Today's Message Index:
----------------------
1. 03:33 AM - Re: new builder websight (David Downey)
2. 04:50 AM - Re: Rudder Cam N5SL Second Flight! (Martin Pohl)
3. 06:43 AM - Re: Rudder Cam N5SL Second Flight! (cookwithgas)
4. 07:07 AM - Re: new builder websight (cookwithgas)
5. 07:39 AM - Re: Fw: Strobe noise/alt noise (James Sagerser)
6. 07:49 AM - Re: new builder websight (PatrickW)
7. 08:37 AM - Re: Rudder Cam N5SL Second Flight! (ashontz)
8. 08:40 AM - Re: Rudder Cam N5SL Second Flight! (ashontz)
9. 08:41 AM - Re: Corvair engine (ashontz)
10. 09:15 AM - Holding Nose up (Stanley Challgren)
11. 10:26 AM - Re: Re: Corvair engine (Afterfxllc@aol.com)
12. 10:34 AM - Re: Rudder Cam N5SL Second Flight! (cookwithgas)
13. 11:44 AM - Re: new builder websight (Gig Giacona)
14. 11:49 AM - Re: Rudder Cam N5SL Second Flight! (BobTezyk)
15. 12:38 PM - Re: Re: Rudder Cam N5SL Second Flight! (Bryan Martin)
16. 12:38 PM - Flight report & question-701 (Les Goldner)
17. 12:44 PM - Re: Re: new builder websight (Darrell Haas)
18. 01:03 PM - Re: Rudder Cam N5SL Second Flight! (cookwithgas)
19. 01:06 PM - Re: Holding Nose up (john H)
20. 01:15 PM - Re: Flight report & question-701 (Bryan Martin)
21. 03:56 PM - Re: Re: Rudder Cam N5SL Second Flight! (Stanley Challgren)
22. 03:59 PM - Re: Holding Nose up (Dave Austin)
23. 04:04 PM - Re: Flight report & question-701 (NYTerminat@aol.com)
24. 04:43 PM - Re: Re: new builder websight (Juan Vega)
25. 05:12 PM - Re: Holding Nose up (Juan Vega)
26. 06:15 PM - Re: new builder websight (leinad)
27. 06:58 PM - Re: new builder websight (William Dominguez)
28. 07:36 PM - Re: Holding Nose up (JG)
29. 08:38 PM - Flight Report and question-701 (Joe Spencer)
30. 09:12 PM - FAA certification (Darrell Haas)
31. 09:32 PM - Re: FAA certification (Paul Mulwitz)
32. 09:57 PM - Re: Holding Nose up (Terry Phillips)
Message 1
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| Subject: | Re: new builder websight |
Hi Dan;
I really like your manual flap setup. Nice work.
For those interested, I've started to put up a web sight about my project. So
far it's just some pictures, not much text or other links.
I'm plans building a 601XL.
http://daniel.dempseyfamily.us
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158459#158459
Dave Downey
Harleysville (SE) PA
100 HP Corvair
---------------------------------
Be a better friend, newshound, and know-it-all with Yahoo! Mobile. Try it now.
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Scott, first of all congratulations to the first flights of your wonderful machine!!!
I saw on the movie that right after liftoff for about 5 seconds, there is quite
some amount of pitch changing. Is that camera related or some sort of slight
PIO? Good to know perhaps for the ones that will go for their first flights on
their own.
Cheers Martin
CH601XL "HB-YNA"
--------
Martin Pohl
Zodiac XL QBK
8645 Jona, Switzerland
www.pohltec.ch/ZodiacXL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158498#158498
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Martin:
Nope, that was real. It was the first time the guy had flown a 601XL and although
I warned him about the sensitive pitch he didn't realize how sensitive it
was. I wish I would have had a video camera in hand because I was standing by
the runway, but it scared me so bad I probably would have dropped the camera.
He managed to get up with out scraping a wing but it was close!
I put that takeoff in the video on purpose so Ron (the pilot) could see it. We
got a good laugh afterwards but it was pretty scary at the time. His second
takeoff was perfect as well as both landings.
Thanks for the email.
