Today's Message Index:
----------------------
1. 02:45 AM - Re: 0200 Engine Mount (Clive Richards)
2. 04:18 AM - Re: 701 Dual Controls. ref Michael Rand. (Geoff Heap)
3. 05:56 AM - Re: 0200 Engine Mount (wade jones)
4. 06:47 AM - Re: Tow Bar (BobTezyk)
5. 08:39 AM - Re: AMD & BRS (PatrickW)
6. 09:25 AM - Trying an unproven engine - is it feasible, is it safe? (AB_Summit)
7. 10:10 AM - Beginner (Darrell Haas)
8. 10:35 AM - Re: Beginner (PatrickW)
9. 10:35 AM - DEC 26,07 (Keystone Engineering LLC)
10. 10:37 AM - Re: Beginner (Craig Payne)
11. 10:42 AM - Re: Trying an unproven engine - is it feasible, is it safe? (John Bolding)
12. 10:51 AM - Re: Beginner (Kevin Bonds)
13. 11:08 AM - Re: Beginner (Craig Payne)
14. 11:14 AM - Re: Unproven engine??? Safe?? (Zed Smith)
15. 11:22 AM - Re: "dl" (Zed Smith)
16. 12:13 PM - Re: Trying an unproven engine - is it feasible, is it safe? (William Dominguez)
17. 12:47 PM - Re: Beginner (Gig Giacona)
18. 01:18 PM - Re: Beginner (robert stone)
19. 01:38 PM - Re: Beginner (Andrew Ackland)
20. 02:01 PM - Developed length "dl" (George Swinford)
21. 02:27 PM - [Fw: Re: Tow Bar] (kensmith@springnet1.com)
22. 02:41 PM - Re: Beginner (Kevin Bonds)
23. 06:41 PM - DL question (Darrell Haas)
24. 06:59 PM - Re: Trying an unproven engine - is it feasible, is it safe? (Southern Reflections)
25. 07:29 PM - Re: Trying an unproven engine - is it feasible, is it safe? (Joemotis@aol.com)
26. 08:10 PM - Re: Trying an unproven engine - is it feasible, is it safe? (AB_Summit)
27. 10:02 PM - Re: Re: Trying an unproven engine - is it feasible, is it safe? (NYTerminat@aol.com)
Message 1
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| Subject: | Re: 0200 Engine Mount |
Hi Wade
ZAC can supply you with a drawing to build the mount
for the XL. Ray had one built from these for his HD & wished he had
moved engine closer to firewall to help with weights & Balance.
I can send you photos of installed engine direct if you wish
as they are stored some where on my computer. I don't have photos of the
mount on its own.
Rays G CBDG cont 0 200 179 Hrs approx
Clive
----- Original Message -----
From: wade jones
To: zenith-list@matronics.com
Sent: Tuesday, December 25, 2007 1:43 PM
Subject: Zenith-List: 0200 Engine Mount
Hello group ,hope all of you are having a Merry Christmas . I am ready
to build my engine mount for my 601 .I will be using either my newly
purchased 0235 Franklin or my 0200 Cont. (they both fit the same mount).
I have been studying the plans but I could use some more help .Could
anyone on the list send me a picture of a completed 0200 mount or
perhaps a cad drawing showing a 3D view . Thanks Wade Jones South
Texas
601XL plans building
Cont. 0200
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| Subject: | Re: 701 Dual Controls. ref Michael Rand. |
Richard. I get all your emails but you don't get any of my replies. I suggest you
get a friend to email me for the info......Geoff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154490#154490
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| Subject: | Re: 0200 Engine Mount |
Thanks Clive for the reply .I have plans #6464 and the drawings for the
0200 mount are included .I am looking for more refined details if any
are available .I also plan to keep the engine as close to the firewall
as possible for W/B . DO NOT ARCHIVE
Wade Jones South Texas
601XL plans building
Cont. 0200
----- Original Message -----
From: Clive Richards
To: zenith-list@matronics.com
Sent: Thursday, December 27, 2007 4:44 AM
Subject: Re: Zenith-List: 0200 Engine Mount
Hi Wade
ZAC can supply you with a drawing to build the mount
for the XL. Ray had one built from these for his HD & wished he had
moved engine closer to firewall to help with weights & Balance.
