Today's Message Index:
----------------------
1. 01:16 AM - Re: Flight report & question-701 (jetboy)
2. 04:36 AM - Flight Report andQuestion-701/Engine Failure (Joe Spencer)
3. 05:27 AM - Re: FAA certification (Juan Vega)
4. 06:18 AM - Re: Flight Report and question-701 (Dave Austin)
5. 06:28 AM - Fw: Vortex Generators - Test flight 1 (Dave Austin)
6. 06:28 AM - Fw: Vortex Generators - Test flight 1 (Dave Austin)
7. 06:49 AM - Re: FAA certification (Gig Giacona)
8. 07:23 AM - Flight Report and Question-701 (Joe Spencer)
9. 07:31 AM - Flight Report and Question-701 (Joe Spencer)
10. 08:05 AM - Re: Re: FAA certification (Randall J. Hebert)
11. 08:08 AM - Re: Flight Report and Question-701 Elevator trailing edge (MacDonald Doug)
12. 08:14 AM - Re: Re: FAA certification (Randall J. Hebert)
13. 08:17 AM - Re: Re: FAA certification (passpat@aol.com)
14. 08:40 AM - Re: Flight Report and Question-701 (nyterminat@aol.com)
15. 09:06 AM - Re: FAA certification (Gig Giacona)
16. 10:14 AM - Re: Flight Report and Question-701 (Dave Austin)
17. 10:34 AM - Re: Re: FAA certification (Randall J. Hebert)
18. 11:00 AM - Re: Rudder Cam N5SL Second Flight! (Tim Juhl)
19. 11:55 AM - Re: FAA certification - ELSA deadline (only semi Zenith related) (MacDonald Doug)
20. 12:06 PM - Want to buy: Zep Restore Engine Brightner (Frank Derfler)
21. 12:28 PM - Re: Fw: Strobe noise/alt noise (James Sagerser)
22. 01:13 PM - Re: FAA certification (Bryan Martin)
23. 01:34 PM - Re: Re: FAA certification (Bryan Martin)
24. 01:43 PM - Re: FAA certification (Darrell Haas)
25. 02:18 PM - Re: Holding Nose up (ashontz)
26. 02:20 PM - Re: Zodiac Elevator Trim Tab (kit) (ashontz)
27. 02:35 PM - Fuel injection for the Rotax 912 or 914 (jason Parker)
28. 03:01 PM - Electric rivet gun? (Matt Ronics)
29. 03:36 PM - Re: Electric rivet gun? (Jaybannist@cs.com)
30. 04:07 PM - Re: Re: FAA certification (dragonfuel@aol.com)
31. 04:15 PM - Re: Electric rivet gun? (kmccune)
32. 04:20 PM - Re: Fuel injection for the Rotax 912 or 914 (kmccune)
33. 04:21 PM - Electronic oil pressure switch (sonar1@cox.net)
34. 04:31 PM - Re: Re: Electric rivet gun? (robert stone)
35. 05:06 PM - Re: Re: FAA certification (Bryan Martin)
36. 05:09 PM - Re: Re: Electric rivet gun? (Bryan Martin)
37. 05:16 PM - Re: Electronic oil pressure switch (John Short)
38. 05:34 PM - Re: Re: Electric rivet gun? (Jaybannist@cs.com)
39. 05:39 PM - Re: Re: Holding Nose up (Juan Vega)
40. 06:05 PM - Re: Re: Fuel injection for the Rotax 912 or 914 (jason Parker)
41. 06:17 PM - Re: Welded Fuel Tanks Update (ashontz)
42. 07:05 PM - an answer on the E-LSA question from the EAA (THOMAS SMALL)
43. 07:36 PM - rudder cam...how big is too big? (akok)
44. 07:39 PM - Re: Re: FAA certification (passpat@aol.com)
45. 07:57 PM - Re: rudder cam...how big is too big? (LHusky@aol.com)
46. 07:58 PM - 701 Rudder Tip Rib Help (Art Olechowski)
47. 08:33 PM - Re: rudder cam...how big is too big? (PatrickW)
48. 08:58 PM - Re: Welded Fuel Tanks Update (Ron Lendon)
49. 09:45 PM - Autocad drawings for CH701 form blocks? (Curt Thompson)
50. 11:02 PM - Re: Flight Report andQuestion-701/Engine Failure (Les Goldner)
51. 11:16 PM - Re: Flight Report andQuestion-701/Engine Failure (jetboy)
Message 1
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| Subject: | Re: Flight report & question-701 |
Les,
Bob has said mostly what I was about to say- I will just add some notes about
my 701 characteristics
I usually T/O with full up trim set and flap (16 deg). this is a rev-4 1100lbs
with Jabiru 2200a engine.
My first takeoffs did feel as if the aircraft was over-rotating with a pitch up
on liftoff. I have become accustomed to this characteristic, as if the centre
of lift pressure under the wing is moving forward when the AofA is increased.
The stick has never pushed itself aft or required any down pressure my me to
correct, as far as I remember. Perhaps the effect is worse with zero flap. Perhaps
you have more power making the elevator authority even more sensitive to
power settings - which it is designed to be. Dont worry about the pitch if the
engine stops - if your cg is correct the nose will come down in heaps because
propwash is gone from the elevator.
