Today's Message Index:
----------------------
1. 05:21 AM - Static Ports (Frank Derfler)
2. 06:45 AM - Flight Crafters and Zenith Distributing NEW LOCATION (rlaviation@aol.com)
3. 07:07 AM - Re: Static ports (Gig Giacona)
4. 07:12 AM - More on the backfire (george.mueller@aurora.org)
5. 07:28 AM - Re: More on the backfire (ashontz)
6. 07:35 AM - Re: Backfire or Afterfire (ashontz)
7. 07:57 AM - Re: British 601 Crash (was: 601 Crash) (ashontz)
8. 11:08 AM - Another quick bungee tool for the XL nose gear. (Paul Mulwitz)
9. 11:22 AM - Re: Painting Layout (japhillipsga@aol.com)
10. 11:34 AM - Re: Another quick bungee tool for the XL nose gear. (Tim Juhl)
11. 11:34 AM - Re: Re: Static ports (kensmith@springnet1.com)
12. 12:16 PM - Re: Another quick bungee tool for the XL nose gear. (DaveG601XL)
13. 12:43 PM - Re: More on the backfire (Jim Hoak)
14. 12:50 PM - Bending Brake for 701 (Jerry Hey)
15. 01:03 PM - Re: Re: British 601 Crash (was: 601 Crash) (Bryan Martin)
16. 02:26 PM - Re: Bending Brake for 701 (bryanekholm)
17. 02:31 PM - ICS Plus nav/com needed (richard priebus)
18. 03:15 PM - Re: Bending Brake for 701 (MacDonald Doug)
19. 03:31 PM - EMS (Jaybannist@cs.com)
20. 04:33 PM - Re: Bending Brake for 701 (Art Olechowski)
21. 04:47 PM - water pump anyone? (LarryMcFarland)
22. 05:04 PM - Re: Bending Brake for 701 (Art Olechowski)
23. 05:30 PM - Re: EMS (Gig Giacona)
24. 05:34 PM - Re: Bending Brake for 701 (R.P.)
25. 06:13 PM - Re: Re: EMS (Dan Lykowski)
26. 06:20 PM - 701 Kit Info (Art Olechowski)
27. 06:35 PM - Re: Bending Brake for 701 (Graeme)
28. 06:38 PM - 601 HDS stall spead (Don Baker)
29. 07:00 PM - Re: Bending Brake for 701 (Ashcraft, Keith -AES)
30. 07:16 PM - Re: 701 Kit Info (Art Gibeaut)
31. 07:24 PM - Re: Re: Static ports (Paul Mulwitz)
32. 07:45 PM - Re: Re: Static ports (ZodieRocket)
33. 08:22 PM - Re: Bending Brake for 701 (rickpitcher)
34. 09:58 PM - Re: Re: EMS (Craig Payne)
35. 10:16 PM - Results of 601xl structure testing by ZAC?? (n787xl@aol.com)
36. 10:20 PM - Finishing Rudder? (Dr. Andrew Elliott)
37. 10:54 PM - Re: Results of 601xl structure testing by ZAC?? (Graeme)
Message 1
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DAVE and TERRY: I have the Dynon AoA and I'm sorry I paid the money for
it. (This in a 601XL) I've replaced everything from the pitot on in
while trying to get it to work effectively. It's been calibrated by
experienced test pilots a number of times. It jumps, it twitters, it
bounces around. Any "reading" you extrapolate is by eyeball averaging the
jumping around over a range. And at that point in the flight you have
better uses for your eyeballs! Even an experienced Navy carrier pilot
laughed at trying to use it to maintain a constant angle of attack. For me,
it's useless. From my experience, I wish I'd have spent the money
elsewhere (specifically on a backup AI of some sort.)
That said, I plan to go flying on Thursday. I'll take pictures of the
static ports and post them.