Scott Laughlin
Omaha, Nebraska
www.cooknwithgas.com
601XL/Corvair #17
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158518#158518
Message 4
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| Subject: | Re: new builder websight |
Dan that is very impressive. Lots of great ideas and solid rivets. I like your
main gear a lot. It looks way better than the 40 lb hunk of aluminum I installed
on N5SL. The firewall looks great with those solid rivets. And that manual
flap lever is very clever!
Keep posting pictures - you are doing some good work. I suspect this is not your
first airplane project. Keep the pictures coming!
Thanks for sharing,
Scott Laughlin
Omaha, Nebraska
601XL/Corvair #17
www.cooknwithgas.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158526#158526
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| Subject: | Re: Fw: Strobe noise/alt noise |
Hmmm, will work on finding another rectifier to try. Thanks you.
Jim
On Jan 15, 2008, at 8:44 PM, Craig Payne wrote:
> There are plenty of diodes (rectifiers) and other semiconductors
> inside the regulator that could be fried. AC still has to be turned
> into DC somewhere. See page 54 in the manual linked below for a
> schematic of the regulator. But since the regulator is encapsulated
> you would have to replace the whole unit.
>
>
> www.jabirupacific.com/pdf/3300ManualHyd.pdf
>
>
> -- Craig
>
>
> From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-
> list-server@matronics.com] On Behalf Of James Sagerser
> Sent: Tuesday, January 15, 2008 8:24 PM
> To: zenith-list@matronics.com
> Subject: Re: Zenith-List: Fw: Strobe noise/alt noise
>
>
> I asked Jabiru about the diode suggestion today. They said the
> Jabiru system is a set of permanent magnets producing current to a
> regulator-rectifier and doesn't have a diode like a Continental or
> Lycoming so I guess that rules that out but thanks for replying. Jim
>
>
> On Jan 14, 2008, at 8:18 PM, Don_Lewis wrote:
>
>
> You most likely have a diode out in the alt......
>
> A filter capacitor can't fix that....
>
> Don L.
>
> A&P- IA
>
>
> ----- Original Message -----
>
> From: James Sagerser
>
> To: zenith-list@matronics.com
>
> Sent: Monday, January 14, 2008 7:45 PM
>
> Subject: Re: Zenith-List: Fw: Strobe noise/alt noise
>
>
>
> Here's the latest on my situation. I connected my radio directly to
> the battery (power & ground) in the aft fuselage but still had the
> same whine. I then took a motorcycle battery and connected the radio
> directly to it and the whine was completely gone. The radio was
> absolutely clear with the engine running. I have ordered an inline
> noise filter suggested by several individuals and will let you know
> how that turns out when it's installed. Thanks again to everyone who
> responded. Jim
>
>
> On Jan 13, 2008, at 7:59 PM, Mark Sherman wrote:
>
> > <msherman95632@yahoo.com>
> >
> > James.
> >
> > This is an old post to the list I found. This noise filter will
> > work for your alt. noise also.
> >
> > Mark S.
> >
> >
> >
> >
> > I did some looking at Radio Shacks web site and found
> > that they have discontinued the noise filter 270-051
> > with no replacement part.
> >
> > I found the same part at Parts Express
> > (www.partsexpress.com) under the part number 265-042.
> >
> >
> > Worked great on my Val-Com radio.
> >
> > Search the Aero Electric list for my name and you will
> > find all the info when I had my problem.
> >
> > Mark Sherman
> > 701/912
> >
> >
> >
> > __________________________________________________
> > http://mail.yahoo.com
> >
> >
> > Never miss a thing. Make Yahoo your home page.
> > http://www.yahoo.com/r/hs
> ><======================
> Features Chat, --> http://www.matron======================
> bsp; via the Web href="http://forums.matronics.com">http://
> forums.matronics.com==nbsp; generous bsp;
> href="http://www.matronics.com/contribution">http://
> www.matronics.com/c================
>
>
> - The Zenith-List Email Forum class="Apple-converted-
> space"> --> http://www.matronics.com/Navigator?Zenith-
> List --> http://forums.matronics.com -
> List Contribution Web Site - -Matt
> Dralle, List Admin. class="Apple-converted-space"> --> http://
> www.matronics.com/contribution
>
>
> http://www.matronics.com/Navigator?Zenith-List
> http://forums.matronics.com
> http://www.matronics.com/contribution
>
> http://www.matronics.com/Navigator?Zenith-List_-
> ============================================================ _-
> forums.matronics.com_-
> ============================================================ _-
> contribution_-
> ===========================================================
>
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| Subject: | Re: new builder websight |
Nice site, Dan! Some good ideas there.