My empty wt is 590 lbs and cg 310mm (21%MAC) and this situation works out that
with full fuel and crew to 1100 lbs I require zero load in aft baggage area to
be within the aft cg limit. My battery and as much stuff as practical is stowed
forward as possible.
The elevator cables / aileron tensioning I have learnt to live with. but plan
to experiment with a bungee to hold the aileron over to the right so the stick
sits in the middle instead of being propped up by my leg most of the time. It
might have been nicer to have it tensioning on left aileron, as its easier to
fly with the weight of your arm pulling towards you than pushing away. I think
to change this would need a reversal of most of the elevator horn setup. If
the cables are too loose, the elevator tends to bump a bit taxying in tailwinds.
I have written to ZAC about how to tension the cables and asking what the revised
flap limit speed is for the 16 deg max. flaps and why, but have not found any
answer. My build instructions have no details of these things.
Regards, Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158734#158734
Message 2
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| Subject: | Flight Report andQuestion-701/Engine Failure |
I got a little more interested in your post and looked a little
further...looking at my Wt/Bal I find that I am usually taking off local
at about 15% MAC/780#. From your post it sounds as if you were about
31%. The pitchup might well be "normal" with cg that far back and only
require resetting the elevator trim to a different T/O setting.(On the
big planes they calculate a trim position dependant on c/g for every
takeoff-in case you didn't already know that...for all I know you may be
a 747 captain or something like that). I haven't flown mine with the c/g
that far back so don't know if it pitches up or not but wouldn't be
surprised if it did. Somebody else with heavy weight experience should
be better on that question. On the other hand, on my particular plane
the trim setting doesn't seem to have much effect on takeoff...I don't
notice much difference with the trim set midscale or full noseup. I
wonder if you can carry any baggage at all with that weight behind the
baggage compartment.
On engine failure at high pitch...Jetboy said the nose will come down no
problem. I haven't flight tested that and maybe he has but I have always
assumed the opposite. With the pitch angles that are immediately
possible just after liftoff(very low altitude) on a max effort takeoff
and climbout(912s, 579# EW), if it quits I believe it will require
immediate full down elevator to save it...and if the prop isn't blowing
on the elevator it isn't gonna do much cause the airspeed will be so
low. In fact I have always thought that the gap between the wing roots
was mostly for the prop to blow on the tail and make it work. At any
rate I don't normally do extreme climbouts unless there is some high
priority need for it like showing off. Has anybody gone to altitude and
simulated a max effort takeoff/climbout at say 35 CAS then pulled the
power to see if the nose will aggressively come down? Jetboy?Believe I
will try it and see what my plane does. Will report.
Good Luck
Joe
The green one on utube
Message 3
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| Subject: | Re: FAA certification |
simple:
register EAB, then fly off 40 hours and go to FSBO to get repair ticket
register ELSA, fly of less hours but the take class 14 hours to repair ticket
thats bout it.
Juan
-----Original Message-----
>From: Darrell Haas <darrellhaas@gmail.com>
>Sent: Jan 17, 2008 12:08 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: 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 4
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| Subject: | Re: Flight Report and question-701 |
With all respect to Joe, I would not agree with his suggestion to bend
the trailing edge of the elevator.
The Zenair/Zenith recommendation back in 1994 was to adjust the rear
elevator mounts so that at cruise speed and power the trim tab is in the
neutral position. This gives minimum drag. Any bending, or
away-from-neutral position of the trim tab causes drag.
I adjusted my elevator mounts 14 years ago based on that advice.
Cruising at 120 mph IAS with 80 hp.
Dave Austin 601HDS - 912
Message 5
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| Subject: | Fw: Vortex Generators - Test flight 1 |
Terry,
re the VGs, my prob, I sent the msg to John Gilpin, not the list.
I'll also send a second msg which I sent to John.
Dave Austin 601HDS - 912, Spitfire Mk VIII
----- Original Message -----
From: "Dave Austin" <daveaustin2@can.rogers.com>
Sent: Sunday, November 12, 2006 8:48 PM
Subject: Vortex Generators - Test flight 1
> G'Day John,
> Having installed the VGs last Saturday when temp was 51 degrees F, the
> weather finally allowed me to take a test flight. It was, however, cut
> short to 20 minutes when the ceiling dropped to 2500 ft. Don't like doing
> stalls starting at 2000 ft ASL!
> As a base, my 601HDS with Rotax 912, Arplast in-flight adjustable prop,
> radiator and oil cooler inside the cowl and some drag reducing fairings
> normally cruises at 120 mph IAS at 26 inches manifold pressure and 5500
> rpm.
> I re-checked stall speed before VG installation at 3000 ft and air temp of
> 49 degrees F as being "stall buffeting at 58 mph IAS (all speeds IAS) and
> full stall at 56 mph".
> Test conditions air temp was 40 degrees F. Altitude 3000 ft. Atmos.
> pressure approx equal. Takeoff weight equal to test flight.
> First impression was an increase in climb rate at 80 mph. Rough attempt
> to
> measure would be an extra 200 ft/min.