--
Frank Derfler
-- Daily Discussions of All the Guy Toys that aren't (clearly) illegal or
(blatantly) immoral at my Blog http://MOSTLYFLYING.blogspot.com
- Pilots learn about flights to great places at www.FLYINFLORIDA.COM
-Boaters get the Best Information on Cruising the Florida Keys at
www.KEYSBOATER.com
-For the Best Gifts for Guys see my www.GREATGUYBOOKS.com
Message 2
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| Subject: | Flight Crafters and Zenith Distributing NEW LOCATION |
Greetings to Everyone!
Flight Crafters (Experimental and Kit Built Builder Assistance Center)
and
Zenith Distributing, LLC (Southeastern Distributor of Zenith Aircraft Kits,Parts,
& Accessories)
have completed their move to a NEW location.
We are still located adjacent to the Zephyrhills, Florida Municipal Airport (www.zephyrhills-airport.com),
but we have moved to a new building.
The address is: 40417 Chancey Road #102 Zephyrhills, Fl 33542.
Our phone numbers remain the same (813-779-1156 (telephone), 813-690-1916(Russell
Lepre'), 813-695-1120 (Bob Berube),813-779-7582 FAX.
Keep checking our website (www.flightcrafters.com) or (www.zenithdistributing.com) for pictures, maps, and our latest projects.
Russell Lepre' / Bob Berube
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
Message 3
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| Subject: | Re: Static ports |
Frank, have you talked to Dynon about the problem and if so what did they say?
--------
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=132881#132881
Message 4
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| Subject: | More on the backfire |
Just to clarify my previous message about backfiring on shut down, I was
not turning the ignition off during the full power run up, but would get a
backfire after doing a full power run up, backing the throttle back down
to 1800 rpm, letting it run at 1800 rpm for about 15 seconds, and then
shutting the engine off. The rpms would wind down after the key was
turned to off, followed by a "bang" at the very end, then silence, except
for the snickering coming from nearby hangers. I am doing the full power
run ups to check the pitch on my prop. I found it very interesting,
however, that the NASCAR folks check plugs by doing a shut down at full
throttle.
I called Lockwood on this in addition to asking this list, and they said
to synch the carbs. Even though I asked them to explain it to me twice, I
am not entirely clear about the connection between the out of synch carbs
and the backfire, but it had something to do with the extra vibration
moving a needle in the carb and spilling fuel or something. So I will
synch the carbs.
Another viable theory contributed by the list is stale fuel. I am using
autogas from the airport, but it has been sitting in my tanks for a couple
of months while I finish the airplane. I actually put Stable in the gas a
while back because my understanding is that if you are going to keep
autogas in your tanks more than 60 days you should add a fuel stabilizer.
So I will put in some fresh gas and see if that helps.
I will also let the engine idle longer before shutting down.
George in Milwaukee
701 912UL
Message 5
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| Subject: | Re: More on the backfire |
An outright backfire (not an engine knock or ping) would come from excess fuel
igniting in the intake manifold. I would guess the excess fuel would be coming
from the fact that even though you're turning off the engine, at 1800 rpms it's
still pulling a lot of air (and fuel) through the carbs. Even so, that excess
fuel should still be pulled through the cylinders even if it's not getting
burned. So you have to ask yourself, what's the ignition source in the intake
manifold? Could it be a stuck valve or hot carbon deposits on a valve that's causing
the mixture to get an ignition source. Are the head gaskets good or could
compression be leaking back and causing a pressure buildup in the intake manifold
and causing a dieseling type of ignition. Does the carb have an accellerator
pump that's maybe leaking and allowing too much fuel in?
How good does the engine run in general? What kind of an engine is it.
A Lycoming 0-200 occasionally backfires when you turn it off per the book (idle
speed then cut the fuel off).
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132885#132885
Message 6
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| Subject: | Re: Backfire or Afterfire |
Apparently heat is involved. I'm sure the engine is a lot hotter after a full power
run up. Even so, you really shouldn't be shutting down and engine at full
power. I don't think it will hurt the engine, unless a backfire blows out a gasket
somewhere, but even so, there's no reason to be shutting down at full power.