- Pat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158544#158544
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Cool, I like it.
One thing, it appears as though on landing the nose comes down pretty quick. I
think other people have noted this one their XLs as well. Is it fairly difficult
to hold the nose up once the mains hit?
cookwithgas wrote:
> Martin:
>
> Nope, that was real. It was the first time the guy had flown a 601XL and although
I warned him about the sensitive pitch he didn't realize how sensitive it
was. I wish I would have had a video camera in hand because I was standing
by the runway, but it scared me so bad I probably would have dropped the camera.
He managed to get up with out scraping a wing but it was close!
>
> I put that takeoff in the video on purpose so Ron (the pilot) could see it.
We got a good laugh afterwards but it was pretty scary at the time. His second
takeoff was perfect as well as both landings.
>
> Thanks for the email.
>
> Scott Laughlin
> Omaha, Nebraska
> www.cooknwithgas.com
> 601XL/Corvair #17
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158558#158558
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Scraping a wing? Do you mean tail? I was thinking a tail skid of some sort might
be a good idea when I get around to building the fuselage, to not only protect
the fuselage but also the rudder.
cookwithgas wrote:
> Martin:
>
> Nope, that was real. It was the first time the guy had flown a 601XL and although
I warned him about the sensitive pitch he didn't realize how sensitive it
was. I wish I would have had a video camera in hand because I was standing
by the runway, but it scared me so bad I probably would have dropped the camera.
He managed to get up with out scraping a wing but it was close!
>
> I put that takeoff in the video on purpose so Ron (the pilot) could see it.
We got a good laugh afterwards but it was pretty scary at the time. His second
takeoff was perfect as well as both landings.
>
> Thanks for the email.
>
> Scott Laughlin
> Omaha, Nebraska
> www.cooknwithgas.com
> 601XL/Corvair #17
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158562#158562
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| Subject: | Re: Corvair engine |
Jeff, I thought you didn't like non-aviation engines?
do not archive
[quote="Afterfxllc(at)aol.com"]Does anyone have any used cores they want to sell?
I also need 3 more cranks to send to nitride so if anyone else needs a crank
done contact me off list.
Jeff
Start the year off right. Easy ways to stay in shape (http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489) in the new year.
> [b]
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158563#158563
Message 10
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Andy Shontz:
You asked;
"One thing, it appears as though on landing the nose comes down pretty
quick. I think other people have noted this one their XLs as well. Is
it fairly difficult to hold the nose up once the mains hit?"
I assume the XL is similar to the HDS and it was impossible to hold
the nose up on ours after touchdown. We solved that problem by
placing VG's on the bottom side of the horizontal stabilizer. With
the VG's there, you could aerodynamic brake down to about 20 mph.
Your other question:
" I was thinking a tail skid of some sort might be a good idea when I
get around to building the fuselage, to not only protect the fuselage
but also the rudder."
The HDS had a very effective tail skid in the tie down ring. I
discovered how effective it was when I failed to ask my BFR check
pilot how much he weighed. I had planned on 170# and after grinding
down the tail skid on takeoff I found he weighed 240#.
Stan
p.s. Let the flames began.
Message 11
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| Subject: | Re: Corvair engine |
That's another Jeff.
Jeff, I thought you didn't like non-aviation engines?
**************Start the year off right. Easy ways to stay in shape.
http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489
Message 12
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Andy:
I meant wing! I wish I could have video'd from the outside. It was a wild ride
according to Ron and from what I could see. Up, down, side, to side, etc.