I can send you photos of installed engine direct if you wish
as they are stored some where on my computer. I don't have photos of the
mount on its own.
Rays G CBDG cont 0 200 179 Hrs approx
Clive
----- Original Message -----
From: wade jones
To: zenith-list@matronics.com
Sent: Tuesday, December 25, 2007 1:43 PM
Subject: Zenith-List: 0200 Engine Mount
Hello group ,hope all of you are having a Merry Christmas . I am
ready to build my engine mount for my 601 .I will be using either my
newly purchased 0235 Franklin or my 0200 Cont. (they both fit the same
mount). I have been studying the plans but I could use some more help
.Could anyone on the list send me a picture of a completed 0200 mount or
perhaps a cad drawing showing a 3D view . Thanks Wade Jones South
Texas
601XL plans building
Cont. 0200
href="http://www.matronics.com/contribution">http://www.matronics.com/c
href="http://www.matronics.com/Navigator?Zenith-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
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Jay,
Look at what is out there, then design what you want and we can weld it up at my
place. It should not take too long.
--------
do not archive
Regards,
Bob Tezyk
N78QT - 601XL QB/ Jab3300
Working on elevator
http://neo.datamatrix.com/eaglesnestestates/index.php?option=com_rsgallery2&Itemid=32&catid=23
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154505#154505
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Here are some photos of an AMD 601 XLi with the BRS parachute: http://picasaweb.google.com/Patrick.Hoyt/AMD601XLBRS
When I visited the Zenith booth at Oshkosh last year, there was a BRS employee
speaking with Sebastion. He said that new BRS brackets were going to be standard
on 601XL's. The new brackets would allow people to build their 601XL's without
the BRS, but would more easily allow a builder to retrofit a BRS installation
at some point in the future if they chose.
I've since received my fuselage, and have taken some photographs of the BRS brackets which are shared here: http://picasaweb.google.com/Patrick.Hoyt/Zenith601XLBRSBrackets
I'm interested in seeing and sharing info with anyone else who's installing a BRS.
Apparently there's a fair amount of interest in this.
You guys who've already done it - is there any pointers you can share? Would you
do anything different knowing what you know now...?
Patrick
XL/Corvair
N63PZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154515#154515
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| Subject: | Trying an unproven engine - is it feasible, is it safe? |
Hi everyone,
(This is a cross posting from homebuiltairplanes.com, but I thought I would post
it here as well to get input from you guys.)
I've got an idea for a new engine redrive combination that as far as I know, no
one has tried before. This is all hypothetical for the time being as I don't
even have a plane to put it on, but I'm thinking of building a Zenith STOL CH-701
and I think this would be a good engine for that plane. I am not an engineer,
or even a pilot yet, but I do enjoy building, fabricating, working with metal,
etc.
My idea is to take a Yamaha four stroke, four cylinder snowmobile engine and adapt
a Rotax gearbox redrive to it. This would be for my own personal use only
and not for any commercial purpose. The engine is just under 1000cc's and produces
140HP in the carbureted version and 150HP in the EFI version, but I would
derate it for aircraft use. The weight of the engine is 118 lbs. This engine
is based on the R1 motorcycle engine, but doesn't have a gearbox like the motorcycle
engine does. This engine has proven durable in snowmobiles that have been
turbocharged and are making 300HP+.
My method of adapting the redrive to the engine would be to machine an adapter
ring and coupling. There is a ring of 6 bolts around the output shaft of the engine,
I could make a plate that attaches to the engine using these 6 bolts and
then drill and tap the plate to accept the Rotax gearbox bolt pattern and bolt
the gearbox to the plate. Then I would need to do some machining to get the
shafts couple properly.
As I said in the title, my questions are would this be feasible, and would this
be safe? My first thought is that if this was easy to do, somebody would have
already done it, and since I haven't seen this combination before it makes me
wonder if there is some problem I haven't thought of.
