuse) up a fraction of a cm to avoid the lower cable rubbing along
the fuse channel just aft of the control horn. Unless the lower hole position
on the elevator itself is relocated similarly, this will make the tension
increase more dramatic with aileron deflection. And you might want to consider
measuring your tensions because significant springback in my case meant like
an increase to 40-50 pounds per cable.
Bill
jetboy wrote:
> I think that website fix is for the 601?
>
> The 701 is quite different. Mine has this problem also. It was assembled and
rigged by CZAW so it arrived to me with elevator cable tension just applying at
stick neural position, and springback effect if the aileron is held over to
the right. This is a niusance as its hard to push owtwards with ones arm, flying
from the left seat. the bungee installed in the location shown has no influence
on this. I was cosidering applying another bungee much closer to the control
end of the cables, to add bias tension to the other cable, but i trialled
doing this by hand and wasnt convinced it would correct the issue.
>
> I enquired to ZAC but got no response, I am following this up again now.
>
> I feel that if the elevator control horn that the cables connect to was folded
to the left so that the cable holes were in line with the aileron tube centreline,
the tension would only increase, both directions of stick travel. This
mod might require two bends about 5 degress, each about 1" either side out of
the centreline of the horn?
>
> My concern is that doing this might render the horn more prone to collapse under
overload, because it would have less strength from being bent by the slight
sideways loads that would now occur, however these loads probably already exist
while the aileron is over to the left or right anyway?
>
> We just need the OK from the factory, as to whether there is a reason for it
to be this way. Its not much fun taxying out with left down aileron and wind behind
the tail, causes the stick to shake around as the elevator wobbles (read
flutter) against the loose cables.
>
> Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=115864#115864
Message 10
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| Subject: | Corvair/Zenith engine mounts |
Ben,
Please note that you hi-jacked Bill's "Subject" about engine mounts. Your
questions will be lost in the List if you do not change your Subject, and
Bill's answers will be diluted by a different subject matter.
Gary Boothe
Cool, CA
601 HDSTD, WW Conversion 90% done,
Tail done, wings done, working on c-section
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Ben Ramler
Sent: Wednesday, May 30, 2007 5:00 PM
Subject: Re: Zenith-List: Corvair/Zenith engine mounts
that to brings me to my next question in the 701's is anyone even running
corvair? I'm sitting on a corvair engine and it would be nice to use it.
Ben
701 wanna-be
----- Original Message ----
From: Bill Naumuk <naumuk@alltel.net>
Sent: Wednesday, May 30, 2007 5:49:11 PM
Subject: Zenith-List: Corvair/Zenith engine mounts
Corvair people-
I'm to the point where I have to remove the short bolts already tack
welded into the firewall engine mounts, and need to know the least
destructive way of getting rid of the old ones. Do I have to beef up the
existing parts, or should I even go so far as to make new ones?
Bill Naumuk
HDS Fuse/Corvair
Townville, Pa
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