Today's Message Index:
----------------------
1. 02:39 AM - Re: Results of 601xl structure testing by ZAC?? (chris Sinfield)
2. 04:09 AM - Re: Results of 601xl structure testing by ZAC?? (ZodieRocket)
3. 04:36 AM - Re: Re: EMS (Gary Ray)
4. 05:00 AM - Re: British 601 Crash (was: 601 Crash) (steveadams)
5. 05:00 AM - Re: 601 HDS stall spead (Leo Gates)
6. 06:00 AM - Re: Finishing Rudder? (Jaybannist@cs.com)
7. 06:23 AM - Re: 601 HDS stall spead (Dave Austin)
8. 06:33 AM - Re: 601 HDS stall spead (LarryMcFarland)
9. 06:49 AM - Re: Results of 601xl structure testing by ZAC?? (Juan Vega)
10. 06:49 AM - Re: Results of 601xl structure testing by ZAC?? (Juan Vega)
11. 06:53 AM - Re: 601 HDS stall spead (Al Hays)
12. 07:49 AM - Re: Stratus-List: water pump anyone? (LarryMcFarland)
13. 09:01 AM - 582 mount for 701, Anyone? (ProWash)
14. 09:28 AM - Re: Re: British 601 Crash (was: 601 Crash) (David Downey)
15. 09:30 AM - Re: Finishing Rudder? (David Downey)
16. 09:32 AM - Zenith 601XL POH needed (Dave Nixon)
17. 09:39 AM - Re: Finishing Rudder? (GLENN JOHNSON)
18. 09:44 AM - Re: Zenith 601XL POH needed ()
19. 09:45 AM - Re: Finishing Rudder? ()
20. 10:07 AM - Almost there (GLJSOJ1)
21. 10:17 AM - Re: 601 HDS stall spead (Grant Corriveau)
22. 10:38 AM - Re: Finishing Rudder? (Jaybannist@cs.com)
23. 11:43 AM - Re: Finishing Rudder? (Art Gibeaut)
24. 12:10 PM - Re: Finishing Rudder? ()
25. 12:20 PM - Re: Finishing Rudder? ()
26. 12:39 PM - Re: 601 HDS stall (Zed Smith)
27. 12:48 PM - Re: Finishing Rudder? (David Downey)
28. 12:56 PM - Re: Finishing Rudder? (Jaybannist@cs.com)
29. 01:43 PM - Re: Finishing Rudder? (David Downey)
30. 01:48 PM - Re: Finishing Rudder? (Bryan Martin)
31. 01:56 PM - Re: Finishing Rudder? (David Downey)
32. 02:19 PM - Re: Finishing Rudder? (David Downey)
33. 04:08 PM - Static Ports (Frank Derfler)
34. 04:30 PM - Re: Static Ports (Craig Payne)
35. 05:10 PM - Re: 701 Kit Info (George Race)
36. 06:04 PM - Re: EA-81 Stratus Question -- Replacinig PSRU Bearings (Southern Reflections)
37. 07:10 PM - Re: 701 Kit Info (Art Olechowski)
38. 07:37 PM - Re: Re: 701 Kit Info (Art Olechowski)
39. 07:58 PM - [CH601XL] Re: Jim Pellien lost in 601XL crash (tpellien)
40. 08:04 PM - Re: Jim Pellien lost/ plus 2 others (tpellien)
41. 11:38 PM - Re: Results of 601xl structure testing by ZAC?? (eddies)
Message 1
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| Subject: | Re: Results of 601xl structure testing by ZAC?? |
Saw the pictures on the website, but does anyone know when we will get to see the
data?? thats the info I want to digest.. Mark got any Ideas when we can expext
Chris to release that info?
Chris
From a long way Down Under.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133044#133044
Message 2
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| Subject: | Results of 601xl structure testing by ZAC?? |
HYPERLINK
"http://www.zenithair.com/zodiac/6-photo-testing.html"http://www.zenitha
ir.com/zodiac/6-photo-testing.html
The Testing was done and yes you missed it when I announced it to this
list awhile back. The test was done by a 3rd party and not by Zenith.
The results were simply that the plane passed it=92s design
characteristics, and was done to accepted standards.
Mark Townsend
Can-Zac Aviation Ltd.
HYPERLINK
"mailto:president@can-zacaviation.com"president@can-zacaviation.com
HYPERLINK "http://www.can-zacaviation.com/"www.can-zacaviation.com
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
n787xl@aol.com
Sent: Thursday, September 06, 2007 1:16 AM
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
_____
Email and AIM finally together. You've gotta check out free HYPERLINK
"http://o.aolcdn.com/cdn.webmail.aol.com/mailtour/aol/en-us/index.htm?nc
id=AOLAOF00020000000970" \nAOL Mail!
"http://www.matronics.com/Navigator?Zenith-List"http://www.matronics.com
/Navigator?Zenith-List
"http://forums.matronics.com"http://forums.matronics.com
10:36 PM
10:36 PM
Message 3
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I tried two of these units thinking the first one was defective but I also
had no joy. The tech support was not helpful.
I connected these as per instructions and fed the signal to a VDO tach. I
wish I had a scope to view the signal that the company said should be
present which is a square wave of 1/3 cycle duration. I was not able to
detect any voltage output from the unit on my digital meter. I sent them
back.
