Today's Message Index:
----------------------
1. 01:24 AM - Re: The Yard Store (Michael Hilderbrand)
2. 04:25 AM - Re: Purple Dragon Spotted over Newnan, GA (KCCO) (kmccune)
3. 05:18 AM - Re: Purple Dragon Spotted over Newnan, GA (KCCO) (Tommy Walker)
4. 07:32 AM - Re: Coming Soon (ashontz)
5. 07:37 AM - Re: Avionics Master Switch: To install, or not to install (ashontz)
6. 07:44 AM - Re: Avionics Master Switch: To install, or not to install (ashontz)
7. 08:04 AM - Re: Re: Avionics Master Switch: To install, or not to install ()
8. 09:12 AM - Re: Purple Dragon Spotted over Newnan, GA (KCCO) (David Barth)
9. 09:39 AM - Re: The Yard Store (David Downey)
10. 11:16 AM - Re: The Yard Store (Gig Giacona)
11. 12:24 PM - Re: Powerplant Choices (ashontz)
12. 12:38 PM - Re: Zenith-access panel (Joe)
13. 01:01 PM - Re: Re: Powerplant Choices (David Downey)
14. 01:18 PM - Re: Re: Powerplant Choices (Dave G.)
15. 02:49 PM - Re: Purple Dragon Spotted over Newnan, GA (KCCO) (John Marzulli)
16. 04:33 PM - Re: Re: Powerplant Choices (ZodieRocket)
17. 05:12 PM - Van's vents in 601 HD? (Bill Steer)
18. 05:42 PM - Re: Re: Avionics Master Switch: To install, or not to install (Bryan Martin)
19. 05:58 PM - Re: Van's vents in 601 HD? (George Swinford)
20. 07:49 PM - what size screw?? (Carlos Sa)
21. 07:57 PM - Re: riveter nosepieces (Dave Thompson)
22. 08:52 PM - Re: Van's vents in 601 HD? (Peter Chapman)
23. 09:13 PM - Re: what size screw?? (Edward Moody II)
24. 09:15 PM - Re: The Yard Store (JohnDRead@aol.com)
25. 09:17 PM - Re: Van's vents in 601 HD? (George Swinford)
26. 09:59 PM - riveter nosepiece (Darrell Haas)
Message 1
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| Subject: | Re: The Yard Store |
They are still in business, I just went there last Friday..
Michael Hilderbrand
Derby, Kansas
Http://www.kansasflying.com
----- Original Message ----
From: "JohnDRead@aol.com" <JohnDRead@aol.com>
Sent: Sunday, November 11, 2007 9:04:48 PM
Subject: Zenith-List: The Yard Store
Hello All:
Does any one know if the Yard Store is still in business? I have
been unable to get to them on the web.
Do not archive
John Read
Phone: 303-648-3261
Fax: 303-648-3262
Cell: 719-494-4567
See wh
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| Subject: | Re: Purple Dragon Spotted over Newnan, GA (KCCO) |
Congrats! Beautiful airplane!
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145329#145329
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| Subject: | Re: Purple Dragon Spotted over Newnan, GA (KCCO) |
Congratulations Rick!!
Folks, that is one good-looking 701. Plus, Rick is one of the better
builders around. I learned a lot from him.
Hey Rick, got any photos or video?
Tommy Walker in Alabama
Do Not Archive..
"Another fine Zenith aircraft took to the sky at 7:30 AM local this morning.
N701RR came to life and flew two complete circuits. What a surprise! Now
the panels come off for a look-see. BTW..she's a Zenith 701 with slats Vs
VGs, auto conversion Geo Metro 1.3L with IVO inflight adjustable prop,
avionics master switch, and..GULP, I did use green Scotchbrite???
Special thanks to all the folks at Zenith then all my peeps that gave
me support and help along the way: First to my WIFE, then Tommy Walker,
Randy Fortune, Jon Croke, Mark-ZodieRocket, Larry McFarland. (I've been
watching NASCAR too much!)"