Speaking of tail skid - I actually made a stronger tie-down/ tail skid for my airplane
here:
http://www.cooknwithgas.com/11_9_04_TailSkid.JPG
http://www.cooknwithgas.com/11_11_04_TailSkid.JPG
http://www.cooknwithgas.com/11_10_04_TailSkid.JPG
http://www.cooknwithgas.com/11_14_04_TailSkid.JPG
My little mill was kind of new back then and I was looking for things to make with
it. It is probably overkill.
Scott.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158590#158590
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| Subject: | Re: new builder websight |
Nice site but I have a question. Is the main gear 2 parts?
--------
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=158605#158605
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Scott,
What is the weight difference between the the old and the new tail skid? Did it
affect the CG substantially?
--------
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=158609#158609
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
I see that Scot's main gear are mounted with the strait edge to the
rear. Mine are the same, the earlier plans showed them that way.
With a relatively heavy engine like my Subaru, the lightly loaded CG is
quite far ahead of the main gear. I have found that this causes a
pronounced tendency for the plane to pitch up just after takeoff and
rapidly drop the nose on touchdown. This is because you must apply back
pressure on the stick to rotate for take off. The moment applied by the
tail during rotation acts around the point where the main gear contact
the ground but as soon as you lift off, that moment instantly begins to
act around CG, which is several inches farther from the tail. This
sudden increase in leverage tends to cause pitch up. As long as you are
expecting it and release some back pressure on liftoff, it is not a
problem. The reverse occurs on landing, the sudden decrease in leverage
results in a pitch down tendency that needs to be countered with
increased back pressure.
The newer plans have the main gear reversed to put the strait side
forward. This moves the main gear a few inches forward to reduce the
separation between the main gear and the CG. The original position of
the gear would probably work fine for a light engine like the Rotax or
Jabiru but the newer location works better for the heavier Continental,
Corvair or Subaru. I have thought about switching my main gear around to
correct this issue, but I've gotten used to it and don't consider it to
be a big enough problem to be a high priority modification.
ashontz wrote:
>
> Cool, I like it.
>
> One thing, it appears as though on landing the nose comes down pretty quick.
I think other people have noted this one their XLs as well. Is it fairly difficult
to hold the nose up once the mains hit?
>
>
> cookwithgas wrote:
>> Martin:
>>
>> Nope, that was real. It was the first time the guy had flown a 601XL and although
I warned him about the sensitive pitch he didn't realize how sensitive
it was. I wish I would have had a video camera in hand because I was standing
by the runway, but it scared me so bad I probably would have dropped the camera.
He managed to get up with out scraping a wing but it was close!
>>
>> I put that takeoff in the video on purpose so Ron (the pilot) could see it.
We got a good laugh afterwards but it was pretty scary at the time. His second
takeoff was perfect as well as both landings.
>>
>> Thanks for the email.
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 16
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| Subject: | Flight report & question-701 |
After 7 air-hours in my CH 701, I can report how it flies and need to
ask a
question.
The flying.
I don=92t have all the information yet, but here is what I can tell you:
- Empty weight 650# with the CG 373 mm behind slats
- Develops Max level-flight RPM of 5400 w/ 3 blade Warpdrive set 12=B0
- Stall (at 2000-RPM idle) slightly under 30-MPH (GPS)
- Best glide angle is about 60-MPH at 2000-RPM idle
- Flies about 85-MPH at 4900-RPM
(I will add streamlined strut covers and hope to cruise 90-MPH)
- Best climb at 55-MPH (about 1200=92/m w/20 Gal fuel & 180=92 pilot)
- Tracks well. Holds altitude hands off between 40 & 85 MPH (w/ el.
trim)
- EZ autopilot and Dynon 180 work great and are recommended
The question.
Is it normal for the 701 to try to reach a very high angle-of-attack at
lift
off? The stick on my 701 pulls itself firmly back and I have to push it
forward to prevent the 701 from going into very high angle of attack,
slowing the plane to near stall speed. It probably wouldn=92t stall, but
I
don=92t want to be in this configuration in case of an engine stoppage.
Note
that the elevator trim tab is in neutral position during take-off and
the
plane trims out very well using the trim tab in all but very high RPM
conditions.
If this is not a normal 701 characteristic, I can think of two factors
that
may be causing it, and can use advice from those of you who have also
experienced this condition.