Gary Ray
----- Original Message -----
From: "Gig Giacona" <wr.giacona@suddenlink.net>
Sent: Wednesday, September 05, 2007 8:27 PM
Subject: Zenith-List: Re: EMS
<wr.giacona@suddenlink.net>
>
> 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
>
>
> --
10:36 PM
>
>
Message 4
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| Subject: | Re: British 601 Crash (was: 601 Crash) |
A simple way to look at wing loading, G forces, and structural failure point is
to bring everything down to a common denominator; load vs. lift. For simplicity,
I am just making up numbers, but the concepts are valid. Say you have a 1000lb
max gross airplane with structural limit of 6G's. 6G x 1000 = 6000lb on the
wings will break them off. Now look at lift. At stall speed at 1G, the max
lift generated by the wings = 1000lb. At Va, stall will occur just before we exceed
the design load, (for simplicity we'll use the ultimate load, but in practice
you would use a more conservative loading). So at Va, stall will occur just
before 6G, so the max lift generated by the wings at that speed = just under
6000lb. The faster you go, the more lift the wings generate, therefore going
any faster than Va the wings can generate more than 6000 lb of lift. Say you
are at Va +10 mph and the wings at that speed produce 10% more lift, therefore,
stall will not occur until you load the wings to 6600lbs, far greater than
the failure point.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133050#133050
Message 5
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| Subject: | Re: 601 HDS stall spead |
Don, Stall speed is relative to aircraft weight. I tested with two GPS'
s
running, just to be sure, and both read within .2 mph. I made triangular
runs in calm air on headings of 000, 120 and 240 degrees. Tested at 2,00
0'
msl +- 50'. I recorded mag heading, OAT, IAS (at what appeared onset of
mush on the VSI) and Ground speed. Tested at 1,000 lbs., 1,500 lbs and 1
200 lbs. Test runs were done at idle and about 40% power. IAS was
converted to CAL airspeed. My POH says the plane stalls at 49 mph . My
pitot tube is ACS with an integral static port mounted on the bottom of
the
left wing, just forward of the spar and about 2' outboard of the center
section joint line. FWIW my IAS will drop all the way to 37mph at a high
mush" (really high angle of attack) and then fall off to zero.
Leo Gates
N601Z, CH601HDS TDO
-------Original Message-------
From: Don Baker
Subject: Zenith-List: 601 HDS stall spead
I am test flying a 601 HDS and getting a stall speed of 75 MPH. What sta
ll
speed do you get with the HDS wing? Don
Message 6
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| Subject: | Finishing Rudder? |
Andy,
I followed the plans and just located the hinge points on the rudder as they are
dimensioned on the drawings. When I went to connect the rudder to the fuselage,
I found that I had to shim the upper hinge plate; about .040" if I remember
correctly. I would suggest that you not install the upper hinge bracket until
you can locate it using the fuselage hinge plates.
Jay in Dallas
"Dr. Andrew Elliott" <a.s.elliott@cox.net> wrote:
>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 7
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| Subject: | Re: 601 HDS stall spead |
Don, what weight were you flying at?
My 601 with 912 stalled at 55 mph without VGs. Now 50 with VGs.
I'm intereste to know why yours is so high.
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 8
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| Subject: | Re: 601 HDS stall spead |
Don,
My HDS stalls at 50 mph fully loaded. I can't see how you can manage to
stall out at 75. That's the speed you should be on final approach.
Lightly loaded, full fueled header and just me it's 46 mph. Perhaps you
need to look closer at your airspeed indicator and pitot system.
Larry McFarland 601HDS at www.macsmachine.com
Don Baker wrote:
>
> 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 9
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| Subject: | Results of 601xl structure testing by ZAC?? |
there was no "rash of wing failures" two crsahed due to wings bending too much
, the other crashed due to suspected engine falling to pieces in flight. I love
the journalist embelishments. for what it does, the 601 is a good over built
plane, so long as built right and flown within its limits.
Let move on.
-----Original Message-----
>From: ZodieRocket <zodierocket@hsfx.ca>
>Sent: Sep 6, 2007 7:08 AM
>To: zenith-list@matronics.com
>Subject: RE: Zenith-List: Results of 601xl structure testing by ZAC??
>
>HYPERLINK
>"http://www.zenithair.com/zodiac/6-photo-testing.html"http://www.zenitha
>ir.com/zodiac/6-photo-testing.html
>
>The Testing was done and yes you missed it when I announced it to this
>list awhile back. The test was done by a 3rd party and not by Zenith.
>The results were simply that the plane passed its design
>characteristics, and was done to accepted standards.
>
>Mark Townsend
>Can-Zac Aviation Ltd.
>HYPERLINK
>"mailto:president@can-zacaviation.com"president@can-zacaviation.com
>HYPERLINK "http://www.can-zacaviation.com/"www.can-zacaviation.com
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
>n787xl@aol.com
>Sent: Thursday, September 06, 2007 1:16 AM
>To: zenith-list@matronics.com
>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
>
> _____
>
>Email and AIM finally together. You've gotta check out free HYPERLINK
>"http://o.aolcdn.com/cdn.webmail.aol.com/mailtour/aol/en-us/index.htm?nc
>id=AOLAOF00020000000970" \nAOL Mail!
>
>
>"http://www.matronics.com/Navigator?Zenith-List"http://www.matronics.com
>/Navigator?Zenith-List
>"http://forums.matronics.com"http://forums.matronics.com
>
>
>10:36 PM
>
>
>10:36 PM
>
Message 10
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| Subject: | Results of 601xl structure testing by ZAC?? |
there was no "rash of wing failures" two crsahed due to wings bending too much
, the other crashed due to suspected engine falling to pieces in flight. I love
the journalist embelishments. for what it does, the 601 is a good over built
plane, so long as built right and flown within its limits.
Let move on.
-----Original Message-----
>From: ZodieRocket <zodierocket@hsfx.ca>
>Sent: Sep 6, 2007 7:08 AM
>To: zenith-list@matronics.com
>Subject: RE: Zenith-List: Results of 601xl structure testing by ZAC??
>
>HYPERLINK
>"http://www.zenithair.com/zodiac/6-photo-testing.html"http://www.zenitha
>ir.com/zodiac/6-photo-testing.html
>
>The Testing was done and yes you missed it when I announced it to this
>list awhile back. The test was done by a 3rd party and not by Zenith.