Message 4
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kmccune wrote:
> Not as much as I hate buying jewelry :D
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145380#145380
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| Subject: | Re: Avionics Master Switch: To install, or not to install |
I belive it's a good idea to turn off the avionocs before turning on or off the
engine due to possible electrical spikes from what I remember. They should be
protected, but even so. Plus, let's say you forgot to shut off one of the instruments,
or say the fuel tank level gauge or another such instrument like a temperature
gauge, that's still drawing power albeit a little bit, like leaving
a your dome light on in the car, well, not as serious of a draw of current, but
still. Come back 3 weeks later to fly and you're battery could be seriously
drained.
do not archive
txpilot wrote:
> I'm currently working on my electrical system using Bob Nuckoll's 'Aeroelectric
Design' book as a guide. This book is an excellent resource, but I'm not sure
about his suggestion not to install an avionics master switch. He claims
it causes more problems than it solves because the switch itself can be a single
point of failure for all avionics.
>
> He also says modern avionics are robust enough to take voltage fluctuations and
therefore don't need an AMS. I'm planning on installing relatively old technology
radios: KX-155, KT-76A and a standard sigtronics intercom.
>
> Any thoughts? What's everyone else doing? BTW - I'm not intending on installing
a secondary AMS. This is a day VFR only airplane and I'm trying to keep
it simple.
>
> Thanks,
>
> Dan Ginty
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145385#145385
Message 6
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| Subject: | Re: Avionics Master Switch: To install, or not to install |
Actually, if anything it may may the installation cleaner, you have everything
going back to a common terminal strip anyway, I would hope anyway, not a big deal
to just add a switch to that whole terminal strip. Or how about if you're
doing maintenance later in and around one of those instruments, instead of disconnecting
the whole battery you can just flip the switch off and be able to work
around the instruments without worrying about shorting something out. Plus
you can add a breaker to the whole terminal block that services the instruments.
Seems like a "best practices" thing to me to add a master switch.
When I get to the point of doing my instrument panel I'd like the whole thing to
be able to just slide out and have the terminal block and everything on a tray
along with the instruments, that way I can install all the instruments on my
work bench and then just slide the tray in and connected one or two wiring harnesses.
Nothing beats clean installations. Make it easier to work on for sure.
do not archive.
jetboy wrote:
> I went with simple, no avionics master, and I never bother turning the stuff
I normally run (KY97a) on or off either. That just wears out the controls. I have
run this same radio in 2 planes over the last 15 years, no problems. It was
in a C150A with the pull starter and generator, no avionics master, not even
the 'dump the radios while the keyswitch is cranking' facility.
>
> Those 'older' radios are compliant to DOD 160, something that some of the newer
round hole mount types seem to be lacking. You can tell the cheap ones by
the messages on their websites about "must install after avionics master and xx,000
uF capacitor" The problem with these is they actually have no physical switch
of their own, and the electronic switch is 'susceptible', so this class
of device does benefit from a separate switch.
>
> I'm with Bob's philosophy here, and if things go bad on a murky day you really
just want to fly the airplane without getting mixed up in complicated systems
that lead to more troubles than you started with. Sorry it doesnt make for a
very impressive cockpit, bit like when I got into a Piper Cub after training
in C172's and literally wondered if I could safely fly this machine because it
lacked almost every item that I thought was needed for the journey. And it didnt
have an avionics master.
>
> Ralph
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145388#145388
Message 7
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| Subject: | Re: Avionics Master Switch: To install, or not to install |
If absolute simplicity is not the goal, you should have the avionics master switch
supply an avionics bus as you said, but coming from that bus, each electrical
consumer should have its own breaker or fuse with the appropriate amp rating
to protect the one appliance it serves. I know from painful experience burning
out a Ray Allen servo system that lumping things in under one breaker rated
for the sum of all the users is not a great idea.
Dred
---- ashontz <ashontz@nbme.org> wrote:
>
> Actually, if anything it may may the installation cleaner, you have everything
going back to a common terminal strip anyway, I would hope anyway, not a big
deal to just add a switch to that whole terminal strip. Or how about if you're
doing maintenance later in and around one of those instruments, instead of disconnecting
the whole battery you can just flip the switch off and be able to
work around the instruments without worrying about shorting something out. Plus
you can add a breaker to the whole terminal block that services the instruments.
Seems like a "best practices" thing to me to add a master switch.