Looking at a fellow builders 912 I can see that the carbs on those things aren't
very complicated. It's not like a car engine that has an O2 sensor and all kinds
of other engine management systems. That being said, it's easy to create
a situation where you can fool the engine into behaving badly. An airplane engine
isn't meant to be much more than an adjustable oversized lawner engine. It
provides power, but it's not meant to be revved up and down and all over. It's
meant more for slower, more controlled inputs.
[quote="george.mueller(at)aurora."]I am at the point of doing full power run-ups
with my Zenith 701 with a rotax 912 UL 80hp installed with a Skyshops firewall
forward kit. When I do a full power run up, I get a backfire (or afterfire
maybe) after I turn the ignition key to "off". When I taxi around keeping the
engine to around 2,000 rpm, this does not happen after shutdown, only after
I do a full power run-up. Everything else seems normal as far as I can tell,
the engine starts really well, seems to run smoothly, idles well. But after doing
three full power run ups, I have had three backfires, all after turning off
the ignition. Does anyone on the list have an idea about what might be causing
this?
George in Milwaukee
701 912UL
> [b]
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132887#132887
Message 7
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| Subject: | Re: British 601 Crash (was: 601 Crash) |
amyvega2005(at)earthlink. wrote:
> If it was lighter it would stall, but with more stuff inside it, the wings will
start to complain. We are flying a sport pilot rated arecraft that is robust,
not an EXTRA 300.
>
> Juan
>
> --
Actually, I'm sure it's even more likely to be stalling at a higher rate of speed,
it's just that there's a lot more drag on the wing at higher speeds and that's
what's snapping the wings. A lightly loaded plane and a heavily loaded plane,
pulled up quickly, will exert just as much stress on the wings, the only
difference is the lighter plane will climb 50 or 100 feet while the wings fail
where as the heavier plane will just continue in a straight line while the wings
break off.
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132890#132890
Message 8
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| Subject: | Another quick bungee tool for the XL nose gear. |
I just figured out how to stretch the bungee ring to get it into
position on the XL nose gear. I started with a piece of 1 inch PVC
pipe with one end cut at a 45 degree angle. After positioning the
bungee ring in the hook at the aft side of the nose gear column I
placed the pipe through the ring with the point over the front
tube. Just a simple lift of the pipe and the bungee stretched and
slid right into place.
I doubt this method will help with removing the ring or doing
anything with it when the engine is installed, but it got me past
this point in the build.
Paul
XL fuselage
Message 9
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| Subject: | Re: Painting Layout |
Don't use regular masking tape to separate two different colors because it will
leak and bleed. Use vinyell or plastic painter's tape from an auto paint store.
-----Original Message-----
From: dredmoody@cox.net
Sent: Tue, 28 Aug 2007 2:48 pm
Subject: RE: Zenith-List: Painting Layout
Don't use the blue or the purple painter's tape to do your actual masking on the
plane. It will leak paint at places no matter how hard you try to stop it. That
stuff only works reasonably for latex paints in my experience. Use that blue
stuff to mark where the next color will be. Then position real masking tape next
to the painter's tape using it as a guide. Once the masking tape is in place,
the painter's tape is removed and the painting continues. That way you have the
ease of placement and removal offered by the blue stuff to set the design then
the superioir sealing of regular masking tape when you are painting.
Dred
---- GLENN JOHNSON <gljno10@HOTMAIL.COM> wrote:
>
> I HAVEN'T PAINTED YET, BUT I WILL TRY USING PAINTERS TAPE UNTIL I GET IT LIKE
I WANT IT. IT FLEXES WELL AND SHOULDN'T PULL PAINT OFF. I USE THE BLUE FROM
SCOTCH
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
Message 10
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| Subject: | Re: Another quick bungee tool for the XL nose gear. |
How about a picture of your tool?
Tim
--------
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132925#132925
Message 11
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| Subject: | Re: Static ports |
Dynon had a software update several years ago to eliminate the problem
of erratic angle-of-attack readings.
The location of the pitot also plays a major role in the proper indications.
Gig Giacona wrote:
>
>Frank, have you talked to Dynon about the problem and if so what did they say?