>The results were simply that the plane passed its design
>characteristics, and was done to accepted standards.
>
>Mark Townsend
>Can-Zac Aviation Ltd.
>HYPERLINK
>"mailto:president@can-zacaviation.com"president@can-zacaviation.com
>HYPERLINK "http://www.can-zacaviation.com/"www.can-zacaviation.com
>
>-----Original Message-----
>From: owner-zenith-list-server@matronics.com
>[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
>n787xl@aol.com
>Sent: Thursday, September 06, 2007 1:16 AM
>To: zenith-list@matronics.com
>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
>
> _____
>
>Email and AIM finally together. You've gotta check out free HYPERLINK
>"http://o.aolcdn.com/cdn.webmail.aol.com/mailtour/aol/en-us/index.htm?nc
>id=AOLAOF00020000000970" \nAOL Mail!
>
>
>"http://www.matronics.com/Navigator?Zenith-List"http://www.matronics.com
>/Navigator?Zenith-List
>"http://forums.matronics.com"http://forums.matronics.com
>
>
>10:36 PM
>
>
>10:36 PM
>
Message 11
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| Subject: | Re: 601 HDS stall spead |
Hey Guys,
For what it's worth, 75 KPH equates to about 46 or 47 MPH. Just
coincidence?
Al Hays 601XL - starting fuselage
On Sep 6, 2007, at 9:32 AM, LarryMcFarland wrote:
> <larry@macsmachine.com>
>
>
> Don,
> My HDS stalls at 50 mph fully loaded. I can't see how you can manage
> to stall out at 75. That's the speed you should be on final approach.
> Lightly loaded, full fueled header and just me it's 46 mph. Perhaps
> you need to look closer at your airspeed indicator and pitot system.
>
> Larry McFarland 601HDS at www.macsmachine.com
>
>
> Don Baker wrote:
>>
>> 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 12
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| Subject: | Re: Stratus-List: water pump anyone? |
Hi Frank,
I dont think theres anything to prevent the EA-81 Subaru from reaching
2500 hours with proper maintenance. Ive witnessed several of $22K certified
engines at our airport going thru overhaul at $7 to $9K, getting new
magnetos
at $1K and requiring other parts that are just breathtakingly expensive.
The Subaru needs about $500 parts to do an overhaul. Im able to
selectively burn
3.5 to 4.5 gal per hour of 87-octane at <$3/gal. Our fields 100LL is
over $4.50 gal.
You only have to do the numbers to see the economy of this engine.
I agree that the $600 heads rework by Ram Performance was necessary for
peace of mind.
The most satisfying part of the Subaru is its very quiet, relative to
my friends RV6 certified
air-cooled engine. The OHV Subaru has a distinctive sound that says smooth.
Recent data shows the 100 hp Subaru has as much or more hp per pound
than 100 hp certified engines.
Step up to a $14K 3300 or a $22K 0360 and its a whole other story, The
$7K paid for the Stratus
engine is matched by a low price for any part on it, and its mostly
locally available. Spark plugs are still $2.25.
What more could one ask of it, perhaps, just be able to go faster?
Everything has an appropriate price.
Then, it becomes your preference.
Im very pleased with the Stratus Subaru and I'd do it again in a heartbeat.
Larry McFarland 601HDS at www.macsmachine.com
Hinde, Frank George (Corvallis) wrote:
> --> Stratus-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
>
> Oh don't you just love a naysayer...but here goes..:)
> Your last statement about the economy. I don't think you can really say
> that Larry until you know how long Stratus lasts.
>
> Secondly, if your simply comparing fuel costs then airplane motors (at
> least fuel injected ones) can be run more economically than the Stratus
> simply because you can run the engine lean or peak exhaust as
> temperature.
>
> My 190Hp IO360 will normally run 10GPH but that can be got doen to 7gph
> running on the lean side of peak EGT...this has a significant effect on
> fuel caosts and as almost all airplane motors can be run on auto fuel
> then the comparison could be a lot closer than you might think.
>
> On the whole though, with sorted valve guides, the Stratus setup is a
> sweet little motor.
>
> All the best
>
> Frank
> 601HDS 400 hours
> RV7a IO360 21o hours in one year...YIKES!
>
>
> No one flies 100 horsepower pound for pound as inexpensively as the
> Subaru EA-81.
>
> Happy flying guys,
>
> Larry McFarland 601HDS at www.macsmachine.com
>
>
>
Message 13
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| Subject: | 582 mount for 701, Anyone? |
Greetings Gentlemen,
I am three weeks into my 701 project. This is my first build and I and now addicted
to the process. I commend Zenith for a quality product and Jon at HomebuiltHelp
for keeping me from buying any extra parts,,, so far.
I am looking for an engine mount for a Rotax 582 and cowl. Since this engine is
no longer the "standard" I would think that there would be some mounts laying
around somewhere.
Thank you.
--------
R Craig
North Central Arkansas
Future 701 Builder
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133086#133086
Message 14
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| Subject: | Re: British 601 Crash (was: 601 Crash) |
do not archive=0A=0A...and with forward sweep, normal bending tends to add
incidence (lift) at the tip faster than the root...=0A =0ADave Downey=0AHar
leysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original Message ----
=0AFrom: steveadams <dr_steve_adams@yahoo.com>=0ATo: zenith-list@matronics.