> Pre-stall buffeting now begins at 54 mph and is significantly more
> apparent.
> Full stall at 52 mph, no more abrupt than without the VGs.
> There appears to be no measurable difference in cruise speed - the 120
> mph.
> Since I only made one landing I will make no comment as to stability, but
> greased it on using my normal over the fence speed of 75 mph. No VGs
> parted
> company.
> So far, certainly meeting expectations!
> When the weather allows will do some more tests.
> Cheers.
> Dave Austin 601HDS - 912, Spitfire Mk VIII
>
Message 6
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| Subject: | Fw: Vortex Generators - Test flight 1 |
Second msg.
Dave Austin 601HDS - 912, Spitfire Mk VIII
----- Original Message -----
From: "Dave Austin" <daveaustin2@can.rogers.com>
Sent: Monday, November 13, 2006 7:54 PM
Subject: Re: Vortex Generators - Test flight 1
> Hi John,
> Affirmative on the publishing the results. No prob. But I will refine
> the
> numbers when weather allows. One thing I did not mention - slow flight
> was
> significantly more stable, with an incredible angle of attack. With 3000
> rpm on the 912 I was climbing very slowly at 55 mph with the nose pointing
> up at what seemed like 45 degrees.
> Give any enquiring folks my e-mail. I will copy you on any replies.
> My 601 has the early days hor. stab. and elevators except I added the
> Zenair
> provided stab end fairings. More than enough authority at any speed I've
> been able to get down to. Way back when I had the HD wings I added the
> five
> inch extension to the stab, but took them off when I installed the HDS
> wings. If I nudge the nose down and just let go it does take some time to
> start levelling out. But 601s start to roll under those conditions as
> well,
> so stay awake!
> Cheers.
> Dave Austin 601HDS - 912, Spitfire Mk VIII
>
Message 7
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| Subject: | Re: FAA certification |
And to register as E-LSA he has to finish it before the end of this month.
amyvega2005(at)earthlink. wrote:
> simple:
> register EAB, then fly off 40 hours and go to FSBO to get repair ticket
> register ELSA, fly of less hours but the take class 14 hours to repair ticket
>
> thats bout it.
>
> Juan
>
> --
--------
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=158767#158767
Message 8
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| Subject: | Flight Report and Question-701 |
Dave,
I understand your thinking about the drag of the trim tab and it may
very well be correct. Maybe some of the aerodynamics experts could shed
some light on that. However, I believe that for a given load condition
there will be a certain amount of lift(either up or down) required of
the tail and whether that lift is produced by elevator position/trim tab
or by adjusting the angle of incidence of the stabilizer(elevator
hinges?) is maybe immaterial for our purposes with the 701...the induced
drag is the same due to the lift requirement being the same in each
case. I stand to be corrected here. There may be a minute difference in
parasite drag but at the speeds we are flying that hardly matters unless
this is all about theory and not practical application, in which case I
yield the floor to more qualified/educated folks.
The suggestion to bend the trailing edge did not originate with me. It
came from ZAC, both in a phone conversation and in Zenair Newsletter
#110 dated Jan/Feb 1999. I was referred to this newsletter(about a year
ago) by Nick Heintz for trim adjustment. He also said DO NOT move the
stabilizer(elevator hinges?) unless ALL else fails. The article in
question is written by Mr. Heintz and says to bend the trailing edge of
the elevator. That is what I did and it works fine and is a helluva lot
easier than moving stabilizers and such around. I have no idea is this
is true for your 601 or not. We are talking about the 701 here.
Don't worry about the all due respect thing...I haven't gotten any in
years.
Joe
Dragging around at 96 mph TAS in a 701
Message 9
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| Subject: | Flight Report and Question-701 |
Dave
Correction to the (elevator hinges?) in my last post-I should have said
"elevator mounts"...a reference to your suggestion that it was
preferable to move the elevator mounts rather than bend the TE of the
elevator. BTW did you intend to say stabilizer mounts?
Joe
Message 10
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| Subject: | Re: FAA certification |
I have seen this comment before but still have questions.
I understand that the deadline is for converting "fat ultralights" to
the E LSA but that new kit/plans builds will be eligible for E LSA as
they are completed.
Can someone guide me to the regs that will help clarify it for me?
I had planned to register mine (701) as an E LSA.
I still cannot find definitive documentation.
Randall J Hebert
Randall J Hebert & Associates, Inc
Consulting Civil / Structural Engineers
Lafayette, Louisiana
PH 337-261-1976 - FX 337-261-1977
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Gig Giacona
Sent: Thursday, January 17, 2008 8:45 AM
Subject: Zenith-List: Re: FAA certification
--> <wr.giacona@suddenlink.net>
And to register as E-LSA he has to finish it before the end of this
month.
amyvega2005(at)earthlink. wrote:
> simple:
> register EAB, then fly off 40 hours and go to FSBO to get repair
> ticket register ELSA, fly of less hours but the take class 14 hours
> to repair ticket
>
> thats bout it.