>
> When I get to the point of doing my instrument panel I'd like the whole thing
to be able to just slide out and have the terminal block and everything on a
tray along with the instruments, that way I can install all the instruments on
my work bench and then just slide the tray in and connected one or two wiring
harnesses. Nothing beats clean installations. Make it easier to work on for sure.
>
> do not archive.
>
>
> jetboy wrote:
> > I went with simple, no avionics master, and I never bother turning the stuff
I normally run (KY97a) on or off either. That just wears out the controls. I
have run this same radio in 2 planes over the last 15 years, no problems. It
was in a C150A with the pull starter and generator, no avionics master, not even
the 'dump the radios while the keyswitch is cranking' facility.
> >
> > Those 'older' radios are compliant to DOD 160, something that some of the
newer round hole mount types seem to be lacking. You can tell the cheap ones by
the messages on their websites about "must install after avionics master and
xx,000 uF capacitor" The problem with these is they actually have no physical
switch of their own, and the electronic switch is 'susceptible', so this class
of device does benefit from a separate switch.
> >
> > I'm with Bob's philosophy here, and if things go bad on a murky day you really
just want to fly the airplane without getting mixed up in complicated systems
that lead to more troubles than you started with. Sorry it doesnt make for
a very impressive cockpit, bit like when I got into a Piper Cub after training
in C172's and literally wondered if I could safely fly this machine because
it lacked almost every item that I thought was needed for the journey. And it
didnt have an avionics master.
> >
> > Ralph
>
>
> --------
> Andy Shontz
> CH601XL - Corvair
> www.mykitlog.com/ashontz
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=145388#145388
>
>
>
>
>
>
>
>
>
>
Message 8
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| Subject: | Re: Purple Dragon Spotted over Newnan, GA (KCCO) |
Congratulations Rick! I have been looking for this
email. Have a lot of fun and fly safely buddy.
David
--- rroberts <groberts19@bellsouth.net> wrote:
> <groberts19@bellsouth.net>
>
> Another fine Zenith aircraft took to the sky at 7:30
> AM local this morning. N701RR came to life and flew
> two complete circuits. What a surprise! Now the
> panels come off for a look-see. BTW..she's a Zenith
> 701 with slats Vs VGs, auto conversion Geo Metro
> 1.3L with IVO inflight adjustable prop, avionics
> master switch, and..GULP, I did use green
> Scotchbrite???
>
> Special thanks to all the folks at Zenith then all
> my peeps that gave me support and help along the
> way: First to my WIFE, then Tommy Walker, Randy
> Fortune, Jon Croke, Mark-ZodieRocket, Larry
> McFarland. (I've been watching NASCAR too much!)
>
> Rick
> www.n701RR.com
>
> --------
> Low & Slow
> Rick
> www.n701rr.com
>
>
David Barth
601 XL Plansbuilder 15% done?
Working on Wings
www.ch601.org
__________________________________________________
Message 9
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| Subject: | Re: The Yard Store |
I just received a mailed flyer from them last week...
JohnDRead@aol.com wrote: Hello All:
Does any one know if the Yard Store is still in business? I have
been unable to get to them on the web.
Do not archive
John Read
Phone: 303-648-3261
Fax: 303-648-3262
Cell: 719-494-4567
---------------------------------
See wh
Dave Downey
Harleysville (SE) PA
100 HP Corvair
__________________________________________________
Message 10
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| Subject: | Re: The Yard Store |
http://www.yardstore.com/
Just worked for me.
--------
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=145458#145458
Message 11
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| Subject: | Re: Powerplant Choices |
Does 20hp really make that much of a difference? The 601HD was originally designed
for 65hp if I'm not mistaken.
I've heard that it takes 25% more power to go 10% faster. Personally, I'd guess
that an 80hp engine, even on a 601XL is sufficient.
Just an analogy here. I used to have a 18' aluminum starcraft boat. Originally
it had a 140hp engine on it, It did about 48mph with that arrangement, maybe 50
tops. I took that off and mounted a 70hp evinrude. With the 70hp engine, the
boat went a solid 36mph, or about a 25% reduction in speed for a 50% reduction
in power, there was no major noticable difference in getting it up on plane
either. From everything everyone is describing of the 601XL with a 100hp engine
and how it has about double the climb numbers of a Cessna 152, I'd have to imagine
an 80hp instead of 100hp is not that big of a difference, certainly not
to the point that it would be a safety concern. The 601XL is considerably lighter
than a Cessna 152, and if I'm not mistaken, an O-200 is actually rated at
like 90hp, not 100hp. So an XL with an 80hp engine would still seem 'zippy' by
comparison I'd have to imagine.
do not archive
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145470#145470
Message 12
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| Subject: | Re: Zenith-access panel |
Pat:
I'm Joe Ham from Mount Holly, NC; Phone: 704/827-1303.