com=0ASent: Thursday, September 6, 2007 7:58:54 AM=0ASubject: Zenith-List:
Re: British 601 Crash (was: 601 Crash)=0A=0A=0A--> Zenith-List message post
ed by: "steveadams" <dr_steve_adams@yahoo.com>=0A=0AA simple way to look at
wing loading, G forces, and structural failure point is to bring everythin
g down to a common denominator; load vs. lift. For simplicity, I am just ma
king up numbers, but the concepts are valid. Say you have a 1000lb max gros
s airplane with structural limit of 6G's. 6G x 1000 = 6000lb on the wings
will break them off. Now look at lift. At stall speed at 1G, the max lift
generated by the wings = 1000lb. At Va, stall will occur just before we e
xceed the design load, (for simplicity we'll use the ultimate load, but in
practice you would use a more conservative loading). So at Va, stall will o
ccur just before 6G, so the max lift generated by the wings at that speed
= just under 6000lb. The faster you go, the more lift the wings generate,
therefore going any faster than Va the wings can generate more than 6000 l
b of lift. Say you are at Va +10 mph and the wings at that speed produce 10
% more lift, therefore, stall will not occur until
you load the wings to !=0A6600lbs, far greater than the failure point.=0A
=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/v
==================0A=0A=0A =0A_____
___________________________________________________________________________
____=0ASick sense of humor? Visit Yahoo! TV's =0AComedy with an Edge to see
Message 15
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| Subject: | Re: Finishing Rudder? |
do not archive=0A=0Aof course that means that you will not be able to debur
r the fastener holes for fairly important non-redundant fasteners.=0A =0ADa
ve Downey=0AHarleysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original
Message ----=0AFrom: "Jaybannist@cs.com" <Jaybannist@cs.com>=0ATo: zenith-
list@matronics.com=0ASent: Thursday, September 6, 2007 8:59:16 AM=0ASubject
: RE: Zenith-List: Finishing Rudder?=0A=0A=0A--> Zenith-List message posted
by: Jaybannist@cs.com=0A=0AAndy,=0A=0AI followed the plans and just locate
d the hinge points on the rudder as they are dimensioned on the drawings. W
hen I went to connect the rudder to the fuselage, I found that I had to shi
m the upper hinge plate; about .040" if I remember correctly. I would sugg
est that you not install the upper hinge bracket until you can locate it us
ing the fuselage hinge plates.=0A=0AJay in Dallas =0A=0A=0A"Dr. Andrew Ell
iott" <a.s.elliott@cox.net> wrote:=0A=0A>Gang:=0A>=0A>The photo guide for t
he rudder ends before the lower fairing, control horn and hinges are instal
led. Is there a photo guide which covers finishing the rudder and installi
ng it on the fuselage? Or do you just work off the plans? Is there an "ac
cepted way to line everything up and hold it in place before installing the
hinges?=0A>=0A>Thanks,=0A>Andy Elliott, Mesa, AZ=0A>N601GE (reserved)=0A>6
==============0A=0A=0A =0A_________________
___________________________________________________________________=0AGot a
=bz
Message 16
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|
| Subject: | Zenith 601XL POH needed |
I am in the process of finishing up up a CH601XL. Does anyone have acces
s
to or tell me how to get a POH that I can copy/change?
I need it for my airworthiness application.
Dave Nixon, Florida CH601XL, N107R
Message 17
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| Subject: | Finishing Rudder? |
Andy
My construction manual says to not put the hinges on the rudder untill you
are ready to put it on the fuselage so that it will all mattch up. Mine di
d match the drawing, but it could be a problem down the road if hinges are
already riveted intoplace.> Date: Thu, 6 Sep 2007 08:59:16 -0400> From: Jay
bannist@cs.com> To: zenith-list@matronics.com> Subject: RE: Zenith-List: Fi
Andy,> > I followed the plans and just located the hinge points on the rudd
er as they are dimensioned on the drawings. When I went to connect the rudd
er to the fuselage, I found that I had to shim the upper hinge plate; about
.040" if I remember correctly. I would suggest that you not install the up
per hinge bracket until you can locate it using the fuselage hinge plates.>
> Jay in Dallas > > > "Dr. Andrew Elliott" <a.s.elliott@cox.net> wrote:> >
>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,
========> > >
_________________________________________________________________
Explore the seven wonders of the world
BRE
Message 18
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| Subject: | Re: Zenith 601XL POH needed |
Zenith provides a general one. Tony Graziano wrote a very detailed one for his
plane and may be willing to provide a copy for your review and use.
Dred
---- Dave Nixon <adnasap@bellsouth.net> wrote:
> I am in the process of finishing up up a CH601XL. Does anyone have access
> to or tell me how to get a POH that I can copy/change?
>
> I need it for my airworthiness application.
>
> Dave Nixon, Florida CH601XL, N107R
>
>
Message 19
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| Subject: | Re: Finishing Rudder? |
Not so. There are tools for blind deburring the backside of a hole.
Dred
---- David Downey <planecrazydld@yahoo.com> wrote:
> do not archive
of course that means that you will not be able to deburr the fastener holes for
fairly important non-redundant fasteners.
Dave Downey
Harleysville (SE) PA
100 HP Corvair
Message 20
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Hi guys
What I have left to do is the cowling, a few electric issues, reattach canopy and
then the wings, so I am almost ready to fly, but my insurance co wants me to
build time (3 hrs) in the exact make/model of aircarft. I asked obout a early
model Zodiac and they said no. Any idea where's the closest 601XL that I can
get training in VA, NC, MD?
thanks
glenn
--------
601XL BUILDER
ALMOST DONE
CHESAPEAKE VA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133100#133100
Message 21
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| Subject: | Re: 601 HDS stall spead |
My 601HDS stalls at about 58 to 60 mph. I think that's pretty close
to the book. Assuming an aircraft close to the authorized Max.
weight of 1200 (or 1300) lbs.
Two things I'd suggest you check -
1. ASI - is this an accurate reading? Have you confirmed your ASI
readings at slow speeds -i.e. with GPS or ground reference tests?