>
>--------
>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=132881#132881
>
>
>
>
Message 12
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| Subject: | Re: Another quick bungee tool for the XL nose gear. |
For me the best tool I have found for the nose gear bungee (that i got off this
Matronics site) is a 1/2" socket breaker bar. The 1/2" square drive fits in
the gear strut hole and by pulling the handle of the breaker bar up, the bungee
slides easily on.
Good luck,
--------
David Gallagher
601 XL, tail and wings completed,
fueslage almost done, engine next.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132937#132937
Message 13
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| Subject: | Re: More on the backfire |
George,
I too operate a 912UL 80 HP ( 553 hrs ). The "cooling down" procedure
that I use is to operate the engine at about 2400 / 2500 RPM for a
minute or two before turning off the ignition - the way the Rotax
engine is shut down - no mixture control! I seem to remember reading
about this procedure somewhere, but it isn't in the Operators Manual.
I've never experienced " backfire" or "afterfire" Rotax does mention
that " After a full-load ground test a short cooling run is necessary to
prevent vapour formation in the cylinder head" This appears in the
"Warming up period, ground test" section of the manual. This may be
referring to the cooling system.
I understand the need of high power runs to set the prop but I suggest
keeping the high power ground runs to a minimum and check the engine RPM
/ Prop Settings during a flight around the pattern. As long as all
blades are the same angle and close to your final setting this has
seemed to work for me.
Just my thoughts.
Jim Hoak 601HD
----- Original Message -----
From: george.mueller@aurora.org
To: zenith-list@matronics.com
Sent: Wednesday, September 05, 2007 9:10 AM
Subject: Zenith-List: More on the backfire
Just to clarify my previous message about backfiring on shut down, I
was not turning the ignition off during the full power run up, but would
get a backfire after doing a full power run up, backing the throttle
back down to 1800 rpm, letting it run at 1800 rpm for about 15 seconds,
and then shutting the engine off. The rpms would wind down after the
key was turned to off, followed by a "bang" at the very end, then
silence, except for the snickering coming from nearby hangers. I am
doing the full power run ups to check the pitch on my prop. I found it
very interesting, however, that the NASCAR folks check plugs by doing a
shut down at full throttle.
I called Lockwood on this in addition to asking this list, and they
said to synch the carbs. Even though I asked them to explain it to me
twice, I am not entirely clear about the connection between the out of
synch carbs and the backfire, but it had something to do with the extra
vibration moving a needle in the carb and spilling fuel or something.
So I will synch the carbs.
Another viable theory contributed by the list is stale fuel. I am
using autogas from the airport, but it has been sitting in my tanks for
a couple of months while I finish the airplane. I actually put Stable
in the gas a while back because my understanding is that if you are
going to keep autogas in your tanks more than 60 days you should add a
fuel stabilizer. So I will put in some fresh gas and see if that helps.
I will also let the engine idle longer before shutting down.
George in Milwaukee
701 912UL
Message 14
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| Subject: | Bending Brake for 701 |
What length bending brake is needed for the 701? I have a good
brake but only 52 inches. Thanks, Jerry
Message 15
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| Subject: | Re: British 601 Crash (was: 601 Crash) |
>
> amyvega2005(at)earthlink. wrote:
>> If it was lighter it would stall, but with more stuff inside it, the wings will
start to complain. We are flying a sport pilot rated arecraft that is robust,
not an EXTRA 300.
>>
>> Juan
>>
>> --
>
>
>
> Actually, I'm sure it's even more likely to be stalling at a higher rate of speed,
it's just that there's a lot more drag on the wing at higher speeds and
that's what's snapping the wings. A lightly loaded plane and a heavily loaded
plane, pulled up quickly, will exert just as much stress on the wings, the only
difference is the lighter plane will climb 50 or 100 feet while the wings fail
where as the heavier plane will just continue in a straight line while the
wings break off.
>
> --------
> Andy Shontz
Not quite.
There are two ways to stall an airplane, keep the G loading constant and
reduce the speed or keep the speed constant and increase the G loading.
In other words, for any particular airspeed, there is a maximum amount
of lift that the wings can generate, beyond that point the wing will stall.