* The first factor I can do little about. Because I added about 40# of
BRS chute and reinforcing structure behind the baggage compartment, my
701
is a little tail heavy, but well within the allowed GC range (e.g., when
I
was flying yesterday with 20 gal fuel, my CG was about 450mm behind the
slats. Zenith says you=92re OK from 280 to 500mm).
* The second factor I can probably deal with. When I was installing
the controls I noticed that the stick sprang back from the far right
when
pushed side-to side to test the aileron control. It took a while to
discover
that this was caused by tight elevator cables. After first few flights
(with
a passenger aboard where the take-off effect was not as great) I
loosened
the upper cable about =BC=94 at the turnbuckle near the forward
bellcrank (this
is the cable attached to bottom of the elevator & pulls the el. down).
The
elevator cable can now swing an inch or two in the middle when the
bungees
are not attached to them, but the stick no longer springs back. Could
loosing this cable be causing the problem? If so I apparently have a
choice
of having a spring-back (which probably means the el. control cable is
too
tight), or a potential take-off attitude problem.
I guess I could just set the trim tab to lower the nose at take off. Is
this
what you experienced 701=92ers do?
Thanks for the advice,
Les
Message 17
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| Subject: | Re: new builder websight |
I like the web site. I like to look at others projects so I can see
what I should be doing. Is there any way to enlarge the pictures?
Darrell
601XL Fuse
On 1/16/08, Gig Giacona <wr.giacona@suddenlink.net> wrote:
>
> Nice site but I have a question. Is the main gear 2 parts?
>
> --------
> 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=158605#158605
>
>
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
Here's another compilation of videos (with some new music) that shows a different
take-off and landing. The outside shots are not the same day but added for
your viewing pleasure. The jumping jacks are mine.
http://www.cooknwithgas.com/Videos/Second_Flight_Remix.mpg
Enjoy,
Scott Laughlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158622#158622
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I have an HD which has a more similar wing to the XL and find that holding
the nose up is not difficult if you come in at a little higher speed.
Stan I am interested in the HDS wing and wondered if you also put vgs on th
e wing and what kind of differences did you notice in climb and stall speed
s.
John
_________________________________________________________________
Make distant family not so distant with Windows Vista=AE + Windows Live=99.
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| Subject: | Re: Flight report & question-701 |
No, this is not normal behavior for any aircraft. The airplane trim
should be set before take off so that the airplane tends to hold climb
attitude on it's own after takeoff. If this requires an excessive amount
of trim tab deflection to achieve, you may have to change the angle of
incidence of the horizontal stabilizer to correct this. It sounds like
the leading edge of your stabilizer needs to be raised a bit since you
are running out of trim at high RPM. At cruise airspeed, the trim tab
should be somewhere near the neutral position.
I had the opposite problem with my 601. I didn't have enough nose down
trim available. I made new attachment brackets for the front of my
horizontal stabilizer in order to lower the leading edge about 3/8th of
an inch.
Les Goldner wrote:
>
> Is it normal for the 701 to try to reach a very high angle-of-attack at
> lift off? The stick on my 701 pulls itself firmly back and I have to
> push it forward to prevent the 701 from going into very high angle of
> attack, slowing the plane to near stall speed. It probably wouldnt
> stall, but I dont want to be in this configuration in case of an engine
> stoppage. Note that the elevator trim tab is in neutral position during
> take-off and the plane trims out very well using the trim tab in all but
> very high RPM conditions.
>
>
> I guess I could just set the trim tab to lower the nose at take off. Is
> this what you experienced 701ers do?
>
> Thanks for the advice,
> Les
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 21
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
On Jan 16, 2008, at 11:27 AM, cookwithgas wrote:
>
>
> Speaking of tail skid - I actually made a stronger tie-down/ tail
> skid for my airplane here:
>
> http://www.cooknwithgas.com/11_9_04_TailSkid.JPG
>
>
> My little mill was kind of new back then and I was looking for
> things to make with it. It is probably overkill.
>
> Scott."
Scott:
I had to add a 5 # lead weight to my tail skid area for CG purposes on
my HDS. It would have been a tail skid when the tie down was ground
off. I like your idea and you have given me a reason for buying
another tool. Way to go!