2. Aileron 'droop' ? There is little guidance in the construction
manual regarding the alignment of the ailerons with the rest of the
wing. I originally installed mine to align with the wing root
fairing and to have a fairly 'flat' continuation of the wing at the
tip. But my cruising nose attitude was uncomfortably nose high. So
I tweaked both ailerons down a couple of degrees (i.e. extended the
screw jack - but ensuring there are at least the required amount of
threads in each endbolt). Now they form a continued curving of the
wing when viewed from the tip, and misalign slightly with the
fairings (which I will eventually try to fix). But the aircraft
attitude in cruise is much better for forward vis, and as I say, the
stall speed is about where it should be.
Previous discussions about this issue have mentioned that flying with
this greater wing curvature gives slightly reduced airspeed, but for
me it seems like a better tradeoff.
Grant
GHTF
601hdsCAM100
Message 22
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| Subject: | Re: Finishing Rudder? |
Dave, I would use one of those "both sides" de-burring tools. - Jay
David Downey <planecrazydld@yahoo.com> wrote:
>do not archive
>
>of course that means that you will not be able to deburr the fastener holes for
fairly important non-redundant fasteners.
>
>Dave Downey
>Harleysville (SE) PA
>100 HP Corvair
>
>
>----- Original Message ----
>From: "Jaybannist@cs.com" <Jaybannist@cs.com>
>To: zenith-list@matronics.com
>Sent: Thursday, September 6, 2007 8:59:16 AM
>Subject: RE: Zenith-List: Finishing Rudder?
>
>
>
>Andy,
>
>I followed the plans and just located the hinge points on the rudder as they are
dimensioned on the drawings. When I went to connect the rudder to the fuselage,
I found that I had to shim the upper hinge plate; about .040" if I remember
correctly. I would suggest that you not install the upper hinge bracket until
you can locate it using the fuselage hinge plates.
>
>Jay in Dallas
>
>
>"Dr. Andrew Elliott" <a.s.elliott@cox.net> wrote:
>
>>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)
>>6============
>
>
>Got a=bz
>
Message 23
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| Subject: | Re: Finishing Rudder? |
Where did you guys find the "both sides" deburring tools?
Do not archive
----- Original Message ----
From: "Jaybannist@cs.com" <Jaybannist@cs.com>
Sent: Thursday, September 6, 2007 12:37:40 PM
Subject: Re: Zenith-List: Finishing Rudder?
Dave, I would use one of those "both sides" de-burring tools. - Jay
David Downey <planecrazydld@yahoo.com> wrote:
>do not archive
>
>of course that means that you will not be able to deburr the fastener holes for
fairly important non-redundant fasteners.
>
>Dave Downey
>Harleysville (SE) PA
>100 HP Corvair
>
>
>----- Original Message ----
>From: "Jaybannist@cs.com" <Jaybannist@cs.com>
>To: zenith-list@matronics.com
>Sent: Thursday, September 6, 2007 8:59:16 AM
>Subject: RE: Zenith-List: Finishing Rudder?
>
>
>
>Andy,
>
>I followed the plans and just located the hinge points on the rudder as they are
dimensioned on the drawings. When I went to connect the rudder to the fuselage,
I found that I had to shim the upper hinge plate; about .040" if I remember
correctly. I would suggest that you not install the upper hinge bracket until
you can locate it using the fuselage hinge plates.
>
>Jay in Dallas
>
>
>"Dr. Andrew Elliott" <a.s.elliott@cox.net> wrote:
>
>>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)
>>6============
>
>
>Got a=bz
>
Pinpoint customers who are looking for what you sell.
http://searchmarketing.yahoo.com/
Message 24
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| Subject: | Re: Finishing Rudder? |
Check items number 1 and 6 on the following webpage.
http://www.aircraftspruce.com/menus/search.php
Dred
---- Art Gibeaut <aagibeaut@yahoo.com> wrote:
>
> Where did you guys find the "both sides" deburring tools?
> Do not archive
Message 25
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| Subject: | Re: Finishing Rudder? |
Let's try that again. Click on these two links:
http://www.aircraftspruce.com/catalog/topages/deburringtool.php
http://www.aircraftspruce.com/catalog/topages/averymultiburr.php
Dred
> ---- Art Gibeaut <aagibeaut@yahoo.com> wrote:
> >
> > Where did you guys find the "both sides" deburring tools?
> > Do not archive
Message 26
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| Subject: | re: 601 HDS stall |
Maybe that's a metric airspeed indicator?
do not archive
Zed
Message 27
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| Subject: | Re: Finishing Rudder? |
do not archive=0A=0Ablind side deburring tools work well on single details.
Those fasteners go through the rudder spar and the spar flange doublers. T
he interface is fasr more important to debur than either the front or back
exposed face as the rivet can still provide some degree of clamping with bu
rrs under the head and/or tail. When the sheets are shimmed apart by burrs
you lose drastically more because one of the primary advantages of riveted
joints is load transfer due to sheet to sheet friction - which can only be
attained by close fitting sheets at the hole periphery.=0A =0ADave Downey
=0AHarleysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original Message
----=0AFrom: "dredmoody@cox.net" <dredmoody@cox.net>=0ATo: zenith-list@matr
onics.com=0ASent: Thursday, September 6, 2007 12:45:11 PM=0ASubject: Re: Ze
edmoody@cox.net>=0A=0ANot so. There are tools for blind deburring the backs
ide of a hole.=0A=0ADred=0A=0A---- David Downey <planecrazydld@yahoo.com> w
rote: =0A> do not archive=0A=0Aof course that means that you will not be ab
le to deburr the fastener holes for fairly important non-redundant fastener
=======================0A=0A=0A
_____________________________________________________________________
_______________=0ALuggage? GPS? Comic books? =0ACheck out fitting gifts for
=graduation+gifts&cs=bz
Message 28
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| Subject: | Re: Finishing Rudder? |
I'm fairly sure that I got mine at US Industrial Tool & Supply. - Jay
Art Gibeaut <aagibeaut@yahoo.com> wrote:
>
>Where did you guys find the "both sides" deburring tools?