For any aircraft, the rated clean stall speed (Vs) is the speed at which
the wings can just generate enough lift to carry the gross weight of the
airplane. At higher speeds than Vs, the wings can generate more lift
than the max gross weight of the airplane but they can still be made to
stall if the G loading is increased enough. If the airspeed is higher
than maneuvering speed (Va), the G loading that will cause the wings to
stall exceeds the maximum flight G loading of the structure. In other
words, the wings can generate more lift than the structure can safely
handle. This is what causes wings to fail during a sharp pull-up at high
speeds. Drag is not generally going to be a factor in structural failure
unless you significantly exceed Vne because most aircraft are designed
to tolerate their maximum flight G loading at Vne without damage.
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Message 16
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| Subject: | Re: Bending Brake for 701 |
A six foot brake should be long enough to bend all of the parts. I'm not certain
how long the elevator and horizontal stabilizer spars are, but I'm thinking
they are right at about 6 feet. I don't have my plans available to look at right
now.
Bryan Ekholm
--------
Bryan Ekholm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132957#132957
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| Subject: | ICS Plus nav/com needed |
Hi, I'm in need of an ics plus nav/com dead or alive.
I also need a schematic as I can't find anyone who can
repair an ICS Plus. if anybody has one for sale,
please contact me by email at rpriebus@yahoo.com. Do
not archive. Thanks for reading this. Richard
Sick sense of humor? Visit Yahoo! TV's
Comedy with an Edge to see what's on, when.
Message 18
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| Subject: | Re: Bending Brake for 701 |
Almost all bends on the 701 can be done on a on a 72
inch break except the elevator and H-stab spars. The
require a 96 inch break.
Doug MacDonald
CH-701 Scratch builder
NW Ontario, Canada
--- Jerry Hey <jerryhey@earthlink.net> wrote:
> <jerryhey@earthlink.net>
>
> What length bending brake is needed for the 701? I
> have a good
> brake but only 52 inches. Thanks, Jerry
Message 19
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I have a Dynon EMS-D10. Has anyone figured out how to get a tachometer read-out
with a Corvair engine? I called Dynon and they were absolutely no help.
Jay in Dallas
Message 20
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| Subject: | Re: Bending Brake for 701 |
Jerry,
I believe the Horizontal Stab and Elevator spars are the longest rectangular
bends which are slightly over 7 feet in length so I would say an 8 foot brake
should do you justice.
Anyone chime in if I'm incorrect.
do not archive
Art
701 Rudder in work
Jerry Hey <jerryhey@earthlink.net> wrote:
What length bending brake is needed for the 701? I have a good
brake but only 52 inches. Thanks, Jerry
Message 21
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| Subject: | water pump anyone? |
Hi Guys,
I decided to buy a water pump for the Stratus Subaru EA-81 as these tend
to fail with some warning, but on their own schedule. So it seemed
prudent to have spare parts, belts, plugs, filters, etc. The EA-81 has
been a great performer with exceptional economy. I ordered a water pump
for $26.00 at my local auto parts store. For the car data, it turned out
not to be the correct one. The pulley (which was not included) was to be
fastened with 4 bolts (not included) and the later than 1984 design
pressed steel impeller is reported to self-destruct at high rpm. I
visited *OReillys auto parts web site and found that the part number
for the correct pump is* *57-1042*. This pump has the preferred cast
impeller, the correct mushroom shaped pulley (attached) and it is listed
for $26.99 less $3.00 core-exchange if you happen to need one.
Data used for both was *Brat 1.8 pickup truck 1982-1987*.
Another source part number for it is 53105, GMB water pump.
Both are built by Cardone Industries.
Stratus only provides Atsugi as "Specification" for the pump which is
interpreted to mean it has "its own" characteristics.
No one flies 100 horsepower pound for pound as inexpensively as the
Subaru EA-81.
Tuck this info into your Stratus manual or reference information and
avoid the 48 hours of bewilderment.