>
> Juan
>
> --
--------
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=158767#158767
Message 11
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| Subject: | Re: Flight Report and Question-701 Elevator trailing edge |
The issue with the CH-701 elevator trailing edge is
that as layed out in the plans, it works as a "Fixed
Trim Tab". If I remember correctly (my elevator is in
storage since I built it a year and a half ago)the
trialing edge is bent up with relataion to the
elevator chord line and then the trim tab attaches to
that.
If I recall correctly, this was designed into the
elevator to aid trimming out the much lighter 582
engine. A common issue when using the heavier 912 is
that the "Fixed Tab" trailing edge needs to be bent to
straight with reference to the chord line of the
elevator. Then the adjustable trim tab is used for
fine tuning in flight.
A phone call to Zenith would be my suggestion on this
issue since I could, of course, be completely out in
lala land on this one but this is how I remember it.
Do not Archive
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
Wiring inst panel
--- Joe Spencer <jpspencer@cableone.net> wrote:
> Dave,
> I understand your thinking about the drag of the
> trim tab and it may very well be correct. Maybe some
> of the aerodynamics experts could shed some light on
> that. However, I believe that for a given load
> condition there will be a certain amount of
> lift(either up or down) required of the tail and
> whether that lift is produced by elevator
> position/trim tab or by adjusting the angle of
> incidence of the stabilizer(elevator hinges?) is
> maybe immaterial for our purposes with the 701...the
> induced drag is the same due to the lift requirement
> being the same in each case. I stand to be corrected
> here. There may be a minute difference in parasite
> drag but at the speeds we are flying that hardly
> matters unless this is all about theory and not
> practical application, in which case I yield the
> floor to more qualified/educated folks.
> The suggestion to bend the trailing edge did not
> originate with me. It came from ZAC, both in a phone
> conversation and in Zenair Newsletter #110 dated
> Jan/Feb 1999. I was referred to this
> newsletter(about a year ago) by Nick Heintz for trim
> adjustment. He also said DO NOT move the
> stabilizer(elevator hinges?) unless ALL else fails.
> The article in question is written by Mr. Heintz and
> says to bend the trailing edge of the elevator. That
> is what I did and it works fine and is a helluva lot
> easier than moving stabilizers and such around. I
> have no idea is this is true for your 601 or not. We
> are talking about the 701 here.
> Don't worry about the all due respect thing...I
> haven't gotten any in years.
> Joe
> Dragging around at 96 mph TAS in a 701
>
Looking for last minute shopping deals?
Message 12
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| Subject: | Re: FAA certification |
This is what I am basing my opinion on
http://www.sportpilot.org/learn/lsa/likely_lsa.pdf
Randall J Hebert
Randall J Hebert & Associates, Inc
Consulting Civil / Structural Engineers
Lafayette, Louisiana
PH 337-261-1976 - FX 337-261-1977
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Gig Giacona
Sent: Thursday, January 17, 2008 8:45 AM
Subject: Zenith-List: Re: FAA certification
--> <wr.giacona@suddenlink.net>
And to register as E-LSA he has to finish it before the end of this
month.
amyvega2005(at)earthlink. wrote:
> simple:
> register EAB, then fly off 40 hours and go to FSBO to get repair
> ticket register ELSA, fly of less hours but the take class 14 hours
> to repair ticket
>
> thats bout it.
>
> Juan
>
> --
--------
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=158767#158767
Message 13
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| Subject: | Re: FAA certification |
you need to read FAA Order 8130.2f with change 3 this has all of the info with
in
?Pat
?AB-DAR
-----Original Message-----
From: Randall J. Hebert <randy@rjhebertassoc.com>
Sent: Thu, 17 Jan 2008 10:50 am
Subject: RE: Zenith-List: Re: FAA certification
I have seen this comment before but still have questions.
I understand that the deadline is for converting "fat ultralights" to
the E LSA but that new kit/plans builds will be eligible for E LSA as
they are completed.
Can someone guide me to the regs that will help clarify it for me?
I had planned to register mine (701) as an E LSA.
I still cannot find definitive documentation.
Randall J Hebert
Randall J Hebert & Associates, Inc
Consulting Civil / Structural Engineers
Lafayette, Louisiana
PH 337-261-1976 - FX 337-261-1977
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Gig Giacona
Sent: Thursday, January 17, 2008 8:45 AM
Subject: Zenith-List: Re: FAA certification
--> <wr.giacona@suddenlink.net>
And to register as E-LSA he has to finish it before the end of this
month.
amyvega2005(at)earthlink. wrote:
> simple:
> register EAB, then fly off 40 hours and go to FSBO to get repair
> ticket register ELSA, fly of less hours but the take class 14 hours
> to repair ticket
>
> thats bout it.
>
> Juan
>
> --
--------
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=158767#158767
________________________________________________________________________
Message 14
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| Subject: | Re: Flight Report and Question-701 |
Dave,
Joe is right, On the 701 the trailing edge of the elevator had a factory bend in
it to push the nose down. This was done because the original design was for
Rotax 582's or light engines as such. Most people put in heavier engines so that
the bend is no longer required. When I first started flying with my 701 the
trim tab had to counteract this factory bend. Roger told me about straightening
the trailing edge and now my trim tab is neutral in cruise flight. I don't
think this same thing applies to the 601. The straightingen of the trailing edge
is easy to do with a slot in the butt edge of a 2x4. No problem even with paint.