To me the main concerns are whether the joint between the engine and gearbox would
be substantial enough to handle the load put on it by the thrust of the propeller,
and whether there would be any torsional vibration concerns that would
damage the engine or the gearbox. There is a rubber cushion built into the Rotax
C gearbox that would help absorb some of the vibration, and there is also
a clutch that can be installed into it to uncouple the gearbox from the engine
at low RPM's. I could also install some external bracing between the engine
and gearbox to take some of the thrust loads. Another concern is designing an
engine mount that is safe and will take all the loads put on it.
If I were to go ahead with this, how could I ensure that my installation is safe?
Should it be inspected by a mechanical engineer? I imagine having it looked
at by an EAA tech counsellor would be a good idea as well.
Are there any risks that I haven't though of that I should be aware of? I'd like
to hear your thoughts as to whether this is doable and safe. Would I be better
off going with a more proven conversion like the Suzuki/Geo or go with the
912?
Thanks
Randy
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154524#154524
Message 7
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I just recently bought a fuselage kit from a friend and I'm trying to get up
to speed with all the terms/abbreviations on the drawings. Not to appear
stupid but trying to learn from others, is there a glossary that explains
things like dL ? Most of the things are obvious but you all know what it's
like before you drill that first hole or make that first cut. You just want
everything to be perfect and afraid to make a mistake. Are there any good
books for advice like that for builders?
Thanks,
Darrell
601 XL
N723DD reserved
do not archive
Message 8
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Look over Zenith's website, and the archives here at Matronics.
Get yourself registered with Zenith so you can get access to their builders website.
They'll supply you with a UserID and password.
Drilling the first hole is the hardest part, but it's a great milestone.
IMHO, don't worry about being perfect. If you do, you'll never finish the plane.
These are not mach 3 fighters or swiss watches, and they don't have to be
perfect.
Zenith aircraft have been build by volunteer labor at airshows and then flown by
the designer himself, so that speaks well.
Good luck. You will have fun and learn a lot.
Patrick
601XL/Corvair
N63PZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154545#154545
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Congratulations! What a Christmas present!
My only suggestion is you not use flaps in a cross wind.
The 801 is a great airplane.
Bill Wilcox
N801BW
350 hrs
stored for the winter.
Floats next summer
I am proud to say that N9801S flew off the board without a single problem!
Left the ground at about 55 mph and never looked back. All the trims were dead
on. Didn't do a full stall, but did get it slowed down to 40 with no flaps with
just a slight buffeting, no stall.
All testing went without a hitch.
Landing was just about perfect at 55 with no flaps.
Message 10
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"dl" is "developed length" - the length after bending (someone will hump in
with a more precise definition).
The second most common question is "what is a standard angle". The
dimensions are on page 6-T-1 of the 601XL plans in the lower right corner.
A good place to start reading is the Zenith constructions standards
document. The glossary is on page 5:
http://www.zenithair.com/pdf-doc/zenair%20construction%20standards%20draft%2
01-07.pdf
Also read "All-Metal Construction Made Easy" starting at:
http://www.zenithair.com/kit-data/allmetal.htm
-- Craig
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Darrell Haas
Sent: Thursday, December 27, 2007 10:42 AM
Subject: Zenith-List: Beginner
I just recently bought a fuselage kit from a friend and I'm trying to get up
to speed with all the terms/abbreviations on the drawings. Not to appear
stupid but trying to learn from others, is there a glossary that explains
things like dL ? Most of the things are obvious but you all know what it's
like before you drill that first hole or make that first cut. You just want
everything to be perfect and afraid to make a mistake. Are there any good
books for advice like that for builders?
Thanks,
Darrell
601 XL
N723DD reserved
do not archive
Message 11
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| Subject: | Re: Trying an unproven engine - is it feasible, is it safe? |
The can of worms you've just opened is the size of a 55 gal. barrel, good
luck !!
John
>
> Hi everyone,
>
> (This is a cross posting from homebuiltairplanes.com, but I thought I
> would post it here as well to get input from you guys.)
