Today's Message Index:
----------------------
1. 12:59 AM - Subaru RAM 115CV for 601HD (Antonio bm)
2. 03:18 AM - Re: Subaru RAM 115CV for 601HD (Eric Tiethoff)
3. 03:26 AM - Re: Another 701 is ready to fly (kmccune)
4. 04:02 AM - Re: Aircraft Spruce Streamlined Tubing (kmccune)
5. 04:19 AM - Re: Re: Aircraft Spruce Streamlined Tubing (Paul Mulwitz)
6. 04:21 AM - Re: Wing or Flap or Aileron Flutter (Scott Thatcher) (Scott Thatcher)
7. 04:59 AM - Re: CHRISTmas (dj45)
8. 05:12 AM - Re: Aircraft Spruce Streamlined Tubing (kmccune)
9. 05:12 AM - Re: Construction Manual (Wingrider)
10. 05:44 AM - Re: CHRISTmas (Tommy Walker)
11. 06:47 AM - Marry Christmas (Jeyoung65@aol.com)
12. 06:55 AM - Re: Aircraft Spruce Streamlined Tubing (Ronald Steele)
13. 07:50 AM - Re: Re: Aircraft Spruce Streamlined Tubing (John Bolding)
14. 08:00 AM - Re: A glitch on the (email) list (Was "A Practical Electric Airp (Gig Giacona)
15. 08:07 AM - Re: Construction Manual (Gig Giacona)
16. 08:14 AM - Re: Aircraft Spruce Streamlined Tubing (LRM)
17. 09:06 AM - BRS chute Installation (Kevin L. Rupert)
18. 09:29 AM - Re: Subaru RAM 115CV for 601HD (Antonio bm)
19. 09:33 AM - Re: Re: AMD & BRS (Iberplanes IGL)
20. 09:42 AM - Re: Canopy Gas Struts (Springs) (Clive Richards)
21. 09:59 AM - Re: Canopy Gas Struts (Springs) (Craig Payne)
22. 10:08 AM - Re: Subaru RAM 115CV for 601HD (LarryMcFarland)
23. 10:20 AM - Re: Subaru RAM 115CV for 601HD (LarryMcFarland)
24. 10:33 AM - Re: Re: Wing or Flap or Aileron Flutter (Scott Thatcher) (Southern Reflections)
25. 10:38 AM - Re: Subaru RAM 115CV for 601HD (Ronald Steele)
26. 10:48 AM - A Christmas Story (Gig Giacona)
27. 10:51 AM - Re: Aircraft Spruce Streamlined Tubing (kmccune)
28. 10:55 AM - Re: A Christmas Story (kmccune)
29. 11:02 AM - Re: 601Wing Failures - a different perspective601Wing Failures - (aprazer)
30. 11:28 AM - Re: Subaru RAM 115CV for 601HD (Southern Reflections)
31. 11:40 AM - Re: Aluminum source in Minneapolis/ST Paul (Bryan Ekholm)
32. 12:29 PM - Re: Aluminum source in Minneapolis/ST Paul (kmccune)
33. 12:51 PM - Re: Re: AMD & BRS ()
34. 12:57 PM - Re: Subaru RAM 115CV for 601HD (Eric Tiethoff)
35. 01:14 PM - Re: Aircraft Spruce Streamlined Tubing (kmccune)
36. 01:18 PM - Re: Re: AMD & BRS (Craig Payne)
37. 01:26 PM - Re: Aircraft Spruce Streamlined Tubing (kmccune)
38. 02:10 PM - Merry / Happy (Jaybannist@cs.com)
39. 02:30 PM - Re: Recovery from flutter (Carl)
40. 02:34 PM - Re: 601HD/HDS Tires (THOMAS SMALL)
41. 04:05 PM - Monday Evening Chat Room (George Race)
42. 07:18 PM - Re: A Christmas Story (James Sagerser)
43. 08:06 PM - Re: Merry / Happy (kmccune)
44. 08:21 PM - Re: Re: Aircraft Spruce Streamlined Tubing (David Downey)
Message 1
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| Subject: | Subaru RAM 115CV for 601HD |
Hello to all, I am new in the list, finishing of build a 601HD in Madrid
Spain and I would like to install a engine Subaru of RamEngines of 115CV
of electronic injection, it would be the first one that works in Spain
and I would like to know that opinion has of this engine: if there are
many working, that yield has in these airplanes, how much it consumes,
if it gives heating problems, in short all that you can tell me of this
engine it will be of great help, it is very chancy to choose a engine
without references of its operation.
Regards
Antonio Beneytez 601HD 90% painting and engine
pperal@bsab.com
Message 2
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| Subject: | Subaru RAM 115CV for 601HD |
Hello Antonio, why should you consider installing a automotive engine ? A
601 flies perferct with a Lycoming, Jabiro or Rotax. They are built for the
purpose of flying. Corvair,VW or Subaru are not workhorses for aircraft, but
for cars. They are NOT designed for quick air density changes, temperature
changes, power settings etc. Please consider a dedicated engine for flying
purposes. Good luck !
Van: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] Namens Antonio bm
Verzonden: zondag 23 december 2007 21:22
Aan: zenith-list@matronics.com
Onderwerp: Zenith-List: Subaru RAM 115CV for 601HD
Hello to all, I am new in the list, finishing of build a 601HD in Madrid
Spain and I would like to install a engine Subaru of RamEngines of 115CV of
electronic injection, it would be the first one that works in Spain and I
would like to know that opinion has of this engine: if there are many
working, that yield has in these airplanes, how much it consumes, if it
gives heating problems, in short all that you can tell me of this engine it
will be of great help, it is very chancy to choose a engine without
references of its operation.
Regards
Antonio Beneytez 601HD 90% painting and engine
pperal@bsab.com
_____
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Message 3
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| Subject: | Re: Another 701 is ready to fly |
Sounds about right. There is a graph of glide ratios on the following link.
I don't know if it will come up as a hyper link on this website, so you may have
to cut and past it.
Kevin
http://www.stolspeed.com/content.php?id=48
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=153963#153963
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Fairings are easy to make out of Al, but I like the idea of not having fairings.
They just seem fragile, funny really, when you consider that I'm build a plane
out of big pieces of shim stock. The PVC ones would be more durable I suppose.
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=153966#153966
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Hi Kevin,
I'm afraid PVC is not a suitable material for use in airplanes. I
did a little digging on this question for use in air ducts in the
cabin. I found it is not recommended for use at temperatures above
70 degrees Celsius. That sounds pretty hot, but is easily reached
when parked in the sun.
Paul
XL fuselage
do not archive
At 04:02 AM 12/24/2007, you wrote:
>Fairings are easy to make out of Al, but I like the idea of not
>having fairings. They just seem fragile, funny really, when you
>consider that I'm build a plane out of big pieces of shim stock. The
>PVC ones would be more durable I suppose.
>
>Kevin
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| Subject: | Re: Wing or Flap or Aileron Flutter (Scott Thatcher) |
I want to thank those who have contributed both their thoughts and knowledge
regarding this problem. The suggestions regarding recovery from Paul
Mulwitz, Tony Graziano and Bob Archibald were excellent.
Although I have not heard from the person who experienced the flutter or
large amplitude vibrations here in Lantana last week, I do have some
thoughts regarding this problem.
It appears there may be many factors involved when this problem hits. Here
are a few items to keep in mind if you want to avoid this potential problem.