Bob Spudis
The suggestion to bend the?trailing edge did not originate with me. It came from
ZAC, both in a phone conversation and in Zenair Newsletter #110 dated Jan/Feb
1999. I was referred to this newsletter(about a year ago)?by Nick Heintz for
trim adjustment. He also said DO NOT move the stabilizer(elevator hinges?) unless
ALL else fails.?The article in question is written by Mr. Heintz and says
to bend the trailing edge of the elevator. That is what I did and it works fine
and is a helluva lot easier than moving stabilizers and such around. I have
no idea is this is true for your 601 or not. We are talking about the 701 here.
Don't worry about the all due respect thing...I haven't gotten any in years.
Joe
-----Original Message-----
From: Joe Spencer <jpspencer@cableone.net>
Sent: Thu, 17 Jan 2008 10:21 am
Subject: Zenith-List: Flight Report and Question-701
Dave,
I understand your thinking about the drag of the trim tab and it may very well
be correct. Maybe some of the aerodynamics experts could shed some light on that.
However,?I believe that for a given load condition there will be a certain
amount of lift(either up or down) required of the tail and whether that lift
is produced by elevator position/trim tab or by adjusting the angle of incidence
of the stabilizer(elevator hinges?) is maybe immaterial for our purposes with
the 701...the induced drag is the same due to the lift requirement being the
same in each case. I stand to be corrected here. There may be a minute difference
in parasite drag but at the speeds we are flying that hardly matters unless
this is all about theory and not practical application, in which case I yield
the floor to more qualified/educated folks.
The suggestion to bend the?trailing edge did not originate with me. It came from
ZAC, both in a phone conversation and in Zenair Newsletter #110 dated Jan/Feb
1999. I was referred to this newsletter(about a year ago)?by Nick Heintz for
trim adjustment. He also said DO NOT move the stabilizer(elevator hinges?) unless
ALL else fails.?The article in question is written by Mr. Heintz and says
to bend the trailing edge of the elevator. That is what I did and it works fine
and is a helluva lot easier than moving stabilizers and such around. I have
no idea is this is true for your 601 or not. We are talking about the 701 here.
Don't worry about the all due respect thing...I haven't gotten any in years.
Joe
Dragging around at 96 mph TAS in a 701
?
________________________________________________________________________
Message 15
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| Subject: | Re: FAA certification |
That's the thing Randy. Right now Zenith doesn't produce an S-LSA. One of the requirements
for E-LSA is that it is a kit version of an S-LSA. The exception for
this is the Fat Ultralight exemption that ends this month. And from reading
EAA releases on the issue if you haven't already gotten it done now there is
a real good chance it isn't going to get done.
Call the EAA they are very helpful on stuff like this.
randy(at)rjhebertassoc.co wrote:
> I have seen this comment before but still have questions.
>
> I understand that the deadline is for converting "fat ultralights" to
> the E LSA but that new kit/plans builds will be eligible for E LSA as
> they are completed.
>
> Can someone guide me to the regs that will help clarify it for me?
>
> I had planned to register mine (701) as an E LSA.
>
> I still cannot find definitive documentation.
>
>
>
>
> Randall J Hebert
>
> Randall J Hebert & Associates, Inc
> Consulting Civil / Structural Engineers
> Lafayette, Louisiana
> PH 337-261-1976 - FX 337-261-1977
>
> --
--------
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=158805#158805
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| Subject: | Re: Flight Report and Question-701 |
That's affirmative, Joe. Rear elevator mounts. I raised mine by around
1/8 inch if I remember correctly.
I admit to trying to squeeze every mph I can get from my kite! Wing
root fairings, coolant and oil radiators inside the cowl etc.
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 17
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| Subject: | Re: FAA certification |
Thanks Gig and Pat
By the way I tried to follow the Order 8130-2f Chg 3 but it got lost in
the translation.
i.e. I lost patience. Yes I will call EAA
Randall J Hebert
Randall J Hebert & Associates, Inc
Consulting Civil / Structural Engineers
Lafayette, Louisiana
PH 337-261-1976 - FX 337-261-1977
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Gig Giacona
Sent: Thursday, January 17, 2008 11:04 AM
Subject: Zenith-List: Re: FAA certification
--> <wr.giacona@suddenlink.net>
That's the thing Randy. Right now Zenith doesn't produce an S-LSA. One
of the requirements for E-LSA is that it is a kit version of an S-LSA.
The exception for this is the Fat Ultralight exemption that ends this
month. And from reading EAA releases on the issue if you haven't already
gotten it done now there is a real good chance it isn't going to get
done.
Call the EAA they are very helpful on stuff like this.
randy(at)rjhebertassoc.co wrote:
> I have seen this comment before but still have questions.
>
> I understand that the deadline is for converting "fat ultralights" to
> the E LSA but that new kit/plans builds will be eligible for E LSA as
> they are completed.
>
> Can someone guide me to the regs that will help clarify it for me?
>
> I had planned to register mine (701) as an E LSA.
>
> I still cannot find definitive documentation.