Stan
Message 22
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| Subject: | Re: Holding Nose up |
John,
You'll find the details of my flight test with VGs on my 601 HDS in the
archives. They are well worth the money.
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 23
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| Subject: | Re: Flight report & question-701 |
Les, I offer the following advise for your 701.
In a message dated 1/16/2008 3:39:58 P.M. Eastern Standard Time,
lgold@quantum-associates.com writes:
After 7 air-hours in my CH 701, I can report how it flies and need to ask a
question.
The flying.
I don=99t have all the information yet, but here is what I can tell
you:
- Empty weight 650# with the CG 373 mm behind slats
- Develops Max level-flight RPM of 5400 w/ 3 blade Warpdrive set 12=C2=B0
You
should be getting near 5800 RPM on your wide open RPM in flight, reduce you
r
pitch a little bit.
- Stall (at 2000-RPM idle) slightly under 30-MPH (GPS)
- Best glide angle is about 60-MPH at 2000-RPM idle
- Flies about 85-MPH at 4900-RPM
(I will add streamlined strut covers and hope to cruise 90-MPH)You will.
- Best climb at 55-MPH (about 1200=99/m w/20 Gal fuel & 180=99
pilot)
- Tracks well. Holds altitude hands off between 40 & 85 MPH (w/ el. trim)
- EZ autopilot and Dynon 180 work great and are recommended
The question.
Is it normal for the 701 to try to reach a very high angle-of-attack at lif
t
off? The stick on my 701 pulls itself firmly back and I have to push it
forward to prevent the 701 from going into very high angle of attack, slowi
ng the
plane to near stall speed.This does not happen with mine, you need to appl
y
some back pressure to rotate and climb It probably wouldn=99t stall,
but I don
=99t want to be in this configuration in case of an engine stoppage.
Note that
the elevator trim tab is in neutral position during take-off and the plane
trims out very well using the trim tab in all but very high RPM conditions.
When in cruise what position is your elevator trim in? Is it in the neutral
position or do you have to use trim to pitch the nose down?
If this is not a normal 701 characteristic, I can think of two factors that
may be causing it, and can use advice from those of you who have also
experienced this condition.
* The first factor I can do little about. Because I added about 40# o
f
BRS chute and reinforcing structure behind the baggage compartment, my 701
is a little tail heavy, but well within the allowed GC range (e.g., when I
was
flying yesterday with 20 gal fuel, my CG was about 450mm behind the slats.
Zenith says you=99re OK from 280 to 500mm). Where is your battery in
stalled?
* The second factor I can probably deal with. When I was installing
the controls I noticed that the stick sprang back from the far right when
pushed side-to side to test the aileron control. It took a while to discove
r that
this was caused by tight elevator cables. After first few flights (with a
passenger aboard where the take-off effect was not as great) I loosened the
upper cable about =C2=BC=9D at the turnbuckle near the forward bellcr
ank (this is the
cable attached to bottom of the elevator & pulls the el. down).This should
not
do it but you should recheck your elevator travel up and down for the
correct degrees of travel The elevator cable can now swing an inch or two i
n the
middle when the bungees are not attached to them, but the stick no longer
springs back. Could loosing this cable be causing the problem? If so I appa
rently
have a choice of having a spring-back (which probably means the el. control
cable is too tight), or a potential take-off attitude problem.
I guess I could just set the trim tab to lower the nose at take off. Is thi
s
what you experienced 701=99ers do? I use full up trim for take off, i
n cruise
the trim is centered. Bob Spudis N701ZX/912S/140hrs
Thanks for the advice,
Les
**************Start the year off right. Easy ways to stay in shape.
http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489
Message 24
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| Subject: | Re: new builder websight |
Nice Propeller! That looks like a great project! Do you have any recommended reads
for building a propoeller?
Juan
-----Original Message-----
>From: PatrickW <pwhoyt@yahoo.com>
>Sent: Jan 16, 2008 10:44 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: new builder websight
>
>
>Nice site, Dan! Some good ideas there.