1. Always stay within the aircraft's specified CG envelope.
2. Always do a thorough pre-flight to discover any loose or wobbly control
surfaces. This can sometimes induce flutter in the control surfaces and
sometimes cause a harmonic vibrational instability to the wing or loss of
the control surface itself.
3. Visually inspect the wing surface and note any indications of "smoking
rivets." .This is a condition involving loose rivets that vibrate in
position leaving a black ring around them or a small trail of residue in
their wake. The main reason for concern here is that the torsional strength
of the structure may be compromised should enough of these rivets start to
fail. And if torsional strength is lost, a flutter of the wing is a good
possibility during some conditions. Flutter would be exhibited through
severe up and down motions of the trailing edge of the wing in which normal
damping of the wing structure would be absent.
4. If you are startled out of your mind when a severe oscillation of the
wing occurs (either from flutter or some form of harminic vibration in which
the tip of the wing starts to gain and lose amplitude), do not make rapid
changes in control surfaces. The explanation by Bob Archibald is an
excellent exmple of what procedures may be done to stop the flutter, both in
slowing down and speeding up
5. Don't assume that because people say this is a non-issue and that the
wing of the 601 is very stiff that, under the right conditions, you wouldn't
also have your family reading about "pilot error" in the newspaper.
If others have some input, please let us know. In the meantime, I'm going
flying as soon as possible in my newly registered 601XL, N601EL.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Still 99% complete but Registered as E-LSA
N601EL
Message 7
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It is in Napoleon MI. , or within 25mi. of there for now. Can be seen on the Zenith
updates page
--------
Do not archive
Dan Stanton
100% Done
801, IO360
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=153976#153976
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
2 inch Schedule 40 PVC (standard in the states) is rated for 280PSI at 73F
this is a working pressure and not a bursting pressure. The actual burst pressure
is some absurdly high number. True these values go down as temp goes up, but
even at 120F they are not going to droop and melt off of your struts. I wouldn't
use them in any plumbing on an airplane, but for struts fairings I wouldn't
give it a second thought.
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=153978#153978
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| Subject: | Re: Construction Manual |
Thanks for the replies, I am a registered builder on the Zenith website and the
construction manual is not one of the available items. Ben thanks for your perspective
it was really helpful. I'll contact Zenith and see if Joyce can send
me one if it exists.
--------
Rich Whittington
Tullahoma, TN
Zenith 601HDS Under Construction
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Congratulations... You obviously were a good boy this year.
Tommy Walker in Alabama
N8701
Do Not Archive
dj45 wrote:
> Santa came a little early and left a Pink slip for 9801S.
--------
Tommy Walker
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=153984#153984
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Marry Christmas to each and all. May next year find you'll in the wild blue
yonder. Jerry of Ga. DO NOT ARCHIVE
**************************************See AOL's top rated recipes
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 12
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
This is probably not a factor because the wing provides shade, but
PVC pipe will deteriorate in sunlight (UV). It becomes brittle and
will turn into PVC shards with little prompting. Still, I don't
think I'd use it on an tied down plane in Arizona.
Ron
On Dec 24, 2007, at 8:12 AM, kmccune wrote:
>
> 2 inch Schedule 40 PVC (standard in the states) is rated for 280PSI
> at 73F
> this is a working pressure and not a bursting pressure. The actual
> burst pressure is some absurdly high number. True these values go
> down as temp goes up, but even at 120F they are not going to droop
> and melt off of your struts. I wouldn't use them in any plumbing on
> an airplane, but for struts fairings I wouldn't give it a second
> thought.
>
>
> Kevin
>
> --------
> Kevin
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=153978#153978
>
>
Message 13
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
GUYS, you paint the fairings to match the plane, use a UV resistant primer,
LOTS of them out there for a LONG time, plastic and fabric airplanes don't
become shards. When I cut the fabric off my Pacer (recovered 32 yrs ago) it
still passed the punch tests. If you DON'T protect it however, fabric looses
half it's strength in 6 months.
The simple fix is to do what the fellows on the Great Aggie Expedition to
the sun in '88 did. When asked how they were gonna keep from becoming toast
due to the intense temperatures they laughed in unison at the question and
announced proudly they were going after dark when it was a lot cooler.
Merry Christmas everybody!!
LO&SLO John Bolding
>
> This is probably not a factor because the wing provides shade, but PVC
> pipe will deteriorate in sunlight (UV). It becomes brittle and will turn
> into PVC shards with little prompting. Still, I don't think I'd use it
> on an tied down plane in Arizona.
>
> Ron
>
>
Message 14
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| Subject: | Re: A glitch on the (email) list (Was "A Practical Electric |
Airp
That's what I thought. As far as I can tell there is no evidence that that neat
little red anodized aluminum electric motor is anything but an empty housing.
I can't find one example on the net of an electric motor that small putting out
anywhere close to the equivalent of 80hp.
PatrickW wrote:
>
> Gig Giacona wrote:
> > Did anyone that was at OSH even see that cool little electric motor spin a
prop?
>
> No, I did not see them demonstrate the engine, nor do I know know if it has run.
>
> Patrick
> XL/Corvair
--------
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=154010#154010
Message 15
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| Subject: | Re: Construction Manual |
There does seem to be an manual for the HD on the website. Follow this link.
http://www.zenithair.com/zodiac/6-manuals.html
Wingrider wrote:
> Thanks for the replies, I am a registered builder on the Zenith website and the
construction manual is not one of the available items. Ben thanks for your
perspective it was really helpful. I'll contact Zenith and see if Joyce can send
me one if it exists.
--------
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=154014#154014
Message 16
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Here ya go, http://www.ultralightnews.ca/streamlinedfairings/1.html,
That is the way I will go on my new one, Larry www.skyhawg.com
----- Original Message -----
From: David Downey
To: zenith-list@matronics.com
Sent: Sunday, December 23, 2007 6:40 PM
Subject: Re: Zenith-List: Aircraft Spruce Streamlined Tubing
I can't remember where I saw it but one of the ultralight sites sells
PVC streamline fairings that slip over the structural tube. The only
downside - besides the weight - is that you can no longer see the
structural tube for visual inspection without removing the fairing.
You could also make a single ply glass/epoxy 3:1 teardrop fairing that
would overlap and tape in place so that it could be easily removed for
periodic inspection.
John Short <creativesigns@embarqmail.com> wrote:
I was thinking of using myself but it is a little pricey.
Another 701 builder told me he thought there was a tremendous amount
of drag
created in the struts and anything to help would be a benefit. But I
think
there over $100 for like 6
-------------------------------------------------------------------------
---
Be a better friend, newshound, and
-------------------------------------------------------------------------
---
12/23/2007 5:27 PM
Message 17
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| Subject: | BRS chute Installation |
On a similar note, here is the link to the BRS installation somebody was
asking about a few days ago.
> http://www.zenithair.com/zodiac/data/brs-chute-601.pdf
Message 18
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| Subject: | Re: Subaru RAM 115CV for 601HD |
Erik,
I agree with that you think, but my main problem is economic, my budget
it is of about 6.000 Euros and for that price there is not anything
aeronautical, alone in second hand and I don't find Rotax in the market
of second hand. It also intervenes the consumption, Jabiru and Lycoming
they consume more than 20 l/h and the modern engines of cars type
injection enough proven are and they are more efficient engines as for
the consumption. The engines of direct traction don't have a good yield
for that it is necessary to install a propeler of little diameter and
those that give many CV to few revolutions the consumption are high,
keep in mind that the gasoline in Europe is much more expensive that in
USA.