>
> I've got an idea for a new engine redrive combination that as far as I
> know, no one has tried before. This is all hypothetical for the time being
> as I don't even have a plane to put it on, but I'm thinking of building a
> Zenith STOL CH-701 and I think this would be a good engine for that plane.
> I am not an engineer, or even a pilot yet, but I do enjoy building,
> fabricating, working with metal, etc.
>
> My idea is to take a Yamaha four stroke, four cylinder snowmobile engine
> and adapt a Rotax gearbox redrive to it. This would be for my own personal
> use only and not for any commercial purpose. The engine is just under
> 1000cc's and produces 140HP in the carbureted version and 150HP in the EFI
> version, but I would derate it for aircraft use. The weight of the engine
> is 118 lbs. This engine is based on the R1 motorcycle engine, but doesn't
> have a gearbox like the motorcycle engine does. This engine has proven
> durable in snowmobiles that have been turbocharged and are making 300HP+.
> > Thanks
> Randy
>
>
Message 12
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Actually "dl" is the length before bending. Usually 1mm or 2mm less
material per bend. Each bend adds length to the finished part--so to speak.
Craig Payne wrote:
>
> dl is developed length the length after bending (someone will
> hump in with a more precise definition).
>
> The second most common question is what is a standard angle. The
> dimensions are on page 6-T-1 of the 601XL plans in the lower right corner.
>
> A good place to start reading is the Zenith constructions standards
> document. The glossary is on page 5:
>
> http://www.zenithair.com/pdf-doc/zenair%20construction%20standards%20draft%201-07.pdf
>
> Also read *_All-Metal Construction Made Easy_* starting at:
>
> http://www.zenithair.com/kit-data/allmetal.htm
>
> -- Craig
>
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> Actually "dl" is the length before bending.
What always throws me off is that it is past tense: developed length. You
would think they would name it "predeveloped length" :-)
-- Craig
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| Subject: | Re: Unproven engine??? Safe?? |
do not archive
BRS makes an engine/motor, with other stuff attached, to go with this project.
I'd suggest getting one.
Best reards in advance,
Zed
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do not archive
"Developed Length" is the phrase tossed around at ZAC in 1999. May have changed
by now.
Had something to do with WHERE the measurement was made.....inside or outside of
the bend.
Zed
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| Subject: | Re: Trying an unproven engine - is it feasible, is it safe? |
Is it safe?
Short answer; No unless you are flying over the Bonneville salt flats.
Long answer; There are a lot of divisions between builders when it comes to the
viability of auto conversions to power homebuild aircraft. But that is for auto
conversions that are already developed, where you buy either the converted
engine or the manual and parts to do the conversion yourself. However, what you're
proposing is to develop your own conversion. In this case there is no much
division and almost everyone would agree that it is not a good idea to engage
in one, unless you have the proper qualification and be willing to throw enough
money in R&D. IMHO, if you just want an inexpensive engine to power your plane,
go with an establish and proven conversion.
William Dominguez
Zodiac 601XL Plans
Miami Florida
Hi everyone,
(This is a cross posting from homebuiltairplanes.com, but I thought I would post
it here as well to get input from you guys.)
I've got an idea for a new engine redrive combination that as far as I know, no
one has tried before. This is all hypothetical for the time being as I don't
even have a plane to put it on, but I'm thinking of building a Zenith STOL CH-701
and I think this would be a good engine for that plane. I am not an engineer,
or even a pilot yet, but I do enjoy building, fabricating, working with metal,
etc.
My idea is to take a Yamaha four stroke, four cylinder snowmobile engine and adapt
a Rotax gearbox redrive to it. This would be for my own personal use only
and not for any commercial purpose. The engine is just under 1000cc's and produces
140HP in the carbureted version and 150HP in the EFI version, but I would
derate it for aircraft use. The weight of the engine is 118 lbs. This engine
is based on the R1 motorcycle engine, but doesn't have a gearbox like the motorcycle
engine does. This engine has proven durable in snowmobiles that have been
turbocharged and are making 300HP+.