>
>
>
>
> Randall J Hebert
>
> Randall J Hebert & Associates, Inc
> Consulting Civil / Structural Engineers Lafayette, Louisiana
> PH 337-261-1976 - FX 337-261-1977
>
> --
--------
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=158805#158805
Message 18
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| Subject: | Re: Rudder Cam N5SL Second Flight! |
For Bryan Martin,
That is certainly the best explanation I've heard for the takeoff and landing behavior
of an XL in relation to the gear position and engine weight. I wish I
had been able to put it so succinctly.
Tim
--------
______________
CFII
Champ L16A flying
Zodiac XL - Jabiru 3300A
Working on fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158829#158829
Message 19
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| Subject: | FAA certification - ELSA deadline (only semi Zenith related) |
A semi related point that needs to be made with regard
to the ELSA cutoff at the end of the month. Although
this point does not likely affect many Zenith
aircraft.
In the US, many Fat ULs are going to be left orphaned
due to not meeting the ELSA cutoff at the end of
January. Please remind your aviation buddies that
might be stuck in this situation that there are
potential sales North of the border.
In Canada our Ultralight regulations are significantly
different than Part 103 in the US. We are allowed up
to 1200lb Gross weight and a stall speed of less than
45mph in landing config.
That being said, most of the fat ULs and two place
planes that will be orphaned by the deadline at the
end of January will still be legal to fly as Basic
Ultralights here in Canada. Registration is a snap
even if the plane is an unregistered US ultralight.
Pay the sales taxes, a $110.00 registration fee, and
go fly. No inspections or hassles involved for Basic
Ultralights.
With the currently strong Canadian dollar this will
present a good opportunity for us Canucks to get a
good deal and provide a solution to the "Lawn
Ornament" issue created if an aircraft doesn't get
it's ELSA certification in time.
Do Not Archive
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
--- "Randall J. Hebert" <randy@rjhebertassoc.com>
wrote:
> Hebert" <randy@rjhebertassoc.com>
>
> Thanks Gig and Pat
>
> By the way I tried to follow the Order 8130-2f Chg 3
> but it got lost in
> the translation.
>
> i.e. I lost patience. Yes I will call EAA
>
Be a better friend, newshound, and
know-it-all with Yahoo! Mobile. Try it now. http://mobile.yahoo.com/;_ylt=Ahu06i62sR8HDtDypao8Wcj9tAcJ
Message 20
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|
| Subject: | Want to buy: Zep Restore Engine Brightner |
For those of you who haven't tried it, Zep Restore Engine Brightner is an
acrylic resin spray. You use it on your engine,battery, plug wires, etc.
It provides a shiny and tough coating that keep colors bright and allows
nasty stuff like salt to be wiped or washed right off.
The PROBLEM is that I can only find it in 12 can cases. ($89.50 per case
plus $18 shipping) But, I only need two cans at the most. If any of you
have a few cans sitting on a shelf, would you sell them to me?
Or, if any of you want 4-6 cans, let's see how we can work a deal.
See THIS LINK<http://www.vendorsequipment.com/foundations/store/shopdetail.asp?product=Zep+Restore+Engine+Brightener>for
retail information. It's great stuff, but practically none of us need
a
case of it!
--
Frank Derfler
-- Daily Discussions of All the Guy Toys that aren't (clearly) illegal or
(blatantly) immoral at my Blog http://MOSTLYFLYING.blogspot.com
- Pilots learn about flights to great places at www.FLYINFLORIDA.COM
-Boaters get the Best Information on Cruising the Florida Keys at
www.KEYSBOATER.com
-For the Best Gifts for Guys see my www.GREATGUYBOOKS.com
Message 21
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| Subject: | Re: Fw: Strobe noise/alt noise |
No more noise! I purchased a inline noise filter from
davidnavone.com. Here is the link (scroll down to N-700 filter):
http://www.davidnavone.com/cart.asp?24&cat=2
The filter cost $15, It is the N-700 electronic noise suppression
filter which uses solid state active filter elements as well as a
huge passive torodial choke to eliminate inline noise. It is
approximately 6" long and 1.75" inches in diameter. It weighs 8oz.
There are 3 wires; the green goes to existing power from your radio
fuse (or buss), the red to the power lead from your radio and the
black to ground.
Another note: The main consensus is the regulator/rectifier has a
bad diode. Jabiru USA is sending another R/R for me to try. I
really appreciate their help. I would prefer to find the original
source of the noise instead of masking it so will try that when it
arrives. Jim
On Jan 14, 2008, at 6:45 PM, James Sagerser wrote:
>
> 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
>>
>>
>>
>>
>
>
Message 22
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| Subject: | Re: FAA certification |
The Zodiac can be registered as an experimental amateur built or it can
be registered as an E-LSA under the "fat ultralight" clause of the LSA
regulations. However, the deadline for the "fat ultralight" clause is
January 31st of 2008, so you probably won't be able to go that route
because you won't be able to get the airworthiness inspection done by
the end of this month; you will have to register it as an E-AB. In
either case, as long as you register it with a gross weight of 1320
pounds or less, it will meet the limitations of the LSA rule and can be
flown under the sport pilot rules. A sport pilot can fly any plane with
a Standard, Primary, E-AB or LSA airworthiness certificate as long as it
meets the limitations of the LSA rule and has continued to do so since
its original certification.