Antonio Beneytez 601HD 90% painting and engine
pperal@bsab.com
----- Original Message -----
From: Eric Tiethoff
To: zenith-list@matronics.com
Sent: Monday, December 24, 2007 12:17 PM
Subject: RE: Zenith-List: Subaru RAM 115CV for 601HD
Hello Antonio, why should you consider installing a automotive engine
? A 601 flies perferct with a Lycoming, Jabiro or Rotax. They are built
for the purpose of flying. Corvair,VW or Subaru are not workhorses for
aircraft, but for cars. They are NOT designed for quick air density
changes, temperature changes, power settings etc. Please consider a
dedicated engine for flying purposes. Good luck !
Message 19
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Thanks to Kevin L. Rupert we habe the oficial manual.
http://www.zenithair.com/zodiac/data/brs-chute-601.pdf
----- Original Message -----
From: "Kevin L. Rupert" <klr12@psu.edu>
Sent: Monday, December 24, 2007 6:03 PM
Subject: Zenith-List: BRS chute Installation
>
> On a similar note, here is the link to the BRS installation somebody was
> asking about a few days ago.
>>
>
>
----- Original Message -----
From: "Iberplanes" <iberplanes@gmail.com>
Sent: Sunday, December 23, 2007 12:49 AM
Subject: Zenith-List: Re: AMD & BRS
>
> Hi,
>
> It is listed as an option, and...
>
> Aircraft Manufacturing & Development Co. (AMD) has completed their first
> BRS (Ballistic Recovery Systems) parachute installation in a Zodiac
> 601XL - SLSA. The aircraft was certified on January 30th 2007 at the
> production facilities in Eastman, Georgia
>
> "Flying the Zodiac is super fun. Its excellent maneuverability and
> visibility are great features. Pilots and passengers are always looking at
> increasing safety features, and the BRS parachute provides that added
> security," stated John Degonia, AMD?Ts sales manager.
>
>
> Take a look at:
> http://www.newplane.com/amd/amd/news/BRS_ZODIAC_FEB_2007.htm
>
> As said, if anyone can get or know the plans for such an installation It
> would be kindly appreciated.
>
> Take care,
>
> --------
> Alberto Martin
> 601 XL - Jabiru 3300
> www.iberplanes.es
> Igualada - Barcelona - Spain
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=153727#153727
>
>
>
Message 20
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| Subject: | Re: Canopy Gas Struts (Springs) |
Hi All
I am afraid the statement below is no longer correct, I
will attempt to attach a PDF scan my bit map scan is to large of an article
from the UK PFA magazine for
November to which my previous reply referred. I had trouble in locating
origin of report when replying. I will not test if this true unless by
accident.
Wishing you a Merry Christmas & trouble free flying
Clive
----- Original Message -----
From: "Craig Payne" <craig@craigandjean.com>
Sent: Sunday, December 23, 2007 7:40 PM
Subject: RE: Zenith-List: Canopy Gas Struts (Springs)
>
> The incident reports regarding the 601XL canopy popping open in flight
> are all in agreement that the canopy will only open a few inches at most
> before the slipstream pressure prevents further opening.
>
> -- Craig
>
>
>
Message 21
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| Subject: | Canopy Gas Struts (Springs) |
Thanks very much for the report. It sounds similar to what I experienced in the
Evector.
A year or so ago someone mentioned having pictures or a video of a popped canopy
on a 601. But they didn't want to post them so as to save embarrassing the pilot.
Guess I'll be using a block and tackle for my test. But I was planning to do it
on the ground. If the test was done in the air I would suggest having someone
in the right seat.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Clive Richards
Sent: Monday, December 24, 2007 10:41 AM
Subject: Re: Zenith-List: Canopy Gas Struts (Springs)
Hi All
I am afraid the statement below is no longer correct, I will
attempt to attach a PDF scan my bit map scan is to large of an article from the
UK PFA magazine for November to which my previous reply referred. I had trouble
in locating
origin of report when replying. I will not test if this true unless by
accident.
Wishing you a Merry Christmas & trouble free flying Clive
----- Original Message -----
From: "Craig Payne" <craig@craigandjean.com>
Sent: Sunday, December 23, 2007 7:40 PM
Subject: RE: Zenith-List: Canopy Gas Struts (Springs)
>
> The incident reports regarding the 601XL canopy popping open in flight
> are all in agreement that the canopy will only open a few inches at most
> before the slipstream pressure prevents further opening.
>
> -- Craig
>
>
>
Message 22
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| Subject: | Re: Subaru RAM 115CV for 601HD |
Antonio,
You probably already knew that the Subaru was originally designed to be
an aircraft engine. Excellent choice. You'll find the engine is well
built, will deliver great mileage consuming low 3.5 to 4.0 gph and
deliver well over 100 hp. Water cooling is going to make the plane
quieter than any of the air cooled variety. Parts are very
reasonable and accessible. You won't have to look for ancient parts or
pay gold plated prices for repairs either. I've been flying a Stratus
Subaru for 3 years now and
it's a great engine. Burns 100LL or 87-octane car gas and likes it. If
you need more information on making the Subaru a reliable conversion, my
website covers just about all you need to see in cooling, ignition and
fuel systems. Ram's Subaru conversion is a great engine and Stratus
also has been a good conversion for a lot of people.
If you wish to have more information, just send me an email and I'll
provide you with additional specifics as needed.
Larry McFarland 601HDS at www.macsmachine.com
Antonio bm wrote:
> Hello to all, I am new in the list, finishing of build a 601HD in
> Madrid Spain and I would like to install a engine Subaru of RamEngines
> of 115CV of electronic injection, it would be the first one that works
> in Spain and I would like to know that opinion has of this engine: if
> there are many working, that yield has in these airplanes, how much it
> consumes, if it gives heating problems, in short all that you can tell
> me of this engine it will be of great help, it is very chancy to
> choose a engine without references of its operation.
> Regards
>
> Antonio Beneytez 601HD 90% painting and engine
> pperal@bsab.com <mailto:pperal@bsab.com>
>
Message 23
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| Subject: | Re: Subaru RAM 115CV for 601HD |
Antonio,
Eric has never seen the Subaru powered aircraft in action or probably
not flown one. The Subaru is easier to start, and Bing carburetors are
altitude compensating to provide the correct mixture as you climb.
Temperature changes are not a worry because the engine operates at a CHT
of around 220, oil is 230 and water is 180 to 205. EGTs are
kept to 1350 to 1425. There is no shock cooling as found in a air
cooled engine. The Subaru will outlast an air cooled engine because it's
built more robust at the crank and bearings. When disassembling a Subaru
after 250K miles, you'll often see the spiral grooving in the cylinders
is still very pronounced and able to hold onto oil. An overhaul on my
Stratus will cost approximately $600.00 in parts. All else considered,
I think the Subaru has more going for it than any of the conventional
engines.
Just my .02 cents. See link,
http://www.macsmachine.com/images/completion/full/601ezclosefrtrt.gif
Larry McFarland Stratus Subaru powered 601HDS at www.macsmachine.com
Antonio bm wrote:
> Erik,
> I agree with that you think, but my main problem is economic, my
> budget it is of about 6.000 Euros and for that price there is not
> anything aeronautical, alone in second hand and I don't find Rotax in
> the market of second hand. It also intervenes the consumption, Jabiru
> and Lycoming they consume more than 20 l/h and the modern engines of
> cars type injection enough proven are and they are more efficient
> engines as for the consumption. The engines of direct traction don't
> have a good yield for that it is necessary to install a propeler of
> little diameter and those that give many CV to few revolutions the
> consumption are high, keep in mind that the gasoline in Europe is much
> more expensive that in USA.