My method of adapting the redrive to the engine would be to machine an adapter
ring and coupling. There is a ring of 6 bolts around the output shaft of the engine,
I could make a plate that attaches to the engine using these 6 bolts and
then drill and tap the plate to accept the Rotax gearbox bolt pattern and bolt
the gearbox to the plate. Then I would need to do some machining to get the
shafts couple properly.
As I said in the title, my questions are would this be feasible, and would this
be safe? My first thought is that if this was easy to do, somebody would have
already done it, and since I haven't seen this combination before it makes me
wonder if there is some problem I haven't thought of.
To me the main concerns are whether the joint between the engine and gearbox would
be substantial enough to handle the load put on it by the thrust of the propeller,
and whether there would be any torsional vibration concerns that would
damage the engine or the gearbox. There is a rubber cushion built into the Rotax
C gearbox that would help absorb some of the vibration, and there is also
a clutch that can be installed into it to uncouple the gearbox from the engine
at low RPM's. I could also install some external bracing between the engine
and gearbox to take some of the thrust loads. Another concern is designing an
engine mount that is safe and will take all the loads put on it.
If I were to go ahead with this, how could I ensure that my installation is safe?
Should it be inspected by a mechanical engineer? I imagine having it looked
at by an EAA tech counsellor would be a good idea as well.
Are there any risks that I haven't though of that I should be aware of? I'd like
to hear your thoughts as to whether this is doable and safe. Would I be better
off going with a more proven conversion like the Suzuki/Geo or go with the
912?
Thanks
Randy
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154524#154524
Message 17
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One problem you will find starting with the fuselage is that the build manual assumes
you have learned somethings while building the tail and wings.
Good luck and as everyone else has mentioned contact Zenith.
Oh, and use this list. It is a great resource.
[quote="darrellhaas(at)gmail.com"]I just recently bought a fuselage kit from a
friend and I'm trying to get up to speed with all the terms/abbreviations on the
drawings. Not to appear stupid but trying to learn from others, is there a
glossary that explains things like dL ? Most of the things are obvious but you
all know what it's like before you drill that first hole or make that first
cut. You just want everything to be perfect and afraid to make a mistake. Are
there any good books for advice like that for builders?
Thanks,
Darrell
601 XL
N723DD reserved
do not archive
> [b]
--------
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=154576#154576
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Darrell,
One good thing to remember when building anything and that is
MEASURE TWICE, AND CUT ONCE
There are hundreds of builders on this forum who are
knowledgeable and willing to help so any time you need to know anything,
use the Zenith net because it's a great resource.
Bob Stone
Harker Heights, Tx
ZodiacXL w/Jabiru 3300
(I now have 78 hours flying time on this aircraft)
----- Original Message -----
From: Darrell Haas
To: zenith-list@matronics.com
Sent: Thursday, December 27, 2007 11:41 AM
Subject: Zenith-List: Beginner
I just recently bought a fuselage kit from a friend and I'm trying to
get up to speed with all the terms/abbreviations on the drawings. Not to
appear stupid but trying to learn from others, is there a glossary that
explains things like dL ? Most of the things are obvious but you all
know what it's like before you drill that first hole or make that first
cut. You just want everything to be perfect and afraid to make a
mistake. Are there any good books for advice like that for builders?
Thanks,
Darrell
601 XL
N723DD reserved
do not archive
Message 19
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EVEN BETTER, MEASURE TWICE, STOP THINK ABOUT IT, MEASURE AGAIN, THEN CUT
ONCE. Strange, even after all these measures your scrap bin will soon fill
up!!
Andy Ackland
601HD (60% done) in the UK
Do not archive
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of robert stone
Sent: 27 December 2007 21:18
Subject: Re: Zenith-List: Beginner
Darrell,
One good thing to remember when building anything and that is
MEASURE TWICE, AND CUT ONCE
There are hundreds of builders on this forum who are knowledgeable
and willing to help so any time you need to know anything, use the Zenith
net because it's a great resource.