> Do not archive
>
>----- Original Message ----
>From: "Jaybannist@cs.com" <Jaybannist@cs.com>
>To: zenith-list@matronics.com
>Sent: Thursday, September 6, 2007 12:37:40 PM
>Subject: Re: Zenith-List: Finishing Rudder?
>
>
>Dave, I would use one of those "both sides" de-burring tools. - Jay
>
>
>David Downey <planecrazydld@yahoo.com> wrote:
>
>>do not archive
>>
>>of course that means that you will not be able to deburr the fastener holes for
fairly important non-redundant fasteners.
>>
>>Dave Downey
>>Harleysville (SE) PA
>>100 HP Corvair
>>
>>
>>
>>----- Original Message ----
>>From: "Jaybannist@cs.com" <Jaybannist@cs.com>
>>To: zenith-list@matronics.com
>>Sent: Thursday, September 6, 2007 8:59:16 AM
>>Subject: RE: Zenith-List: Finishing Rudder?
>>
>>
>>
>>Andy,
>>
>>I followed the plans and just located the hinge points on the rudder as they
are dimensioned on the drawings. When I went to connect the rudder to the fuselage,
I found that I had to shim the upper hinge plate; about .040" if I remember
correctly. I would suggest that you not install the upper hinge bracket until
you can locate it using the fuselage hinge plates.
>>
>>Jay in Dallas
>>
>>
>>"Dr. Andrew Elliott" <a.s.elliott@cox.net> wrote:
>>
>>>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)
>>>6============
>>
>>
>>
>>Got a=bz
>>
>
>
>
>Pinpoint customers who are looking for what you sell.
>http://searchmarketing.yahoo.com/
>
>
Message 29
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| Subject: | Re: Finishing Rudder? |
The best tools cost a lot - but do the job accurately and repeatedly. They
are made by Cogsdill and are called Burraway. see eBay item 300145563092 fo
r example.=0A=0ABoth of the tools at the links listed will certainly deburr
holes but the burr removal is non-uniform by the nature of the tool design
. Another less thasn desirable feature is that the amopunt of materiall rem
oved on one of both sides is usually well in excess to the amount desired -
on thin sheet (what we work with most of the time) the final gage of sheet
left in bearing for the fasteneer is compromised by 25% or more.=0A=0AThe
way that the Cogsdill cutters work is that the little blade is spring loade
d - and you can set that spring tension to get thet amount of material remo
val desired. The blade is replacable (costly!) when the old one is worn.=0A
=0AThe best way to deal with the burr issue is very high RPM, light pressur
e, appropriate lubricant, step drilling, very sharp drills, correctly point
ed drills, and tightly clamped work pieces when drilling. the last item is
also very important if you desire to have structure without puckers and bul
ges along the rivet lines. The closer the fastener holes, the higher the Cl
eco count, and the better the quality of the holes drilled, the less a prob
lem with burrs and the better the final product will look and work. If you
drill a hole at #30 in one step by following all the best practice items li
sted here you will have a larger burr between details than if you step dril
l.=0A=0ABack to the original item: The upper rudder hinge details are retai
ned entirely by hollow rivets in tension; it does not amtter at all the siz
e of the rivet - I still want perfect load paths in that assembly.=0A=0ADav
e Downey=0AHarleysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original
Message ----=0AFrom: "dredmoody@cox.net" <dredmoody@cox.net>=0ATo: zenith-l
ist@matronics.com=0ASent: Thursday, September 6, 2007 3:20:02 PM=0ASubject:
Re: Zenith-List: Finishing Rudder?=0A=0A=0A--> Zenith-List message posted
by: <dredmoody@cox.net>=0A=0ALet's try that again. Click on these two links
:=0A=0Ahttp://www.aircraftspruce.com/catalog/topages/deburringtool.php=0A
=0Ahttp://www.aircraftspruce.com/catalog/topages/averymultiburr.php=0A=0ADr
ed=0A=0A> ---- Art Gibeaut <aagibeaut@yahoo.com> wrote: =0A> > --> Zenith-L
ist message posted by: Art Gibeaut <aagibeaut@yahoo.com>=0A> > =0A> > Where
did you guys find the "both sides" deburring tools?=0A> > Do not archive
===0A=0A=0A =0A__________________________________________________
__________________________________=0ABoardwalk for $500? In 2007? Ha! Play
=0Ahttp://get.games.yahoo.com/proddesc?gamekey=monopolyherenow
Message 30
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| Subject: | Re: Finishing Rudder? |
Use a new drill bit and a high speed drill and you will have very little
or no burr to deal with.
David Downey wrote:
>
> blind side deburring tools work well on single details. Those fasteners
> go through the rudder spar and the spar flange doublers. The interface
> is fasr more important to debur than either the front or back exposed
> face as the rivet can still provide some degree of clamping with burrs
> under the head and/or tail. When the sheets are shimmed apart by
> burrs you lose drastically more because one of the primary advantages of
> riveted joints is load transfer due to sheet to sheet friction - which
> can only be attained by close fitting sheets at the hole periphery.