>
> Antonio Beneytez 601HD 90% painting and engine
> pperal@bsab.com <mailto:pperal@bsab.com>
>
> ----- Original Message -----
> *From:* Eric Tiethoff <mailto:j.e.tiethoff@hccnet.nl>
> *To:* zenith-list@matronics.com <mailto:zenith-list@matronics.com>
> *Sent:* Monday, December 24, 2007 12:17 PM
> *Subject:* RE: Zenith-List: Subaru RAM 115CV for 601HD
>
> Hello Antonio, why should you consider installing a automotive
> engine ? A 601 flies perferct with a Lycoming, Jabiro or Rotax.
> They are built for the purpose of flying. Corvair,VW or Subaru are
> not workhorses for aircraft, but for cars. They are NOT designed
> for quick air density changes, temperature changes, power settings
> etc. Please consider a dedicated engine for flying purposes. Good
> luck !
>
> *
>
> *
Message 24
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| Subject: | Re: Wing or Flap or Aileron Flutter (Scott Thatcher) |
Scott,when you get flying you are invited to fly to Ft. Pierce to the EAA.
908 breakfast the third sat.of each mo . Break fast is on me for any 601
or 701 and there passanger. Joe N101HD 601XL/RAM
----- Original Message -----
From: "Scott Thatcher" <s_thatcher@bellsouth.net>
Sent: Monday, December 24, 2007 7:20 AM
Subject: Zenith-List: Re: Wing or Flap or Aileron Flutter (Scott Thatcher)
> <s_thatcher@bellsouth.net>
>
> I want to thank those who have contributed both their thoughts and
> knowledge regarding this problem. The suggestions regarding recovery from
> Paul Mulwitz, Tony Graziano and Bob Archibald were excellent.
>
> Although I have not heard from the person who experienced the flutter or
> large amplitude vibrations here in Lantana last week, I do have some
> thoughts regarding this problem.
>
> It appears there may be many factors involved when this problem hits. Here
> are a few items to keep in mind if you want to avoid this potential
> problem.
>
> 1. Always stay within the aircraft's specified CG envelope.
> 2. Always do a thorough pre-flight to discover any loose or wobbly control
> surfaces. This can sometimes induce flutter in the control surfaces and
> sometimes cause a harmonic vibrational instability to the wing or loss of
> the control surface itself.
> 3. Visually inspect the wing surface and note any indications of "smoking
> rivets." .This is a condition involving loose rivets that vibrate in
> position leaving a black ring around them or a small trail of residue in
> their wake. The main reason for concern here is that the torsional
> strength of the structure may be compromised should enough of these rivets
> start to fail. And if torsional strength is lost, a flutter of the wing is
> a good possibility during some conditions. Flutter would be exhibited
> through severe up and down motions of the trailing edge of the wing in
> which normal damping of the wing structure would be absent.
> 4. If you are startled out of your mind when a severe oscillation of the
> wing occurs (either from flutter or some form of harminic vibration in
> which the tip of the wing starts to gain and lose amplitude), do not make
> rapid changes in control surfaces. The explanation by Bob Archibald is an
> excellent exmple of what procedures may be done to stop the flutter, both
> in slowing down and speeding up
> 5. Don't assume that because people say this is a non-issue and that the
> wing of the 601 is very stiff that, under the right conditions, you
> wouldn't also have your family reading about "pilot error" in the
> newspaper.
>
> If others have some input, please let us know. In the meantime, I'm going
> flying as soon as possible in my newly registered 601XL, N601EL.
>
> Scott Thatcher, Palm Beach Gardens, FL
> 601XL with Corvair, Still 99% complete but Registered as E-LSA
> N601EL
>
>
>
Message 25
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| Subject: | Re: Subaru RAM 115CV for 601HD |
Larry, I'm interested in the origin of the EA81. I've searched
online and couldn't find anything. Do you have links or official
info? I think this info would help reassure some people that might
think I'm a bit touched for putting a car engine in an airplane. Of
course they'll still think I'm nuts for building a plane in the first
place.
Ron
On Dec 24, 2007, at 1:07 PM, LarryMcFarland wrote:
> <larry@macsmachine.com>
>
>
> Antonio,
> You probably already knew that the Subaru was originally designed
> to be an aircraft engine. Excellent choice. You'll find the engine
> is well built, will deliver great mileage consuming low 3.5 to 4.0
> gph and deliver well over 100 hp. Water cooling is going to make
> the plane quieter than any of the air cooled variety. Parts are very
> reasonable and accessible. You won't have to look for ancient
> parts or pay gold plated prices for repairs either. I've been
> flying a Stratus Subaru for 3 years now and
> it's a great engine. Burns 100LL or 87-octane car gas and likes
> it. If you need more information on making the Subaru a reliable
> conversion, my website covers just about all you need to see in
> cooling, ignition and fuel systems. Ram's Subaru conversion is a
> great engine and Stratus also has been a good conversion for a lot
> of people.
> If you wish to have more information, just send me an email and
> I'll provide you with additional specifics as needed.
>
> Larry McFarland 601HDS at www.macsmachine.com
>
> Antonio bm wrote:
>> Hello to all, I am new in the list, finishing of build a 601HD in
>> Madrid Spain and I would like to install a engine Subaru of
>> RamEngines of 115CV of electronic injection, it would be the first
>> one that works in Spain and I would like to know that opinion has
>> of this engine: if there are many working, that yield has in these
>> airplanes, how much it consumes, if it gives heating problems, in
>> short all that you can tell me of this engine it will be of great
>> help, it is very chancy to choose a engine without references of
>> its operation. Regards
>> Antonio Beneytez 601HD 90% painting and engine
>> pperal@bsab.com <mailto:pperal@bsab.com>
>>
>
>
Message 26
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| Subject: | A Christmas Story |
Stolen from USENET and slightly modified for us.
Twas the night before Christmas
'Twas the night before Christmas, and out on the ramp,
Not an airplane was stirring, not even a Champ.
The aircraft were fastened to tiedowns with care,
In hopes that come morning, they all would be there.
The fuel trucks were nestled, all snug in their spots,
With gusts from two-forty at 39 knots.
I slumped at the fuel desk, now finally caught up,
And settled down comfortably, resting my butt.
When the radio lit up with noise and with chatter,
I turned up the scanner to see what was the matter.
A voice clearly heard over static and snow,
Called for clearance to land at the airport below.
He barked his transmission so lively and quick,
I'd have sworn that the call sign he used was "St. Nick".
I ran to the panel to turn up the lights,
The better to welcome this magical flight.
He called his position, no room for denial,
"St. Nicholas One, turnin' left onto final."
And what to my wondering eyes should appear,
But a Zenith-built sleigh, with eight Rotax Reindeer!
With vectors to final, down the glideslope he came,
As he passed all fixes, he called them by name:
"Now Ringo! Now Tolga! Now Trini and Bacun!
On Comet! On Cupid!" What pills was he takin'?
While controllers were sittin', and scratchin' their head,
They phoned to my office, and I heard it with dread,
The message they left was both urgent and dour:
"When Santa pulls in, have him please call the tower."
He landed like silk, with the sled runners sparking,
Then I heard "Left at Charlie," and "Taxi to parking."
He slowed to a taxi, turned off of three-oh
And stopped on the ramp with a "Ho, ho-ho-ho. "
He stepped out of the sleigh, but before he could talk,
I ran out to meet him with my best set of chocks.
His red helmet and goggles were covered with frost
And his beard was all blackened from Reindeer exhaust.