Happy flying guys,
Larry McFarland 601HDS at www.macsmachine.com
Message 22
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| Subject: | Re: Bending Brake for 701 |
Jerry,
I believe the Horizontal Stab and Elevator spars are the longest rectangular
bends which are slightly over 7 feet in length so I would say an 8 foot brake
should do you justice.
Anyone chime in if I'm incorrect.
do not archive
Art
701 Rudder in work
Jerry Hey <jerryhey@earthlink.net> wrote:
What length bending brake is needed for the 701? I have a good
brake but only 52 inches. Thanks, Jerry
Message 23
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This little Gizmo is the key. http://www.msdignition.com/2006/06-22.htm
I'm just not sure yet where the lock is.
--------
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=132984#132984
Message 24
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| Subject: | Re: Bending Brake for 701 |
----- Original Message -----
From: "Jerry Hey" <jerryhey@earthlink.net>
Sent: Wednesday, September 05, 2007 12:49 PM
Subject: Zenith-List: Bending Brake for 701
>
> What length bending brake is needed for the 701? I have a good brake
> but only 52 inches. Thanks, Jerry
I don't know what the longest part is on a 701, but I was able to bend
almost everything I needed for a 601 on a 4-foot brake. I ALSO took a few
sheets of aluminum over to a local sheet metal fabrication shop and had them
cut &bend the aft spars and a couple other large pieces. They sheared and
bent all the"L"'s I needed for the project too.
The fab shop charged $100 for all this. A lot cheaper than buying a 8 foot
brake!
Rick
Message 25
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Gig,
I have been looking at these.. I don't know if the signal they put out is too
noisy or not.. If someone wants to give it a shot, it does put out the correct
voltages and its only $40.. I would try it myself, but my engine is nowhere
near ready for it. I'm trying to convince my wife to let me go to college #11.
Dan Lykowski
Dynon Avionics
----- Original Message ----
From: Gig Giacona <wr.giacona@suddenlink.net>
Sent: Wednesday, September 5, 2007 5:27:25 PM
Subject: Zenith-List: Re: EMS
This little Gizmo is the key. http://www.msdignition.com/2006/06-22.htm
I'm just not sure yet where the lock is.
--------
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=132984#132984
Message 26
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List,
I'm extremely close in pulling the trigger for the 701 kit but I need some advise.
I've read that there has been issues in the past with pre-drilled holes.
I'm curious if the issues have been resolved or if I should request the kit
un-drilled to avoid dealing with the frustration of getting replacement parts
and wasting time. Has anyone experienced this lately?
do not archive
Art ( Rudder almost complete)
Message 27
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| Subject: | Re: Bending Brake for 701 |
Hi rick
did you have any trouble getting them to ajust their bender to get the right
radius of the bends.
most have there bender set with the wrong radius and don't like changing
their machine
Graemecns
----- Original Message -----
From: "R.P." <zodie@adelphia.net>
Sent: Thursday, September 06, 2007 10:17 AM
Subject: Re: Zenith-List: Bending Brake for 701
>
>
> ----- Original Message -----
> From: "Jerry Hey" <jerryhey@earthlink.net>
> To: "Zenith" <zenith-list@matronics.com>
> Sent: Wednesday, September 05, 2007 12:49 PM
> Subject: Zenith-List: Bending Brake for 701
>
>
>>
>> What length bending brake is needed for the 701? I have a good brake
>> but only 52 inches. Thanks, Jerry
>
> I don't know what the longest part is on a 701, but I was able to bend
> almost everything I needed for a 601 on a 4-foot brake. I ALSO took a few
> sheets of aluminum over to a local sheet metal fabrication shop and had
> them cut &bend the aft spars and a couple other large pieces. They sheared
> and bent all the"L"'s I needed for the project too.
> The fab shop charged $100 for all this. A lot cheaper than buying a 8 foot
> brake!