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 31
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|
| Subject: | Re: Finishing Rudder? |
http://cogsdill-nuneaton.co.uk/Documents/Deburring%20Catalogue.pdf=0A=0AI n
ever used the Burr-Off=AE cutters but they look interesting. i will try anf
find one at a decent price and see if it is any better than the Burraway
=AE cutter. =0A=0ANote this guys: when the proper blade rakes and spring te
nsions are set, this tool does what we want from a deburrer: it cuts a mini
mal amount of structural material and removes the burrs very uniformly arou
nd the hole allowing optimal properties from the installed fastener (regard
less of the fastener type) with minimal effort. =0ADave Downey=0AHarleysvil
le (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original Message ----=0AFrom:
David Downey <planecrazydld@yahoo.com>=0ATo: zenith-list@matronics.com=0ASe
nt: Thursday, September 6, 2007 3:47:49 PM=0ASubject: Re: Zenith-List: Fini
shing Rudder?=0A=0A=0Ado not archive=0A =0Ablind side deburring tools work
well on single details. Those fasteners go through the rudder spar and the
spar flange doublers. The interface is fasr more important to debur than ei
ther the front or back exposed face as the rivet can still provide some deg
ree of clamping with burrs under the head and/or tail. When the sheets are
shimmed apart by burrs you lose drastically more because one of the primary
advantages of riveted joints is load transfer due to sheet to sheet fricti
on - which can only be attained by close fitting sheets at the hole periphe
ry.=0A =0ADave Downey=0AHarleysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A--
--- Original Message ----=0AFrom: "dredmoody@cox.net" <dredmoody@cox.net>
=0ATo: zenith-list@matronics.com=0ASent: Thursday, September 6, 2007 12:45:
11 PM=0ASubject: Re: Zenith-List: Finishing Rudder?=0A=0A=0A--> Zenith-List
message posted by: <dredmoody@cox.net>=0A=0ANot so. There are tools for bl
ind deburring the backside of a hole.=0A=0ADred=0A=0A---- David Downey <pla
necrazydld@yahoo.com> wrote: =0A> do not archive=0A=0Aof course that means
that you will not be able to deburr the fastener holes for fairly important
non-redundant fasteners.=0A=0ADave Dow href="http://www.matronics.com/Na
vigator?Zenith-List" - NEW MATRONICS WEB FORUMS = --> =0A=0A=0A
=0A=0A=0AFussy? Opinionated? Impo's user panel and lay it on us. =0A=0A=0A_
-========================
=========================0A
=0A=0A _______________________________________________________________
_____________________=0ALuggage? GPS? Comic books? =0ACheck out fitting gif
mail&p=graduation+gifts&cs=bz
Message 32
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| Subject: | Re: Finishing Rudder? |
another company that makes a nice tool is http://www.ezburr.com/=0A =0ADave
Downey=0AHarleysville (SE) PA=0A100 HP Corvair=0A=0A=0A=0A----- Original M
essage ----=0AFrom: David Downey <planecrazydld@yahoo.com>=0ATo: zenith-lis
t@matronics.com=0ASent: Thursday, September 6, 2007 3:47:49 PM=0ASubject: R
e: Zenith-List: Finishing Rudder?=0A=0A=0Ado not archive=0A =0Ablind side d
eburring tools work well on single details. Those fasteners go through the
rudder spar and the spar flange doublers. The interface is fasr more import
ant to debur than either the front or back exposed face as the rivet can st
ill provide some degree of clamping with burrs under the head and/or tail.
When the sheets are shimmed apart by burrs you lose drastically more becaus
e one of the primary advantages of riveted joints is load transfer due to s
heet to sheet friction - which can only be attained by close fitting sheets
at the hole periphery.=0A =0ADave Downey=0AHarleysville (SE) PA=0A100 HP C
orvair=0A=0A=0A=0A----- Original Message ----=0AFrom: "dredmoody@cox.net" <
dredmoody@cox.net>=0ATo: zenith-list@matronics.com=0ASent: Thursday, Septem
ber 6, 2007 12:45:11 PM=0ASubject: Re: Zenith-List: Finishing Rudder?=0A=0A
e are tools for blind deburring the backside of a hole.=0A=0ADred=0A=0A----
David Downey <planecrazydld@yahoo.com> wrote: =0A> do not archive=0A=0Aof
course that means that you will not be able to deburr the fastener holes fo
r fairly important non-redundant fasteners.=0A=0ADave Dow href="http://ww
w.matronics.com/Navigator?Zenith-List" - NEW MATRONICS WEB FORUMS
= --> =0A=0A=0A=0A=0A=0AFussy? Opinionated? Impo's user panel and lay i
=======0A=0A=0A =0A______________________________________
______________________________________________=0ASick sense of humor? Visit
Yahoo! TV's =0AComedy with an Edge to see what's on, when. =0Ahttp://tv.ya
hoo.com/collections/222
Message 33
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|
For those who were asking about the positioning of static ports, I went
flying today and took some photos. These photos show how AMD does it on
their manufactured version of the 601.
Also, on the Angle of Attack indicator option for the Dynon, I shot a short
movie showing how mine twitches. I need to strongly emphasize that overall
I love the Dynon and feel that is a great product. It performs well at an
excellent price. But, take a look at the twitching AoA indicator and tell
me if that's how it ought to be. I'd be happy to hear all theories.
Gig, Dynon has supplied replacement parts including a new pitot. I'm due
for a factory annual next month, so we'll hit it again. Oh yes, someone
asked about software versions.. I am one version behind. It's tough
finding a laptop with a serial port anymore!
See the pictures and movie at http://mostlyflying.blogspot.com
--
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 34
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> It's tough finding a laptop with a serial port anymore!
Have you tried a USB-to-serial adapter to give your newish laptop a serial
port? Any CompUSA (or maybe Radio Shack) should have one.
-- Craig
Message 35
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| Subject: | Re: 701 Kit Info |
I am kit building the 701 and my fuselage, wings, flaperons, and slats were
CNC punched by Zenith. I purchased the tail kit about a year earlier so
don't remember if those skins were punched.
Everything has fit together perfectly. Anytime something did not seem to be
lining up, it was my fault. With all the trail fitting you do while
building there is a lot of opportunity to mess up as well as catch your
errors. I think that having the punched skins has made the end results much
nicer than if you had to mark and drill all the holes yourself.
I have found that the pre-punched holes made it very easy to get it together
right the first time!