Check out the EAA website (www.eaa.org), find a local chapter, keep a
good builder's log with photographs of you building the kit and use the
EAA technical councilor program. You don't really have to get the FAA
involved until you are ready to schedule an airworthiness inspection. As
the primary builder of an E-AB, you will automatically qualify for the
repairman certificate for that plans, you may be able to submit the
application for that certificate at the time of your airworthiness
inspection. The process really isn't all that complicated. Don't forget
about the requirements for registering an aircraft in your state,
including tax obligations, if any.
Darrell Haas wrote:
> 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 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
>
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 23
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| Subject: | Re: FAA certification |
Go to: http://www.matronics.com/searching , choose the Zenith archives
and enter the search string "E-AB vs. E-LSA", you'll find an earlier
post I made citing the regulations. I paraphrased the regulations in my
post but included the FAR paragraph numbers if you want to look up the
actual rules yourself.
Basically, if you already bought your CH 701 kit, you will not be able
to register it as an LSA unless you can get it done by the end of this
month. You will have to register it as an E-AB. Even as an E-AB, the
plane will still meet the limitations of the LSA rule and can be flown
under the sport pilot rules.
At some future date Zenith may choose to build a consensus standard
compliant CH701 S-LSA and then they can offer E-LSA kits based on that
prototype. Until then, no CH701s can be certificated as E-LSA after the
end of this month. Zenith Aircraft hasn't announced any intention of
offering an E-LSA version of the CH701.
Randall J. Hebert wrote:
>
> I have seen this comment before but still have questions.
>
> I understand that the deadline is for converting "fat ultralights" to
> the E LSA but that new kit/plans builds will be eligible for E LSA as
> they are completed.
>
> Can someone guide me to the regs that will help clarify it for me?
>
> I had planned to register mine (701) as an E LSA.
>
> I still cannot find definitive documentation.
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
Message 24
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| Subject: | Re: FAA certification |
Thank you all for your great information. I love this list!
Darrell
On 1/17/08, Bryan Martin <bryanmmartin@comcast.net> wrote:
>
> The Zodiac can be registered as an experimental amateur built or it can
> be registered as an E-LSA under the "fat ultralight" clause of the LSA
> regulations. However, the deadline for the "fat ultralight" clause is
> January 31st of 2008, so you probably won't be able to go that route
> because you won't be able to get the airworthiness inspection done by
> the end of this month; you will have to register it as an E-AB. In
> either case, as long as you register it with a gross weight of 1320
> pounds or less, it will meet the limitations of the LSA rule and can be
> flown under the sport pilot rules. A sport pilot can fly any plane with
> a Standard, Primary, E-AB or LSA airworthiness certificate as long as it
> meets the limitations of the LSA rule and has continued to do so since
> its original certification.
>
> Check out the EAA website (www.eaa.org), find a local chapter, keep a
> good builder's log with photographs of you building the kit and use the
> EAA technical councilor program. You don't really have to get the FAA
> involved until you are ready to schedule an airworthiness inspection. As
> the primary builder of an E-AB, you will automatically qualify for the
> repairman certificate for that plans, you may be able to submit the
> application for that certificate at the time of your airworthiness
> inspection. The process really isn't all that complicated. Don't forget
> about the requirements for registering an aircraft in your state,
> including tax obligations, if any.
>
> Darrell Haas wrote:
> > 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 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
> >
> >
> --
> Bryan Martin
> Zenith 601XL N61BM
> Ram Subaru, Stratus redrive
> Do Not Archive
>
>
Message 25
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| Subject: | Re: Holding Nose up |
Thanks. Interesting adaptation. I'll keep that in mind when I get to the fuselage.
I'd like to be able to hold nose off and be in better control of things and
aerodynamically brake the way I learned in a Cessna 152. Just seems right to
me. Plus, if I ever NEED to keep the nose up, like a short or soft-field landing,
I'll be able to do it.
challgren(at)mac.com wrote:
> 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.
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158873#158873
Message 26
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| Subject: | Re: Zodiac Elevator Trim Tab (kit) |
All I remember about doing my recessed trim tab for the elevator was that, it was
a pain in the ass. All normal procedures went out the window and I just kept
messing with it till it finally was the shape I wanted. Not exactly an easy
piece to make. Maybe the aileron trim tab will be easier.
do not archive
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158876#158876
Message 27
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| Subject: | Fuel injection for the Rotax 912 or 914 |
I have seen may people attempt to do fuel injection, but at www.experimentalfuelinjection.com , we do it right. First off, fuel injection requires 8-9amps no matter who is making the set up. With this in mind, the only way to properly run fuel injection is with a 55 amp external alt. Our set ups are simply the best. We offer 4 different configurations of 912's and 5 different configurations of 914's. From Intercooled direct port fuel injection, to truly redundant set ups on fuel and ignition, we have it all. 912 start at 12000USD and 914's at 15000USD. Kits start at 4500
Regards
Jason
www.experimentalfuelinjection.com
661 428-1850
The specs are as follows
#1 Direct port fuel injection means every cylinder is getting the same amount
of fuel
#2 single throttle body means all cylinders are getting the same amount of air.