His breath smelled like peppermint, gone slightly stale,
And he puffed on a pipe, but he didn't inhale.
His cheeks were all rosy and jiggled like jelly,
His boots were as black as a cropduster's belly.
He was chubby and plump, in his suit of bright red,
And he asked me to "fill it, with hundred low-lead."
He came dashing in from the snow-covered pump,
I knew he was anxious for drainin' the sump.
I spoke not a word, but went straight to my work,
And I filled up the sleigh, but I spilled like a jerk.
He came out of the restroom, and sighed in relief,
Then he picked up a phone for a Flight Service brief.
And I thought as he silently scribed in his log,
These reindeer could land in an eighth-mile fog.
He completed his pre-flight, from the front to the rear,
Then he put on his headset, and I heard him yell, "Clear!"
And laying a finger on his push-to-talk,
He called up the tower for clearance and squawk.
"Take taxiway Charlie, the southbound direction,
Turn right three-two-zero at pilot's discretion"
He sped down the runway, the best of the best,
"Your traffic's a Grumman, inbound from the west."
Then I heard him proclaim, as he climbed thru the night,
"Merry Christmas to all! I have traffic in sight."
--------
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=154055#154055
Message 27
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
I'm not too worried about the heat in NW Wisconsin.
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154056#154056
Message 28
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| Subject: | Re: A Christmas Story |
:D
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154057#154057
Message 29
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| Subject: | Re: 601Wing Failures - a different perspective601Wing Failures |
-
Gig,
Thanks for the reply! Your point makes sense! Let's discuss this further. In reducing
speed, one should pull back on the throttle, but should one ease the nose
up as well? What have others done that experienced flutter and are still here
to talk about it?
Mack
--------
The poh-oh-unemployed farm boy from Idaho
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154063#154063
Message 30
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| Subject: | Re: Subaru RAM 115CV for 601HD |
Antonio,The only thing that is Subaru on a RAM engine is the block if
you buy a RAM you will have a custom built engine with custom part and
andcustom engine work all through the engine the in take is tuned to the
heads, that haved been flowed and ballanced heads have duel intake ports
,exhast is custom built to you engine that will be dynoed and tuned .I
know that you know where his web is and I can tell you to look and see
what is there, and what you see is what you will get. Subaru Car engine
? I dont think so! not even close... GPH 3 1/2 to 4 engine weight 189
my rate of climb was tested and was 1800 FPM@ 140 mph I've got the 130
HP. All you really need is 100 HP. injected/ with his re drive and a
primce p-tip prop and you have as good as it gets. I am going to de
tune mine to 100HP ,so I can fit into lite sport and then if I decide to
sell it , a pilot can turn it back up and haul ass.. Hope I've helped
some, let me know .....Merry Xmas. Joe N101HD 601XL/RAM
----- Original Message -----
From: Antonio bm
To: zenith-list@matronics.com
Sent: Monday, December 24, 2007 12:18 PM
Subject: Re: Zenith-List: Subaru RAM 115CV for 601HD
Erik,
I agree with that you think, but my main problem is economic, my
budget it is of about 6.000 Euros and for that price there is not
anything aeronautical, alone in second hand and I don't find Rotax in
the market of second hand. It also intervenes the consumption, Jabiru
and Lycoming they consume more than 20 l/h and the modern engines of
cars type injection enough proven are and they are more efficient
engines as for the consumption. The engines of direct traction don't
have a good yield for that it is necessary to install a propeler of
little diameter and those that give many CV to few revolutions the
consumption are high, keep in mind that the gasoline in Europe is much
more expensive that in USA.
Antonio Beneytez 601HD 90% painting and engine
pperal@bsab.com
----- Original Message -----
From: Eric Tiethoff
To: zenith-list@matronics.com
Sent: Monday, December 24, 2007 12:17 PM
Subject: RE: Zenith-List: Subaru RAM 115CV for 601HD
Hello Antonio, why should you consider installing a automotive
engine ? A 601 flies perferct with a Lycoming, Jabiro or Rotax. They are
built for the purpose of flying. Corvair,VW or Subaru are not workhorses
for aircraft, but for cars. They are NOT designed for quick air density
changes, temperature changes, power settings etc. Please consider a
dedicated engine for flying purposes. Good luck !
Message 31
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|
| Subject: | Re: Aluminum source in Minneapolis/ST Paul |
There is another metal supply business in Rogers, Minnesota called TW Metals.
I haven't used them but you might want to give them a try. There is also a metal
supply in St. Michael on Hwy 241 I think. I drove by there yesterday but
now I can't recall the name.
TW Metals
MINNEAPOLIS, MN
14600 James Road
Rogers, MN 55374
Tel. 763-428-7663
Fax 763-428-7669
http://www.twmetals.com/
Bryan Ekholm
--------
Bryan Ekholm
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154067#154067
Message 32
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| Subject: | Re: Aluminum source in Minneapolis/ST Paul |
Thanks I'll contact them.
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154073#154073
Message 33
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|
About 18 months ago, I contacted BRS, for information on pricing, weig
hts, and installation. They e-mailed me the installation sheets on how
it's done. Not being smart enough to figure how to send the sheets,
let me give you a verbal rundown: The chute and its rocket go into th
e rear area of the baggage shelf, with four main straps that go outsid
e the fuselage. The two front straps go along the fuselage, through a
hole just about forward of the rudder pedal, where they attach to a ri
ng. That ring goes to a short strap that goes to a hefty cross-bar on
the forward side of the firewall. The rear straps go back into the fus
alage through a round hole, to similar rings, which in turn are strapp
ed to hefty bars under the fuselage bottom skin. After deployment, the
four straps hold the fuse in a level attitude. The setup, althou
gh not particularly esthetic, is simple and strong. My plan is to add
another bulkhead to separate the rocket from the baggage compartment,
and to add .016 "false skins" riveted at approximately the wing root,
and held at sides and top with a single bead of silicone sealer, to co
ver the straps. I figure the straps will tear away the silicone and de
ploy vertically. I seem to recall that some other 601 builer covered
the straps with wide hat sections, and rounded pie plates to cover the
strap ports.=0A=0AHope this helps.=0A=0APaul Rodriguez
=0A ----- Original Message ----- =0A From: Iberplanes IGL<mailto:
iberplanes@gmail.com> =0A To: zenith-list@matronics.com<mailto:zen
ith-list@matronics.com> =0A Sent: Sunday, December 23, 2007 2:55 P
M=0A Subject: Re: Zenith-List: Re: AMD & BRS=0A=0A=0A --
m<mailto:iberplanes@gmail.com>>=0A=0A Hi,=0A=0A I=B4ve c
ontacted BRS and this is what I=B4ve got.......=0A=0A=0A Dea
r Albert:=0A=0A Thank you for taking the time to register your
information on the BRS web =0A site. You have been added to our da
tabase as intersted in a zodiax 601 XL. =0A Your information has
been logged.=0A=0A Begining on November 1st 2007 this email wi
ll not be direclty answered. If =0A you have an applicaition quest
ion, an order follow up or need more =0A information than is on ou
r web site. Please call us at 651-457-7491=0A=0A For Ultralight
/Sport questions please call Gregg Ellsworth. For Qestions =0A rel
ated to Cessna please call John Gilmore.=0A For Marketing or non