George
N73EX (reserved)
Message 36
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| Subject: | Re: EA-81 Stratus Question -- Replacinig PSRU Bearings |
contact Ron at RAM info@ramengines.com he can tell anything you want to
know... Joe N101HD 601XL RAM 130
----- Original Message -----
From: "Falcon" <crx@ubbdev.com>
Sent: Monday, September 03, 2007 9:44 PM
Subject: Zenith-List: EA-81 Stratus Question -- Replacinig PSRU Bearings
>
> And I'll ask on the Stratus list, too, but when I go there, I hear
> crickets.
>
> I need to replace my PSRU bearings -- these are the two 6207-2RS bearings
> in the large hub. To get to them, I think I need to pull the spindle, by
> loosening the jam nut on the back of the PSRU. Now, the jam nut is a
> spanner type, with four rectangular notches, cut into the perimeter of the
> nut at 90 degree increments.
>
> Where do I find a wrench that will handle this?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=132587#132587
>
>
>
Message 37
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| Subject: | Re: 701 Kit Info |
Art,
Thanks for your response, reassurance is a good thing. I'll give John a shout
and see what issues if any he's run into. My progress has been slow, its a
family thing. I had my wife pulling rivets on the rudder skeleton with some practice
pulls first of course. Anyway, I appreciate your support.
do not archive
Art
Art Gibeaut <aagibeaut@yahoo.com> wrote:
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 perfectly.
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 help to me.
Art Gibeaut
CH 701 maybe 20% done.
Erie, IL
Do not archive
----- Original Message ----
From: Art Olechowski <ifly4fun2@sbcglobal.net>
Sent: Wednesday, September 5, 2007 8:17:13 PM
Subject: Zenith-List: 701 Kit Info
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)
---------------------------------
Take the Internet to Go: Yahoo!Go puts the Internet in your pocket: mail, news,
photos & more.
Message 38
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| Subject: | Re: 701 Kit Info |
George,
That's great to here, I'm glad this list is so supportive. I'm feeling much
more convinced of getting the kit pre-drilled. I'm looking forward in getting
started with the remainder of the kit, I'm addicted to building but I love flying
just the same. I appreciate your input. Happy Building...
do not archive
Art
George Race <mykitairplane@mrrace.com> wrote:
I am kit building the 701 and my fuselage, wings, flaperons, and slats were
CNC punched by Zenith. I purchased the tail kit about a year earlier so don't
remember if those skins were punched.
Everything has fit together perfectly. Anytime something did not seem to be
lining up, it was my fault. With all the trail fitting you do while building
there is a lot of opportunity to mess up as well as catch your errors. I think
that having the punched skins has made the end results much nicer than if you
had to mark and drill all the holes yourself.
I have found that the pre-punched holes made it very easy to get it together
right the first time!
George
N73EX (reserved)
Message 39
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| Subject: | Re: [CH601XL] Re: Jim Pellien lost in 601XL crash |
I am not sure if anyone will read my reply so late after the last entry. But I
thought you all should here from someone who flew with Jim and knew him personally.
For anyone who would doubt his ability to check the tanks before flight, you should
know that he dutifully checked every aspect of his plane before flight.
His family and friends are all aware that he was steadfast on the pre-flight checks.
He would constantly check fuel level as well as water in the tank.
If Jim did not check the tanks and the tanks really were empty, you should know
that the flight time before crashing would not have been enough for him to even
get to the nearest airport with gas service. Perhaps that would be an issue
for the man in Jim's employ who last flew the plane.
What I believe to be true is that Jim checked his plane as he normally did, knew
he had enough fuel and took off for a leisurly flight. Something happened mid-air
that caused a loss of fuel and he crashed.
Jim's family and friends have and will always stand behind the man they knew him
to be. For anyone to suppose to know what he may or may not have done on that
day is absurd and insulting to his life and his family.
If you want to learn a lesson here is my recommendation,
1. Never leave someone elses plane with not enough fuel to get to an airport that
offers gas service.
2. Find out how an engine, any engine car or plane can leave as little as 2 ounces
and be running 1 minute prior to crashing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133187#133187
Message 40
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| Subject: | Re: Jim Pellien lost/ plus 2 others |
I am not sure if anyone will read my reply so late after the last entry. But I
thought you all should here from someone who flew with Jim and knew him personally.
For anyone who would doubt his ability to check the tanks before flight, you should
know that he dutifully checked every aspect of his plane before flight. His
family and friends are all aware that he was steadfast on the pre-flight checks.
He would constantly check fuel level as well as water in the tank.
If Jim did not check the tanks and the tanks really were empty, you should know
that the flight time before crashing would not have been enough for him to even
get to the nearest airport with gas service. Perhaps that would be an issue
for the man in Jim's employ who last flew the plane.
What I believe to be true is that Jim checked his plane as he normally did, knew
he had enough fuel and took off for a leisurly flight. Something happened mid-air
that caused a loss of fuel and he crashed.
Jim's family and friends have and will always stand behind the man they knew him
to be. For anyone to suppose to know what he may or may not have done on that
day is absurd and insulting to his life and his family.
If you want to learn a lesson here is my recommendation,
1. Never leave someone elses plane with not enough fuel to get to an airport that
offers gas service.
2. Find out how an engine, any engine car or plane can leave as little as 2 ounces
and be running 1 minute prior to crashing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133188#133188
Message 41
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| Subject: | Re: Results of 601xl structure testing by ZAC?? |
Hi Mark,
I followed the link you posted.
The new load tests that are pictured, only seem to show testing taking place for
the negative ultimate limit load of the aircraft, there do not seem to be any
recent photo's showing a re-test of the positive ultimate limit loads.
The older photo's checking the positive limit loads on the painted aircraft are
dated 2005.
Regards,
Eddie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133207#133207
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