I would appreciate any pictures you might have of your airplane and the
access panel.
How much of any extension did you have to put on your engine to extend
the prop?
What is the best time to call you on the phone...as I will have many
questions.
THANKS :-) JOE
----- Original Message -----
From: passpat@aol.com
To: zenith-list@matronics.com
Sent: Sunday, October 14, 2007 7:40 PM
Subject: Re: Zenith-List: 0-235 Prop
-------------------------------------------------------------------------
-----
See what's new
-------------------------------------------------------------------------
-----
Email and AIM finally together. You've gotta check out free AOL Mail!
Message 13
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| Subject: | Re: Powerplant Choices |
seems like it might make it harder to ham-hand as well.
Does 20hp really make that much of a difference? The 601HD was originally designed
for 65hp if I'm not mistaken.
I've heard that it takes 25% more power to go 10% faster. Personally, I'd guess
that an 80hp engine, even on a 601XL is sufficient.
Just an analogy here. I used to have a 18' aluminum starcraft boat. Originally
it had a 140hp engine on it, It did about 48mph with that arrangement, maybe 50
tops. I took that off and mounted a 70hp evinrude. With the 70hp engine, the
boat went a solid 36mph, or about a 25% reduction in speed for a 50% reduction
in power, there was no major noticable difference in getting it up on plane
either. From everything everyone is describing of the 601XL with a 100hp engine
and how it has about double the climb numbers of a Cessna 152, I'd have to imagine
an 80hp instead of 100hp is not that big of a difference, certainly not
to the point that it would be a safety concern. The 601XL is considerably lighter
than a Cessna 152, and if I'm not mistaken, an O-200 is actually rated at
like 90hp, not 100hp. So an XL with an 80hp engine would still seem 'zippy' by
comparison I'd have to imagine.
do not archive
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=145470#145470
Dave Downey
Harleysville (SE) PA
100 HP Corvair
__________________________________________________
Message 14
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| Subject: | Re: Powerplant Choices |
An 80 HP 912 should be more than enough. That doesn't mean it's enough for
everyone, there is a LARGE segment of aviation who adhere to the more is
always better philosophy. IF they could mount 200hp on a 601, they would. My
old BMW motorcycle has a thirty something HP engine, the same frame was
available with engines up to 2/3 larger. There are a lot of people trying to
extract more HP from that larger engine in the belief that they don't have
enough power. If you simply want to fly a relaxing and enjoyable plane 80 is
enough, if you want to hit pattern altitude before you have used up a 1000
ft runway, you'll need more.
----- Original Message -----
From: "ashontz" <ashontz@nbme.org>
Sent: Monday, November 12, 2007 4:22 PM
Subject: Zenith-List: Re: Powerplant Choices
>
> Does 20hp really make that much of a difference? The 601HD was originally
> designed for 65hp if I'm not mistaken.
>
> I've heard that it takes 25% more power to go 10% faster. Personally, I'd
> guess that an 80hp engine, even on a 601XL is sufficient.
>
Message 15
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| Subject: | Re: Purple Dragon Spotted over Newnan, GA (KCCO) |
Congrats!
It's always an inspiration to see another get done and fly.
Happy flying!
On Nov 12, 2007 9:11 AM, David Barth <davids601xl@yahoo.com> wrote:
>
> Congratulations Rick! I have been looking for this
> email. Have a lot of fun and fly safely buddy.
> David
>
> --- rroberts <groberts19@bellsouth.net> wrote:
>
> > <groberts19@bellsouth.net>
> >
> > Another fine Zenith aircraft took to the sky at 7:30
> > AM local this morning. N701RR came to life and flew
> > two complete circuits. What a surprise! Now the
> > panels come off for a look-see. BTW..she's a Zenith
> > 701 with slats Vs VGs, auto conversion Geo Metro
> > 1.3L with IVO inflight adjustable prop, avionics
> > master switch, and..GULP, I did use green
> > Scotchbrite???