aviation questions please call Gary Moore.=0A=0A=0A=0A
=0A ----- Original Message ----- =0A From: "Ronald Steele" <rstee
le@rjsit.com<mailto:rsteele@rjsit.com>>=0A To: <zenith-list@matron
ics.com<mailto:zenith-list@matronics.com>>=0A Sent: Sunday, Decemb
er 23, 2007 1:06 AM=0A Subject: Re: Zenith-List: Re: AMD & BRS
steele@rjsit.com<mailto:rsteele@rjsit.com>>=0A >=0A > First I'
d seen this. I too would like to take a look at it. The others
=0A > I've seen just didn't look to practical. Have you checked the
BRS web =0A > site?=0A >=0A > Ron=0A >=0A >=0A
> On Dec 22, 2007, at 6:49 PM, Iberplanes wrote:=0A >=0A >>
mailto:iberplanes@gmail.com>>=0A >>=0A >> Hi,=0A >>=0A
>> It is listed as an option, and...=0A >>=0A >> Aircraft Man
ufacturing & Development Co. (AMD) has completed their first =0A
>> BRS (Ballistic Recovery Systems) parachute installation in a Zodia
c =0A >> 601XL - SLSA. The aircraft was certified on January 30th
2007 at the =0A >> production facilities in Eastman, Georgia
=0A >>=0A >> "Flying the Zodiac is super fun. Its excellent maneu
verability and =0A >> visibility are great features. Pilots and pa
ssengers are always looking =0A >> at increasing safety features,
and the BRS parachute provides that added =0A >> security," stat
ed John Degonia, AMD=99s sales manager.=0A >>=0A >>
=0A >> Take a look at: http://www.newplane.com/amd/amd/news/<http://w
ww.newplane.com/amd/amd/news/> =0A >> BRS_ZODIAC_FEB_2007.htm
=0A >>=0A >> As said, if anyone can get or know the plans for suc
h an installation It =0A >> would be kindly appreciated.=0A >
>=0A >> Take care,=0A >>=0A >> --------=0A >> Alberto
Martin=0A >> 601 XL - Jabiru 3300=0A >> www.iberplanes.es<http
://www.iberplanes.es/>=0A >> Igualada - Barcelona - Spain=0A >
>=0A >>=0A >>=0A >>=0A >> Read this topic online here:
=0A >>=0A >> http://forums.matronics.com/viewtopic.php?p=153
727#153727<http://forums.matronics.com/viewtopic.php?p=153727#153727
>=0A >>=0A >>=0A >>=0A >>=0A >>=0A >>=0A >
>=0A >>=0A >>=0A >>=0A >>=0A >=0A >=0A >
=======================
=======================
=======================
=======================
--> http://www.matronics.com/Navigator?Zenith-List<http://www.matroni
=======================
=======================
-= --> http://forums.matronics.com<http://forums.matronics.com/>
=======================
==================0A=0A=0A
=0A
Message 34
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| Subject: | Subaru RAM 115CV for 601HD |
Hallo again,
I flew a Rans Coyote with the Subaru. All the rest of the points that Larry
mentioned are correct of course, but are also valid for eg the Rotax.
If Larry is right why wouldn't everybody fly with Subaru ? The only valid
argument is the money. They are not my .02 cents. Forget your next holliday
en invest it in a real aircraft engine, I should say. Happy landings !
-----Oorspronkelijk bericht-----
Van: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] Namens LarryMcFarland
Verzonden: maandag 24 december 2007 19:19
Aan: zenith-list@matronics.com
Onderwerp: Re: Zenith-List: Subaru RAM 115CV for 601HD
Antonio,
Eric has never seen the Subaru powered aircraft in action or probably
not flown one. The Subaru is easier to start, and Bing carburetors are
altitude compensating to provide the correct mixture as you climb.
Temperature changes are not a worry because the engine operates at a CHT
of around 220, oil is 230 and water is 180 to 205. EGTs are
kept to 1350 to 1425. There is no shock cooling as found in a air
cooled engine. The Subaru will outlast an air cooled engine because it's
built more robust at the crank and bearings. When disassembling a Subaru
after 250K miles, you'll often see the spiral grooving in the cylinders
is still very pronounced and able to hold onto oil. An overhaul on my
Stratus will cost approximately $600.00 in parts. All else considered,
I think the Subaru has more going for it than any of the conventional
engines.
Just my .02 cents. See link,
http://www.macsmachine.com/images/completion/full/601ezclosefrtrt.gif
Larry McFarland Stratus Subaru powered 601HDS at www.macsmachine.com
Antonio bm wrote:
> Erik,
> I agree with that you think, but my main problem is economic, my
> budget it is of about 6.000 Euros and for that price there is not
> anything aeronautical, alone in second hand and I don't find Rotax in
> the market of second hand. It also intervenes the consumption, Jabiru
> and Lycoming they consume more than 20 l/h and the modern engines of
> cars type injection enough proven are and they are more efficient
> engines as for the consumption. The engines of direct traction don't
> have a good yield for that it is necessary to install a propeler of
> little diameter and those that give many CV to few revolutions the
> consumption are high, keep in mind that the gasoline in Europe is much
> more expensive that in USA.
>
> Antonio Beneytez 601HD 90% painting and engine
> pperal@bsab.com <mailto:pperal@bsab.com>
>
> ----- Original Message -----
> *From:* Eric Tiethoff <mailto:j.e.tiethoff@hccnet.nl>
> *To:* zenith-list@matronics.com <mailto:zenith-list@matronics.com>
> *Sent:* Monday, December 24, 2007 12:17 PM
> *Subject:* RE: Zenith-List: Subaru RAM 115CV for 601HD
>
> Hello Antonio, why should you consider installing a automotive
> engine ? A 601 flies perferct with a Lycoming, Jabiro or Rotax.
> They are built for the purpose of flying. Corvair,VW or Subaru are
> not workhorses for aircraft, but for cars. They are NOT designed
> for quick air density changes, temperature changes, power settings
> etc. Please consider a dedicated engine for flying purposes. Good
> luck !
>
> *
>
> *
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Message 35
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Cut and paste from my email (Kevin) for Christopher Desmond
I am a occasional list reader and I saw your question about using streamlined struts
(I haven't yet figured out how to post, so if you wish, you can cut and
paste this to the list, it is a good question and I haven't seen these issues
discussed previously).
I fly a 701 with streamlined struts. The struts are made of extruded, anodized,
6061-T6. I do not think extruded struts offer any considerable aerodynamic
performance advantage over the steel tubes with fairings, but . . . these
struts are really very nice aesthetically (especially when up close). I am currently
building an 801 and I am installing similar extruded aluminum struts on
it as well. NOTE: The 801 will obviously need bigger, beefier, stronger struts
than a 701.
Changing over to the, more refined, extruded aluminum strut is not a simple undertaking.
Here are just a few considerations:
First and foremost is SAFETY, you must ensure that the strut material and extrusion
design is approved by an engineer so they are structurally adequate. My
advice here is to contact Mark Townsend at Can-Zac Aviation Ltd. Can-Zac has
recently done some development in this area.
Once you have extruded struts that you know are adequate from a safety standpoint,
the biggest challenge is to engineer and then create the attachment pieces
that will anchor both ends of the struts to the underside of the wing and to
the fuselage respectively. To solve this problem, you will most likely need the
help of a talented machinist who is willing to do some creative work. One
of the machining challenges here is to establish (and then cut) the proper angles
for the mounting-slot in the attachment pieces. You will find some difficult
compound angles and depending on accuracy of the airplane's construction,
the angles may differ side to side.
Next there is the issue of the jury-struts. All of the same design/engineering/machining
considerations, noted above, also apply to the jury-struts. Remember
that you will need a compression block inside the hollow extruded main strut
so an attachment eye-bolt for the jury-struts can be tightened without compressing
and deforming the walls of the main struts.