>
>- Pat
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=158544#158544
>
>
Message 25
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| Subject: | Re: Holding Nose up |
Stan,
it depends on how you place the main gear position, flat side forward and what
engine weight you have. I put my mains flat side forward and can hold the nose
off at 25 mph. I powered it with the 180lb jabiru so it works out well that
way. if you endine is lighter say a 912 ULS, they recommedn the mains at flat
side rear facing.
Juan
-----Original Message-----
>From: Stanley Challgren <challgren@mac.com>
>Sent: Jan 16, 2008 12:09 PM
>To: Zenith List <zenith-list@matronics.com>
>Subject: Zenith-List: Holding Nose up
>
>
>Andy Shontz:
>
>You asked;
>
>"One thing, it appears as though on landing the nose comes down pretty
>quick. I think other people have noted this one their XLs as well. Is
>it fairly difficult to hold the nose up once the mains hit?"
>
>I assume the XL is similar to the HDS and it was impossible to hold
>the nose up on ours after touchdown. We solved that problem by
>placing VG's on the bottom side of the horizontal stabilizer. With
>the VG's there, you could aerodynamic brake down to about 20 mph.
>
>Your other question:
>
>" I was thinking a tail skid of some sort might be a good idea when I
>get around to building the fuselage, to not only protect the fuselage
>but also the rudder."
>
>The HDS had a very effective tail skid in the tie down ring. I
>discovered how effective it was when I failed to ask my BFR check
>pilot how much he weighed. I had planned on 170# and after grinding
>down the tail skid on takeoff I found he weighed 240#.
>
>Stan
>
>p.s. Let the flames began.
>
>
Message 26
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| Subject: | Re: new builder websight |
There were several questions that came up about the new web sight.
Some one asked if the pictures could be made larger. I assume he clicked on the
small version (thumbnails), many of the pictures were kept small for fast loading,
but I think I'll compromise from now on and make them a bit bigger, but
what you see is what ya get. I doubt I'll re-upload the ones that are already
there. I do intend to add more pictures, some explanatory text and other useful
info.. later.
Some asked if the main gear is in 2 pieces. Yes, it is. This is the composite
gear Air Craft Spruce sold for the 601 XL and made in East Europe. Let me
be clear. I do not recommend it. It requires significant structural changes
to accommodate a 2 piece gear. I've posted a number of pictures of the gear
channel mods I've made.
Some asked about the home made wooden prop. I read a book by a fellow named Al
Schubert "How I make wood propellers". He also wrote "A Farmer Builds A Plane".
You won't find these at Barne's and Nobble or Amazon, but if you do a search
you might find them on the Internet. There are also some good computer
modelling programs for designing a purpose made propeller. Let me be clear,
I do not recommend making your own prop, though I had a lot of fun making mine.
You'll notice I'm also building a Corvair Conversion. I don't recommend that either.
Heck, I don't even recommend building your own plane! What kind of crazy
person would do that?
Dan Dempsey
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158687#158687
Message 27
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| Subject: | Re: new builder websight |
Thanks for sharing your web site. I have bookmarked it and will be visiting often. I'm also plans building and I've been working in my website lately and surprisingly, my web site http://www.geocities.com/bill_dom/ is very similar to yours (pictures and not much text), except for that fact that you are way ahead of me and your shop is a lot nicer than mine.
I'm using Picasa to host the picture galleries and geocities as a portal to the
galleries. In this way, it is completely free and Picasa make the management
and correction of pictures very painless with their offline tool, where uploading
newer pictures is only a click away.
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom/ (under construction)
For those interested, I've started to put up a web sight about my project. So
far it's just some pictures, not much text or other links.
I'm plans building a 601XL.
http://daniel.dempseyfamily.us
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158459#158459
Message 28
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| Subject: | Re: Holding Nose up |
For info on the HDS wing with VGs have a look at
http://www.stolspeed.com/content.php?id=57
JG
----- Original Message -----
From: john H
To: zenith-list@matronics.com
Sent: Thursday, January 17, 2008 8:01 AM
Subject: RE: Zenith-List: Holding Nose up
I have an HD which has a more similar wing to the XL and find that
holding the nose up is not difficult if you come in at a little higher
speed.