> >
> > Special thanks to all the folks at Zenith then all
> > my peeps that gave me support and help along the
> > way: First to my WIFE, then Tommy Walker, Randy
> > Fortune, Jon Croke, Mark-ZodieRocket, Larry
> > McFarland. (I've been watching NASCAR too much!)
> >
> > Rick
> > www.n701RR.com
> >
> > --------
> > Low & Slow
> > Rick
> > www.n701rr.com
> >
> >
>
> David Barth
> 601 XL Plansbuilder 15% done?
> Working on Wings
> www.ch601.org
>
> __________________________________________________
>
>
--
John Marzulli
http://701Builder.blogspot.com/
"Flying a plane is no different than riding a bicycle... it's just a lot
harder to put baseball cards in the spokes.
-Airplane The Movie
Message 16
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| Subject: | Re: Powerplant Choices |
I love this conversation, when is enough , enough? Well never, but when
is enough adequate, that is the question. Lets look at the 701 she will
happily put along on 60hp shes will have adequate stol performance and
cruise at an appreciable 70 mph. But no one installs a 582 anymore,
everyone installs a Rotax 912, this is a great performer and your plane
will cruise at a robust 90 mph with some clean up, stol performance will
be enviable to everyone. If you are buying a used 912 and getting a
great deal then you have the perfect engine, but if your buying new then
the 912S is typically only $1,500 dollars more. SO for that extra cash
which in the whole cost isn't that much, you have a plane that can
cruise at 95-105 mph, STOL is sickening to anyone's stomach and it
climbs vertically. DO we need this? Not for most of us, but lets look at
the 100 deg day at 5000 ft strip. Would the engine that didn't cost much
extra, uses little more in fuel burn and weighs the same as the lower hp
motor not make more sense? 20 hp makes a big difference if it isn't a
big difference in the pocket book. Now lets look at the 914, here is
another 15 hp above the 912S we cannot cruise any faster because we are
already close to Vne we won't notice the climb rate unless we are at
high altitude. Plus the engine is $14,000 more then the 100hp this is
the value that does not make sense. The engine will not do anything more
for us, but it will cost us a hell of a lot more. We will not realize
value for performance. Both the 912 and 912S are capable of the same
slow flight cost is of little difference when new, so in this case the
extra 20 hp are desirable.
In the 601HD she will happily put along on 70hp, but at that fly-in that
you landed at first thing this morning and the heat when crazy will I
have enough runway to take off? Having more HP is not just for flying
faster, it is for the ability to use the resources we want to. A short
strip on a very hot day may be too much for a low powered plane. That
extra 20hp may make the difference. The problem is to know when airframe
gain is eclipsed by pocketbook drain.
IF you can afford a 70 hp motor, but the 90 hp is less then a couple
thousand it is sometimes better to wait that little extra, remember your
going to have this plane a long time as a rule. But if were looking at a
huge difference in cost then 70 hp is adequate and you will still have a
fun plane. Though you will also be aware that some runways and
situations may not be advisable for you. Heat and altitude conditions
are more critical.
There is always a limit. More is not always better, but if it is within
reason to costs and airframe then more may be desirable.
When it comes down to a Rotax 912 over the 912S, in Canada the cost
difference is less then $1,500.00 for this amount I can never recommend
the straight 912 unless you are able to find a half time one for a good
cost. Only then do you have a reasonable value for HP output.
Look over your options, Look over your abilities, look at your mission.
These things will dictate which each of us will desire, not the other
fellow that may fly a different mission.
Mark Townsend
Can-Zac Aviation Ltd.
president@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 Dave G.
Sent: Monday, November 12, 2007 4:18 PM
Subject: Re: Zenith-List: Re: Powerplant Choices
An 80 HP 912 should be more than enough. That doesn't mean it's enough
for
everyone, there is a LARGE segment of aviation who adhere to the more is
always better philosophy. IF they could mount 200hp on a 601, they
would. My
old BMW motorcycle has a thirty something HP engine, the same frame was
available with engines up to 2/3 larger. There are a lot of people
trying to
extract more HP from that larger engine in the belief that they don't
have
enough power. If you simply want to fly a relaxing and enjoyable plane
80 is
enough, if you want to hit pattern altitude before you have used up a
1000
ft runway, you'll need more.