>
> Rick
>
>
> --
> 269.13.6/991 - Release Date: 5/09/2007 2:55 PM
>
>
Message 28
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| Subject: | 601 HDS stall spead |
I am test flying a 601 HDS and getting a stall speed of 75 MPH. What stall speed
do you get with the HDS wing? Don
Message 29
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| Subject: | Bending Brake for 701 |
Part #7H2-2 Stabilizer Rear Spar is 2220mm (87.4") long. The other long
part is 7H2-8 at 2180mm (85.8").Another suggestion could be to purchase
it, by itself, (or other parts that are too big for the 72" brake) from
Zenith. The current Zenith Data Base shows the 7H2-2 for $57, and 7H2-8
for $72, or as Rick suggested, find a local metal worker and "Supervise
his work", making sure the bending radius is not too sharp, or your
metal may end up cracking.
Good Luck!!
Keith
CH701 scratch builder
N 38.9947
W 105.1305
Alt. 9,100'
*************************************************************************
*********************
-----Original Message-----
From: owner-zenith-list-server@matronics.com on behalf of R.P.
Sent: Wed 9/5/2007 6:17 PM
Subject: Re: Zenith-List: Bending Brake for 701
----- Original Message -----
From: "Jerry Hey" <jerryhey@earthlink.net>
Sent: Wednesday, September 05, 2007 12:49 PM
Subject: Zenith-List: Bending Brake for 701
>
> What length bending brake is needed for the 701? I have a good
brake
> but only 52 inches. Thanks, Jerry
I don't know what the longest part is on a 701, but I was able to bend
almost everything I needed for a 601 on a 4-foot brake. I ALSO took a
few
sheets of aluminum over to a local sheet metal fabrication shop and had
them
cut &bend the aft spars and a couple other large pieces. They sheared
and
bent all the"L"'s I needed for the project too.
The fab shop charged $100 for all this. A lot cheaper than buying a 8
foot
brake!
Rick
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Message 30
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| Subject: | Re: 701 Kit Info |
Art, I got my wing component kit a couple of months ago, and they have the
pre-drilled holes in the skins. I was apprehensive at first, but when I got
to the point where I set the nose skin with bottom pre-drilled holes over
the front edge of the bottom skin pre-drilled holes--they lined up perfectl
y. I only have this much of the building under my belt, but I'd opt for the
pre-drilled. Maybe someone else is further along, like John M. in Seattle.
He has the wings done and is starting the fuselage. Just google "Building
a CH701 in Seattle". He responds right away to Emails and has been a big he
lp to me.=0A=0AArt Gibeaut=0ACH 701 maybe 20% done.=0AErie, IL=0A=0ADo not
archive=0A=0A=0A----- Original Message ----=0AFrom: Art Olechowski <ifly4fu
n2@sbcglobal.net>=0ATo: zenith-list@matronics.com=0ASent: Wednesday, Septem
ber 5, 2007 8:17:13 PM=0ASubject: Zenith-List: 701 Kit Info=0A=0A=0AList,
=0AI'm extremely close in pulling the trigger for the 701 kit but I need so
me advise. I've read that there has been issues in the past with pre-drill
ed holes. I'm curious if the issues have been resolved or if I should requ
est the kit un-drilled to avoid dealing with the frustration of getting rep
lacement parts and wasting time. Has anyone experienced this lately? =0A
======================0A=0A=0A
=0A____________________________________________________________________
________________Ready for the edge of your seat? =0ACheck out tonight's top
Message 31
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| Subject: | Re: Static ports |
Hi David,
Actually, it seems Nick is not an expert on this particular
subject. The position of static ports is indeed critical if you want
accurate readings on your instruments. You want to place the static
ports somewhere so that there is no ram air pressure going into them
or vacuum created around them. The position you mentioned, aft of
the wing on the fuselage side, would probably have some vacuum
because of the ever narrowing fuselage at that point. If you want to
put the static ports on the fuselage side, I think you should find a
location where the fuselage is exactly parallel to the air flow in flight.
The pitot/static probe provided with the XL kit has three static
ports located around a small tube near the ram air probe. This
should indeed provide an unbiased measure point for static air pressure.
Paul
XL fuselage
At 04:00 AM 9/4/2007, you wrote:
>Dave,
>
>I asked this very question to ZAC at their Oshkosh booth this
>year. Nick said the location of a static port was not all that
>critical. The suggestion was on the fuselage side aft of the wing.