Stan I am interested in the HDS wing and wondered if you also put vgs
on the wing and what kind of differences did you notice in climb and
stall speeds.
John
-------------------------------------------------------------------------
-----
Make distant family not so distant with Windows Vista=AE + Windows
Live=99. Start now!
Message 29
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| Subject: | Flight Report and question-701 |
I can't give you a for sure answer to what your problem is but I can
confidently say this:
The takeoff behavior you describe is not normal.
I don't know what the problem is but the 40# behind the baggage area is
highly suspect-that much weight is huge especially to the rear. Have you
calculated your t/o cg? Even tho you are "in limits" if it's toward the
aft limit it will try to pitch up.
Don't go moving the stabilizer around. If you determine that it's a trim
problem bend the trailing edge of the elevator. It's a full span trim
tab.If you have to bend it much you will probably have to drill the
rivets out first.
The elevator cable binding with right aileron is because of the
offcenter control horn arrangement and while not usually normal in other
planes is normal in the 701. I run my down cable loose because of
this-but not too loose. (I didn't install the bungee). When it binds it
causes a bunch of stress on the control system.
Good Luck
Joe
Message 30
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| Subject: | FAA certification |
OK team-Help! I have searched the archives and I'm still confused by an
email I got from the FAA. I wrote: I have recently purchased a Zenith Zodiac
601XL fuselage kit and will be constructing it at home in Fairview, Oregon.
I am unsure of the requirements for certification/inspection of this light
sport homebuilt aircraft. Any advice you can give will be appreciated. His
(FAA) response: I looked into the Zodiac home web page and saw that your
aircraft may qualify as a light sport aircraft by weight and operating
speeds, but am not sure which way you want to proceed with certification.
To be eligible for the experimental light sport certification, the aircraft
must qualify under Special Light Sport Aircraft regulations, and must meet a
consensus standard including instructions from the manufacturer for
construction, maintenance, inspection, and operation of the aircraft.
If you wish to certificate as an Experimental Amateur-built aircraft, a
different process and set of regulations are followed.
Please let me know which avenue you wish to pursue, and I can help provide
the proper information for certification.
I am a private pilot that wants to fly without all the money and red
tape to get a medical every couple years. I want to fly with my drivers
licence for my medical and be my own repairman and mechanic. This all seems
like double talk. Advice?
Thanks for listening.
Darrell
Message 31
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| Subject: | Re: FAA certification |
Hi Darrell,
You can only have your plane certified as Experimental-Amateur
Built. It is not possible to get an E-SLA since there is not a
corresponding S-LSA from the same manufacturer.
The good news is this doesn't make any difference with regard to who
can fly it. The idea of flying with Sport Pilot limitations is a
good one for many people. It doesn't matter what kind of
airworthiness certificate the plane has. It just matters that it
meets the performance and equipment requirements for an LSA.
Have fun,
Paul
XL fuselage
do not archive
At 09:08 PM 1/16/2008, you wrote:
>If you wish to certificate as an Experimental Amateur-built
>aircraft, a different process and set of regulations are followed.
>Please let me know which avenue you wish to pursue, and I can help
>provide the proper information for certification.
> I am a private pilot that wants to fly without all the money
> and red tape to get a medical every couple years. I want to fly
> with my drivers licence for my medical and be my own repairman and
> mechanic. This all seems like double talk. Advice?
>Thanks for listening.
>Darrell
>
>
Message 32
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| Subject: | Re: Holding Nose up |
Dave
I have searched the Matronics Zenith-list archives for this w/o success. I
guess that I just cannot find the right search string. Or perhaps I should
be searching some other archive. Could you post a URL that would direct me
to the thread containing the details cited below?
Thanks for your help.
Terry
At 06:53 PM 1/16/2008 -0500, you wrote:
>John,
>You'll find the details of my flight test with VGs on my 601 HDS in the
>archives. They are well worth the money.
>Dave Austin 601HDS - 912, Spitfire Mk VIII
Terry Phillips
ttp44~at~rkymtn.net
Corvallis MT
601XL/Jab 3300 slow build kit - Tail is finished; working on the wings
http://www.mykitlog.com/N47TP/
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