----- Original Message -----
From: "ashontz" <ashontz@nbme.org>
Sent: Monday, November 12, 2007 4:22 PM
Subject: Zenith-List: Re: Powerplant Choices
>
> Does 20hp really make that much of a difference? The 601HD was
originally
> designed for 65hp if I'm not mistaken.
>
> I've heard that it takes 25% more power to go 10% faster. Personally,
I'd
> guess that an 80hp engine, even on a 601XL is sufficient.
>
11/11/2007 9:50 PM
11/11/2007 9:50 PM
Message 17
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| Subject: | Van's vents in 601 HD? |
Has anybody used the Van's SV-COMBO vent kit in a 601HD? Is there
enough room to install the NACA opening between the sidewall stiffeners
aft of the firewall?
Thanks for any info.
Bill
Message 18
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| Subject: | Re: Avionics Master Switch: To install, or not to install |
The fuses are there to protect the wiring, not the devices that are
connected to it. A fuse or breaker will not prevent an electrical
device from shorting out internally and frying, but it will prevent
that short circuited device from overheating the wiring and filling
the cockpit with smoke. A fuse or circuit breaker rating is
determined by the size of the smallest interconnect wiring supplied
by that fuse. The biggest advantage of dividing up the electrical
load into smaller chunks with more fuses is that you may save weight
overall by using smaller supply wire on all those circuits since
modern fuse blocks with mini fuses are much lighter than the old
style individual sockets for glass fuses.
On Nov 12, 2007, at 11:03 AM, <dredmoody@cox.net> <dredmoody@cox.net>
wrote:
>
> If absolute simplicity is not the goal, you should have the
> avionics master switch supply an avionics bus as you said, but
> coming from that bus, each electrical consumer should have its own
> breaker or fuse with the appropriate amp rating to protect the one
> appliance it serves. I know from painful experience burning out a
> Ray Allen servo system that lumping things in under one breaker
> rated for the sum of all the users is not a great idea.
>
> Dred
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 19
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| Subject: | Re: Van's vents in 601 HD? |
Bill:
I installed Van's NACA inlets and cockpit air outlets in my 601HD. It was
some time ago, so I'm not sure if they are the same as the SV-Combo kit.
The opening in the side skin measures 137mm long by 70mm at the widest
point, if that helps to identify them.
The NACA inlets are installed just below the upper longeron with the
centerline of the inlet parallel to the longeron and about 55mm below the
edge of the upper skin. The forward edge of the inlet is 165mm aft of the
firewall rivet line. I located the cockpit air outlets just below the
outboard corners of the instrument panel.
Since the airplane is still languishing in my garage I can't tell you how
effective they are. The installation was not difficult at all.
I can scan a couple of pictures if that would be helpful. Let me know off
list.
George
----- Original Message -----
From: "Bill Steer" <steerr@bellsouth.net>
Sent: Monday, November 12, 2007 5:13 PM
Subject: Zenith-List: Van's vents in 601 HD?
>
> Has anybody used the Van's SV-COMBO vent kit in a 601HD? Is there
> enough room to install the NACA opening between the sidewall stiffeners
> aft of the firewall?
>
> Thanks for any info.
>
> Bill
>
>
> --
11/12/2007 12:56 PM
>
>
Message 20
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| Subject: | what size screw?? |
Hello, all
I have spent a couple of hours trying to figure this one out, but no luck.
I want to use anchor nut K1100 (
http://www.aircraftspruce.com/pdf/2008Individual/Cat08086.pdf ) with machine
screws NAS514 (
http://www.aircraftspruce.com/pdf/2008Individual/Cat08093.pdf ).
I want to dimple the part where the anchor nut will be riveted, so the screw
will sit flush. Dimple die sets are sold for screws #6, #8 and #10 (for
instance: http://www.averytools.com/p-858-screw-dimplers.aspx )
Question is, what the the size of the NAS514P832-6P screw?