>
>Good luck,
>
>--------
>David Gallagher
Message 32
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| Subject: | Re: Static ports |
In a Way both Nick and Paul are correct even though it seems to be a
differing opinion. I discussed this with Chris and he explained it by
stating that there is a small boundary layer adhered to the fuselage
sides that resides a dead static pressure air. As long as a force is not
applied in a side load and the static port is installed flush with the
skins then it will work in almost any position. Though the best area I
have seen is in the Fuselage cabin area near the pilots knee. I have
located both of my static ports 150 mm back from the firewall rivet line
and 150mm down from the Longerons.
Mark Townsend Alma, Ontario
Zodiac 601XL C-GOXL, CH701 just started
www.ch601.org / www.ch701.com / www.Osprey2.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Paul
Mulwitz
Sent: Wednesday, September 05, 2007 10:24 PM
Subject: Re: Zenith-List: Re: Static ports
Hi David,
Actually, it seems Nick is not an expert on this particular
subject. The position of static ports is indeed critical if you want
accurate readings on your instruments. You want to place the static
ports somewhere so that there is no ram air pressure going into them
or vacuum created around them. The position you mentioned, aft of
the wing on the fuselage side, would probably have some vacuum
because of the ever narrowing fuselage at that point. If you want to
put the static ports on the fuselage side, I think you should find a
location where the fuselage is exactly parallel to the air flow in
flight.
The pitot/static probe provided with the XL kit has three static
ports located around a small tube near the ram air probe. This
should indeed provide an unbiased measure point for static air pressure.
Paul
XL fuselage
At 04:00 AM 9/4/2007, you wrote:
>Dave,
>
>I asked this very question to ZAC at their Oshkosh booth this
>year. Nick said the location of a static port was not all that
>critical. The suggestion was on the fuselage side aft of the wing.
>
>Good luck,
>
>--------
>David Gallagher
10:36 PM
10:36 PM
Message 33
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| Subject: | Re: Bending Brake for 701 |
graeme(at)coletoolcentre. wrote:
> Hi rick
>
> did you have any trouble getting them to ajust their bender to get the right
> radius of the bends.
> most have there bender set with the wrong radius and don't like changing
> their machine
>
> Graemecns
>
> ---
Good point Graeme. The shop I went to is a sheet metal fabrication shop, not an
Air Conditioning duct shop. The AC guys do use a tighter bend radius, but they
can make adjustments if they know what you expect. Someone else mentioned that
you'd want to supervise them. Good idea.
Rick
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133022#133022
Message 34
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I had one of the MSD GMR ignition sensors but never hooked it up. I loaned
it to Scott Laughlin but he could not get it to work with his dedicated
tach. You might have better luck getting it to work with an engine monitor.
I'm not certain if Scott still has the one I sent him but he might be
willing to pass it on to someone to experiment with. They are not cheap.
-- Craig
Message 35
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| Subject: | Results of 601xl structure testing by ZAC?? |
List
We were promised by Zenith new structural? testing after rash of 601XL wing failures??
With unbiased observer also!
Did I miss something?
JES
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
Message 36
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| Subject: | Finishing Rudder? |
Gang:
The photo guide for the rudder ends before the lower fairing, control
horn and hinges are installed. Is there a photo guide which covers
finishing the rudder and installing it on the fuselage? Or do you just
work off the plans? Is there an "accepted way to line everything up and
hold it in place before installing the hinges?
Thanks,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 37
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| Subject: | Re: Results of 601xl structure testing by ZAC?? |
you may have missed it but pictures of new testing on website.
Graemecns
----- Original Message -----
From: n787xl@aol.com
To: zenith-list@matronics.com
Sent: Thursday, September 06, 2007 3:16 PM
Subject: Zenith-List: Results of 601xl structure testing by ZAC??
List
We were promised by Zenith new structural testing after rash of 601XL
wing failures With unbiased observer also!
Did I miss something?
JES
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5/09/2007 2:55 PM
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