I estimate that this one refinement added at least a month to the build time and
several thousand dollars to the cost of my 701 and a bit more to my 801.
You can see the struts on my CH701 on my website: www.STOL-Adventures.com
I have just produced a DVD of my backcountry flying adventures featuring my 701.
There are some close-up shots of the streamlined 701 struts in the video.
I hope these comments are helpful.
Kind regards,
Christopher Desmond
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154081#154081
Message 36
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You are probably thinking of Scott Laughlin=99s BRS. His is the
best and cleanest installation I have ever seen on a metal plane:
http://www.cooknwithgas.com/BRS.html
BTW: Zenith has beefed-up the top motor mounts/canopy hinge into a steel
triangle (about 4 inches wide at the firewall and 8 inches long). This
is so the straps of a BRS can be attached. But I have yet to see a BRS
installation that utilizes the new bracket.
-- Craig
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
paulrod36@msn.com
Sent: Monday, December 24, 2007 1:51 PM
Subject: Re: Zenith-List: Re: AMD & BRS
About 18 months ago, I contacted BRS, for information on pricing,
weights, and installation. They e-mailed me the installation sheets on
how it's done. Not being smart enough to figure how to send the sheets,
let me give you a verbal rundown: The chute and its rocket go into the
rear area of the baggage shelf, with four main straps that go outside
the fuselage. The two front straps go along the fuselage, through a hole
just about forward of the rudder pedal, where they attach to a ring.
That ring goes to a short strap that goes to a hefty cross-bar on the
forward side of the firewall. The rear straps go back into the fusalage
through a round hole, to similar rings, which in turn are strapped to
hefty bars under the fuselage bottom skin. After deployment, the four
straps hold the fuse in a level attitude The setup, although not
particularly esthetic, is simple and strong. My plan is to add another
bulkhead to separate the rocket from the baggage compartment, and to add
.016 "false skins" riveted at approximately the wing root, and held at
sides and top with a single bead of silicone sealer, to cover the
straps. I figure the straps will tear away the silicone and deploy
vertically. I seem to recall that some other 601 builer covered the
straps with wide hat sections, and rounded pie plates to cover the strap
ports.
Hope this helps.
Paul Rodriguez
----- Original Message -----
From: Iberplanes IGL <mailto:iberplanes@gmail.com>
Sent: Sunday, December 23, 2007 2:55 PM
Subject: Re: Zenith-List: Re: AMD & BRS
<iberplanes@gmail.com>
Hi,
I=C2=B4ve contacted BRS and this is what I=C2=B4ve got.......
Dear Albert:
Thank you for taking the time to register your information on the BRS
web
site. You have been added to our database as intersted in a zodiax 601
XL.
Your information has been logged.
Begining on November 1st 2007 this email will not be direclty answered.
If
you have an applicaition question, an order follow up or need more
information than is on our web site. Please call us at 651-457-7491
For Ultralight/Sport questions please call Gregg Ellsworth. For Qestions
related to Cessna please call John Gilmore.
For Marketing or non aviation questions please call Gary Moore.
----- Original Message -----
From: "Ronald Steele" <rsteele@rjsit.com>
Sent: Sunday, December 23, 2007 1:06 AM
Subject: Re: Zenith-List: Re: AMD & BRS
>
> First I'd seen this. I too would like to take a look at it. The
others
> I've seen just didn't look to practical. Have you checked the BRS
web
> site?
>
> Ron
>
>
> On Dec 22, 2007, at 6:49 PM, Iberplanes wrote:
>
<iberplanes@gmail.com>
>>
>> Hi,
>>
>> It is listed as an option, and...
>>
>> Aircraft Manufacturing & Development Co. (AMD) has completed their
first
>> BRS (Ballistic Recovery Systems) parachute installation in a Zodiac
>> 601XL - SLSA. The aircraft was certified on January 30th 2007 at the
>> production facilities in Eastman, Georgia
>>
>> "Flying the Zodiac is super fun. Its excellent maneuverability and
>> visibility are great features. Pilots and passengers are always
looking
>> at increasing safety features, and the BRS parachute provides that
added
>> security," stated John Degonia, AMD=C3=A2=82=AC=84=A2s sales
manager.
>>
>>
>> Take a look at: http://www.newplane.com/amd/amd/news/
<http://wwwnewplane.com/amd/amd/news/>
>> BRS_ZODIAC_FEB_2007.htm
>>
>> As said, if anyone can get or know the plans for such an
installation It
>> would be kindly appreciated.
>>
>> Take care,
>>
>> --------
>> Alberto Martin
>> 601 XL - Jabiru 3300
>> www.iberplanes.es
>> Igualada - Barcelona - Spain
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=153727#153727
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Christopher,
The struts in question are 4130 chrome-moly. I just like the idea of having the
shape and no fairings. I don't think that they are even as low drag as a fairing.
I just don't like the look of fairings. I have not gotten to the the point
were these decisions need to be made. I will consider structural integrity
carefully, when the time comes.
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154084#154084
Message 38
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Merry Christmas, Happy Take-Offs and Squeaker Landings to ALL!!!
Jay in Dallas 601XL N2630J
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| Subject: | Re: Zenith-List:Recovery from flutter |
Mack,
You are correct, if flutter occurs time is of the essence. This is what I
would do:
First recognizing flutter. The most likely indication will be buzz or
strange vibration in the control stick/wheel or rudder pedals. At first
indication reduce power (idle if altitude and speed permits) and
simultaneously pull up to reduce speed. This will: 1- less speed should
reduce the destructive forces caused by the flutter, and ; 2-increased "G"
from the pull up will change the pressure pattern over the offending control
surface (s). Either one or both of these changes should cause the flutter to
stop. Avoid return to the same flight conditions that existed when flutter
occurred and land asap to check for damage and the cause.
Any change in speed, loading, control input, configuration, etc. may break
the flutter. Because flutter causes more drag., trying to increase speed may
prolong flight in flutter mode (not a desirable outcome). Higher speed also
equate to higher aerodynamic loads and early control failure. I would not
increased speed.
Flutter can be caused by too much elasticity in the wing or stabilizer
surfaces. When they bend (Twist) they transfer forces to the attached
control surface which bends and moves in the opposite direction thereby
amplifying the oscillation on the wing. This can lead to rapid wing or stab
failure.
Loose bushing in control hinges, too much play in control rods/cables can
also induce flutter. Balancing the control surfaces can help prevent flutter
and minimize the effect if it does occur.
Testing for flutter is not for the faint of heart. That is why test pilots
make big money and wear parachutes. They fly the envelop and tease the
control by bumping the stick to try and induce flutter. Fortunately computer
simulation can predict most flutter modes.... but not all.
Mack I hope this info helps you or someone else avoid flutter. Clearly,
flutter is not common and we are fortunate that most of the a/c we fly have
been tested by the designer and proven by the many who have built and flown
them before us.
Merry Christmas to list members.
Carl
701\912\amphibs
----- Original Message -----
From: "Mack Kreizenbeck" <aprazer@cableone.net>
Sent: Sunday, December 23, 2007 5:08 PM
Subject: Re: Zenith-List: 601Wing Failures - a different perspective601Wing
Failures - a different perspective
> <aprazer@cableone.net>
>
> Ladies and Gentlemen:
> Wing flutter, aileron flutter or whatever -- if any of us experiences this
> phenomenon, what is the corrective action? I understand that we have a
> minimal amount of time!