(in case this is of use to other listers, here are some related URLs:
Screw data:
http://icrank.com/cgi-bin/pageman/pageout.cgi?path=/data/screw/screw_source.htm&t=2
Screw dimensions:
http://www.mcfeelys.com/tech/dimensions.aspx
Wikipedia:
http://en.wikipedia.org/wiki/Screw )
Thanks in advance for any clues, tips, even shrugs!
Carlos
CH601-HD, plans
Message 21
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| Subject: | Re: riveter nosepieces |
List,
Go to the Harbor freight Tools website: harborfreight.com and look up your
air riveter. At the bottom of the add, there is a green link to download the
instruction manual. On page 10 and 11 (model 93458) there is a parts
breakdown. Get the part number and call the 800 number in the manual. Ask
them if you can purchase some spare parts. I did it for an air impact wrench
and they sent me a complete rebuild kit for $12.00.
Just my two cents worth,
Dave Thompson
Message 22
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| Subject: | Re: Van's vents in 601 HD? |
At 20:52 12-11-07, you wrote:
>
>I installed Van's NACA inlets and cockpit air outlets in my 601HD. It was
>some time ago, so I'm not sure if they are the same as the SV-Combo kit.
Similar story here.
Installed some sort of kit from Van's back in '99, on an HDS.
Work really well. Large eyeball vents centered infront of each pilot,
at the bottom of the panel.
Installation shown half way down the page:
http://web.ionsys.com/~pchapman/zdc/zdc_photos_construction.htm
(The instrument panel photo on the same page doesn't show the vents -
photo was taken before the retrofit for the big Van's vents.)
Peter Chapman
Toronto, ON
Message 23
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| Subject: | Re: what size screw?? |
No tsure exactly what you are asking about the size of the NAS514P832-6P
screw, so here is the whole deal:
It is a #8 screw. It has 32 pitch threads so it fits a K1000-08 or any
nutplate made for an 8-32 screw. It is 3/8" long (.375"). It requires a
#8 dimple to fit flush.
Dred
----- Original Message -----
From: Carlos Sa
To: zenith-list@matronics.com
Sent: Monday, November 12, 2007 9:44 PM
Subject: Zenith-List: what size screw??
Hello, all
I have spent a couple of hours trying to figure this one out, but no
luck.
I want to use anchor nut K1100 (
http://www.aircraftspruce.com/pdf/2008Individual/Cat08086.pdf ) with
machine screws NAS514 (
http://www.aircraftspruce.com/pdf/2008Individual/Cat08093.pdf ).
I want to dimple the part where the anchor nut will be riveted, so the
screw will sit flush. Dimple die sets are sold for screws #6, #8 and #10
(for instance: http://www.averytools.com/p-858-screw-dimplers.aspx )
Question is, what the the size of the NAS514P832-6P screw?
Message 24
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| Subject: | Re: The Yard Store |
Thanks to all who replied to my Yard Store ? Turns out we were having a
local Internet problem. do not archive.
John Read
Phone: 303-648-3261
Fax: 303-648-3262
Cell: 719-494-4567
Message 25
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| Subject: | Re: Van's vents in 601 HD? |
My installation is very similar.
George
----- Original Message -----
From: "Peter Chapman" <pchapman@ionsys.com>
Sent: Monday, November 12, 2007 8:49 PM
Subject: Re: Zenith-List: Van's vents in 601 HD?
>
> At 20:52 12-11-07, you wrote:
<grs-pms@comcast.net>
> >
> >I installed Van's NACA inlets and cockpit air outlets in my 601HD. It
was
> >some time ago, so I'm not sure if they are the same as the SV-Combo kit.
>
> Similar story here.
> Installed some sort of kit from Van's back in '99, on an HDS.
> Work really well. Large eyeball vents centered infront of each pilot,
> at the bottom of the panel.
>
> Installation shown half way down the page:
> http://web.ionsys.com/~pchapman/zdc/zdc_photos_construction.htm
>
> (The instrument panel photo on the same page doesn't show the vents -
> photo was taken before the retrofit for the big Van's vents.)
>
>
> Peter Chapman
> Toronto, ON
>
>
> --
11/12/2007 12:56 PM
>
>
Message 26
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| Subject: | riveter nosepiece |
Thank you all for the information on the nosepiece.
Darrell
Do not archive.
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