Bob Stone
Harker Heights, Tx
ZodiacXL w/Jabiru 3300
(I now have 78 hours flying time on this aircraft)
----- Original Message -----
From: Darrell Haas <mailto:darrellhaas@gmail.com>
Sent: Thursday, December 27, 2007 11:41 AM
Subject: Zenith-List: Beginner
I just recently bought a fuselage kit from a friend and I'm trying to get up
to speed with all the terms/abbreviations on the drawings. Not to appear
stupid but trying to learn from others, is there a glossary that explains
things like dL ? Most of the things are obvious but you all know what it's
like before you drill that first hole or make that first cut. You just want
everything to be perfect and afraid to make a mistake. Are there any good
books for advice like that for builders?
Thanks,
Darrell
601 XL
N723DD reserved
do not archive
href="http://www.matronics.com/contribution">http://www.matronics.com/chref
"http://www.matronics.com/Navigator?Zenith-List">http://www.matronhref="http
://forums.matronics.com">http://forums.matronics.com
Message 20
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| Subject: | Developed length "dl" |
"Developed length" comes from the aircraft engineering practice of flat
pattern development. Sheet metal parts are trimmed and shaped "in the
flat" and then formed by brakes, or over form blocks or dies in presses.
A flat pattern must be developed to define the shape of the flat stock
which is to be formed. Developed length is the length of the flat stock
needed to make the part.
The reason that developed length is not the same as the width or length
of the finished part plus the height of the flanges is that the bends do
not have sharp corners, but are radiused. In the flat, the dimension of
the flange is less than it will be after forming because it takes less
material to go around the radius than it would to go all the way to the
corner, then make a sharp bend. The term "setback" is used to define the
material "saved" by not going all the way to the corner
I can't speak for the way designers define flat parts in this day and
age, but 50 years ago flat patterns were developed and drawn by hand
(usually by junior engineers and draftsmen). Extensive handbook tables
which considered material thickness, bend angle and bend radius were
used to define setback. The drawings were then transferred to the
material from which templates and forming dies were made.
It was tedious, painstaking work, but there was a certain satisfaction
in doing it.
George Swinford
Message 21
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I utilized Larry's drawing regarding the collar around the front gear
torque tube and it worked out perfect.
The only change that I did was chamfer flat the area's opposite the head
of the through bolt that tightens
the clamping action on the torque tube and then put a nut on the thru
bolt instead of threading one side of
the compression rings. The critical measurement (2.002") is the
completed center I.D. of the completed
clamp. It fit the torque tube like a glove without compressing the
torque tube one little bit. I made the
exterior dia. a 1/4" larger than Larry's design which gives me more
material for the through bolt. It
also will now work with a Cessna 150 tow bar without any modification.
The 150 tow bar is easy to
find.
This is an excellent design for eleveating paint scratched off the front
tire faring by putting a a tow bar
against it and also the safety factor of stopping the complete
compression of the torque tube if the
bungee broke by some type of circumstance.
It took me about 2 hours on the lathe and maybe $.50 worth of cold roll
steel bar to build it.
Excellent design Larry - I take my hat off to you.
Ken Smith
Jay,
Better than putting a tow bar at the axle, you should consider using a
travel stop and tow bar ring a few inches below the firewall
mounted on the strut. Then use a tow bar on the ring to pull the plane
from a better leverage point for steering.
Also, if your bungee lets go, the travel stop ring will keep your prop
out of the dirt.
On my site, I've free drawings available for making the ring and the tow
bar, or you can order the finished product.
see link,
www.macsmachine.com/html/itemsforsale.htm
Best regards
Larry McFarland 601HDS at www.macsmachine.com
Jaybannist@cs.com wrote:
>
> Listers:
>
> On the Spruce & Wick's web sites, I see lots of tow bars. No specs. Does anyone
know what specific model of tow bar will work with the 60XL nose gear axle?
>
> Jay in Dallas 601XL N2630J
>
>
>
Message 22
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I second the motion to henceforth refer to "dl" as "pdl". ;)
Kevin
do not archive
Craig Payne wrote:
>
>>
>
> What always throws me off is that it is past tense: developed length. You
> would think they would name it "predeveloped length" :-)
>
> -- Craig
>
>
Message 23
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Thank you all for the advice. Yes drilling that first hole is scary. I'll be
free to ask all of you for help.