> Mack
> 601XL
>
Message 40
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| Subject: | Re: 601HD/HDS Tires |
Hi Carlos,
At the risk of reading your question too carefully...you seem to ask
specifically for diameter of tires. The standard trailer tires received
for my HDS are 16 inches in diameter. Now with many, many landings on
them the tread is wearing thin and I got the Michelin S 83 tires that
Bill Morelli suggested using many years ago. I asked Larry Mac for the
diameter of his and he said 15 inches.
I bought some for replacement and can affirm the 15 inch diameter with
the bonus of a much smarter look. Sketching up cross sections for new
pants to go along.
CAVU jeff do not archive
>I got no replies to my original question, so let me try this again,
more to the point:
>Has anyone used tires smaller (diameter) than the standard 4.0 x 8.0?
(CH601-HD/HDS)
Message 41
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| Subject: | Monday Evening Chat Room |
Join in the chat room again this evening at 8:00 EST
http://www.mykitairplane/chat
George
Message 42
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| Subject: | Re: A Christmas Story |
That was excellent! Good job!
On Dec 24, 2007, at 11:47 AM, Gig Giacona wrote:
> <wr.giacona@suddenlink.net>
>
> Stolen from USENET and slightly modified for us.
>
> Twas the night before Christmas
>
>
> 'Twas the night before Christmas, and out on the ramp,
>
> Not an airplane was stirring, not even a Champ.
>
> The aircraft were fastened to tiedowns with care,
>
> In hopes that come morning, they all would be there.
>
>
> The fuel trucks were nestled, all snug in their spots,
>
> With gusts from two-forty at 39 knots.
>
> I slumped at the fuel desk, now finally caught up,
>
> And settled down comfortably, resting my butt.
>
>
> When the radio lit up with noise and with chatter,
>
> I turned up the scanner to see what was the matter.
>
> A voice clearly heard over static and snow,
>
> Called for clearance to land at the airport below.
>
>
> He barked his transmission so lively and quick,
>
> I'd have sworn that the call sign he used was "St. Nick".
>
> I ran to the panel to turn up the lights,
>
> The better to welcome this magical flight.
>
>
> He called his position, no room for denial,
>
> "St. Nicholas One, turnin' left onto final."
>
> And what to my wondering eyes should appear,
>
> But a Zenith-built sleigh, with eight Rotax Reindeer!
>
>
> With vectors to final, down the glideslope he came,
>
> As he passed all fixes, he called them by name:
>
> "Now Ringo! Now Tolga! Now Trini and Bacun!
>
> On Comet! On Cupid!" What pills was he takin'?
>
>
> While controllers were sittin', and scratchin' their head,
>
> They phoned to my office, and I heard it with dread,
>
> The message they left was both urgent and dour:
>
> "When Santa pulls in, have him please call the tower."
>
>
> He landed like silk, with the sled runners sparking,
>
> Then I heard "Left at Charlie," and "Taxi to parking."
>
> He slowed to a taxi, turned off of three-oh
>
> And stopped on the ramp with a "Ho, ho-ho-ho. "
>
>
> He stepped out of the sleigh, but before he could talk,
>
> I ran out to meet him with my best set of chocks.
>
> His red helmet and goggles were covered with frost
>
> And his beard was all blackened from Reindeer exhaust.
>
>
> His breath smelled like peppermint, gone slightly stale,
>
> And he puffed on a pipe, but he didn't inhale.
>
> His cheeks were all rosy and jiggled like jelly,
>
> His boots were as black as a cropduster's belly.
>
>
> He was chubby and plump, in his suit of bright red,
>
> And he asked me to "fill it, with hundred low-lead."
>
> He came dashing in from the snow-covered pump,
>
> I knew he was anxious for drainin' the sump.
>
>
> I spoke not a word, but went straight to my work,
>
> And I filled up the sleigh, but I spilled like a jerk.
>
> He came out of the restroom, and sighed in relief,
>
> Then he picked up a phone for a Flight Service brief.
>
>
> And I thought as he silently scribed in his log,
>
> These reindeer could land in an eighth-mile fog.
>
> He completed his pre-flight, from the front to the rear,
>
> Then he put on his headset, and I heard him yell, "Clear!"
>
>
> And laying a finger on his push-to-talk,
>
> He called up the tower for clearance and squawk.
>
> "Take taxiway Charlie, the southbound direction,
>
> Turn right three-two-zero at pilot's discretion"
>
>
> He sped down the runway, the best of the best,
>
> "Your traffic's a Grumman, inbound from the west."
>
> Then I heard him proclaim, as he climbed thru the night,
>
> "Merry Christmas to all! I have traffic in sight."
>
> --------
> 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=154055#154055
>
>
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| Subject: | Re: Merry / Happy |
I'll second that!
And Peace to you and yours in the new year!
Kevin
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154132#154132
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| Subject: | Re: Aircraft Spruce Streamlined Tubing |
Gentlemen;
Please be advise that Wicks has a limited amount of DRAWN 6061T6 streamline tube
in 4 or 5 sizes. This could be considerably lighter than the Carlson strut extrusion
depending on size. Length is also not limited like the Carlson parts.
Also the drawn tube does not have the "pad" on the inside making flat an parallel
mounting interface - you will have to create something to affect the same
result.
A Merry and Blessed Christmas to all!
Cut and paste from my email (Kevin) for Christopher Desmond
I am a occasional list reader and I saw your question about using streamlined struts
(I haven't yet figured out how to post, so if you wish, you can cut and
paste this to the list, it is a good question and I haven't seen these issues
discussed previously).
I fly a 701 with streamlined struts. The struts are made of extruded, anodized,
6061-T6. I do not think extruded struts offer any considerable aerodynamic
performance advantage over the steel tubes with fairings, but . . . these
struts are really very nice aesthetically (especially when up close). I am currently
building an 801 and I am installing similar extruded aluminum struts on
it as well. NOTE: The 801 will obviously need bigger, beefier, stronger struts
than a 701.
Changing over to the, more refined, extruded aluminum strut is not a simple undertaking.
Here are just a few considerations:
First and foremost is SAFETY, you must ensure that the strut material and extrusion
design is approved by an engineer so they are structurally adequate. My
advice here is to contact Mark Townsend at Can-Zac Aviation Ltd. Can-Zac has
recently done some development in this area.
Once you have extruded struts that you know are adequate from a safety standpoint,
the biggest challenge is to engineer and then create the attachment pieces
that will anchor both ends of the struts to the underside of the wing and to
the fuselage respectively. To solve this problem, you will most likely need the
help of a talented machinist who is willing to do some creative work. One
of the machining challenges here is to establish (and then cut) the proper angles
for the mounting-slot in the attachment pieces. You will find some difficult
compound angles and depending on accuracy of the airplane's construction,
the angles may differ side to side.
Next there is the issue of the jury-struts. All of the same design/engineering/machining
considerations, noted above, also apply to the jury-struts. Remember
that you will need a compression block inside the hollow extruded main strut
so an attachment eye-bolt for the jury-struts can be tightened without compressing
and deforming the walls of the main struts.
I estimate that this one refinement added at least a month to the build time and
several thousand dollars to the cost of my 701 and a bit more to my 801.
You can see the struts on my CH701 on my website: www.STOL-Adventures.com
I have just produced a DVD of my backcountry flying adventures featuring my 701.
There are some close-up shots of the streamlined 701 struts in the video.
I hope these comments are helpful.
Kind regards,
Christopher Desmond
--------
Kevin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154081#154081
Dave Downey
Harleysville (SE) PA
100 HP Corvair
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