Darrell
601XL
Message 24
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| Subject: | Re: Trying an unproven engine - is it feasible, is it safe? |
55 gallons is not even close, it will turn to your WORST NITEMARE! no
mention if it doesn't kill you it will try too, every time it gets a chance
Belive me, I know. The money?? you better havea bag full , and If you ever
get it work ,you will be so crazy that you can't pass a mental test so you
won't be allowed to fly your death trap. Buy a engine that is proven and go
on with your life....Happy New Year . Joe N101HD 601XL/RAM P.S. TheH D
in N101HD stands for Harley Davison.......
----- Original Message -----
From: "John Bolding" <jnbolding1@teleshare.net>
Sent: Thursday, December 27, 2007 1:39 PM
Subject: Re: Zenith-List: Trying an unproven engine - is it feasible, is it
safe?
> <jnbolding1@teleshare.net>
>
> The can of worms you've just opened is the size of a 55 gal. barrel, good
> luck !!
> John
>
>
>>
>> Hi everyone,
>>
>> (This is a cross posting from homebuiltairplanes.com, but I thought I
>> would post it here as well to get input from you guys.)
>>
>> I've got an idea for a new engine redrive combination that as far as I
>> know, no one has tried before. This is all hypothetical for the time
>> being as I don't even have a plane to put it on, but I'm thinking of
>> building a Zenith STOL CH-701 and I think this would be a good engine for
>> that plane. I am not an engineer, or even a pilot yet, but I do enjoy
>> building, fabricating, working with metal, etc.
>>
>> My idea is to take a Yamaha four stroke, four cylinder snowmobile engine
>> and adapt a Rotax gearbox redrive to it. This would be for my own
>> personal use only and not for any commercial purpose. The engine is just
>> under 1000cc's and produces 140HP in the carbureted version and 150HP in
>> the EFI version, but I would derate it for aircraft use. The weight of
>> the engine is 118 lbs. This engine is based on the R1 motorcycle engine,
>> but doesn't have a gearbox like the motorcycle engine does. This engine
>> has proven durable in snowmobiles that have been turbocharged and are
>> making 300HP+.
>> > Thanks
>> Randy
>>
>>
>
>
>
Message 25
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| Subject: | Re: Trying an unproven engine - is it feasible, is it safe? |
I like the idea. Any favorite links to the
engine in question?
And for all of the naysayers, it is called
experimental for a reason!
Spectacular success is often measured by accumulated
failure that you are lucky enough to live through.
Longtime anything that runs on gasoline builder.
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
Message 26
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| Subject: | Re: Trying an unproven engine - is it feasible, is it safe? |
Joemotis(at)aol.com wrote:
> I like the idea. Any favorite links to the engine
in question?
There's not much to be found on the Internet about this engine, it's called the Genesis 150FI, here's one link: http://www.yamaha-motor.com/sport/sno/tech_eng.aspx
Some of the other engines on that page might be adaptable for aircraft use as well.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154660#154660
Message 27
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| Subject: | Re: Trying an unproven engine - is it feasible, is it |
safe?
Here is another link where they have converted many types of engines, you
could possibly use their gearbox _http://www.airtrike s.net/engines.
shtml_ (http://www.airtrikes.net/engines.shtml)
Bob Spudis
In a message dated 12/27/2007 11:11:53 P.M. Eastern Standard Time,
rengler@live.ca writes:
--> Zenith-List message posted by: "AB_Summit" <rengler@live.ca>
Joemotis(at)aol.com wrote:
> I like the idea. Any favorite links to the
engine in question?
There's not much to be found on the Internet about this engine, it's called
the Genesis 150FI, here's one link:
http://www.yamaha-motor.com/sport/sno/tech_eng.aspx
Some of the other engines on that page might be adaptable for aircraft use
as well.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=154660#154660
(http://food.aol.com/top-rated-recipes?NCID=aoltop00030000000004)
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