#3 ignition control and fuel mapping
#4 rev limiter and boost limiter (very helpful in achieving a safe and reliable
engine)
Engine core specifications:
All extreme 912 engines have new thrust bearings, journal bearings, rings and
custom forged 9:1 pistons. Engines are compression checked and leak down test
are better than 10% on all cylinders.
Military parts
exaust system
Custom made parts
Injectors housings and tops, fuel rail, throttle body, airbox, intercooler
Trigger bracket, trigger set, and double V-belt pulley (located on the rear of
the engine)
Turbo mount
Engine mount
Comes with:
1. New Upgrade high torque starter
1. 24Lb injectors balanced pattern tested
1. Sds fuel injection computer, map sensor, temp sensors, coil set, and programmer
box
1. MSD electric 12V fuel pump
1. Adjustable fuel pressure regulator
1. PLX wide band O2 sensor and display for tuning
1. 25 ft MSD coil wire and crimp on connectors
1. New 55 amp external alt
1. T2 internally waste gated turbo
1. set of steal braided fuel hose with an-4 fittings
Options:
#1 Full redundancy with 2 computers
#2 custom made engine mount with alternator mount integrated on mount
#3 oil to water cooler (eliminates the need of a bulky oil cooler)
Doesnt come with:
Oil tank
Oil cooler
Radiator
Radiator for intercooler
water Pump for intercooler
Expansion tank
Exhaust past the turbo
Jason Parker
661 428-1850
Message 28
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| Subject: | Electric rivet gun? |
Does anyone have any experience or second-hand comments regarding electric rivet
pullers such as the "Lobster Tool" gun? They seem pretty inexpensive and come
in cord and cordless models. Not trying to sell the product, just looking
for info. Thanks.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158885#158885
Message 29
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| Subject: | Electric rivet gun? |
I used an attachment for a cordless drill called "Rivedrill'. I wore out two of
them, and except for TBO, I heartily recommend them. Let me know if you want
to know more about them.
Jay in Dallas 601XL N2630J "Lil Bruiser"
"Matt Ronics" <e_jocular@yahoo.com> wrote:
>
>Does anyone have any experience or second-hand comments regarding electric rivet
pullers such as the "Lobster Tool" gun? They seem pretty inexpensive and come
in cord and cordless models. Not trying to sell the product, just looking
for info. Thanks.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=158885#158885
>
>
Message 30
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| Subject: | Re: FAA certification |
Zenith may choose to build a consensus standard
compliant CH701 S-LSA and then they can offer E-LSA kits based on that
prototype.
Bryan,
I don't think it is likely that Zenith will do that.? #1 they haven't built finished
production type planes that I recall (within the Zenair family of companies,
AMD does that), #2 they are selling plenty of 701 kits as it is, #3 they
would pick up a significant amount of manufacturers liability by certifying a
consensus standard 701 (and by the way have you noticed how "non-standard" many
of the 701 builders are?).? Also, of course, you have the fact that AMD is selling
a similar SLSA "Patriot".
I would think it more possible that Zenair would work out some way to sell a consenus
standard ELSA Zodiac 601XL kit.? After all AMD builds a production SLSA
Zodiac now under license from Zenair and Zenith builds the? Zodiac 601XL kits
also under Zenair license.?
In either case it would have to make some financial sense to all the companies.?
Licensing a consenus standard kit would not come without financial consideration
to cover the inevitable manufacturers liability, plus some profit.? Without
that, ELSA as we know it is almost at an end.
Cheers,
Bob Archibald
Dragonfly Aviation
CH601XL/125hp Lyc/Dynons/400 hrs
Do not archive
________________________________________________________________________
Message 31
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| Subject: | Re: Electric rivet gun? |
Thats interesting, I get in trouble from the wife and kids because the air compressor
is running all the time. I don't want to hand rivet though. Are the heads
compatible with the machined ones from Zenith, or do you have to modify them?
At 55 bucks from Aircraft Spruce it is pretty inexpensive too.
Kevin
--------
Kevin
N701DZ Reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158905#158905
Message 32
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| Subject: | Re: Fuel injection for the Rotax 912 or 914 |
Do you offer rebuilt 912s models. And if so how much?
Kevin
--------
Kevin
N701DZ Reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158906#158906
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| Subject: | Electronic oil pressure switch |
I wanted to use a Hobbs hour meter, but did not want to tap into the oil pressure
line to do it, so I went electronic.
For about $2, I have a circuit that turns on the Hobbs when the oil pressure exceeds
10 psi (.8 volts on the sense line).
If anyone else would like to do this, I have attached the circuit diagram and a
picture. The led and resistor are optional, but tell you when it is on. A big
piece of heat shrink over the whole thing finishes it.
The chip is your basic comparator, LM311N (Jameco has them for 94 cents). The two
resistors determine the voltage (oil pressure) where it will switch. This simple
circuit may also be used for alarms or warning lights for other functions.
Fred Sanford...601XL...Jabiru...80%...California
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158907#158907
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| Subject: | Re: Electric rivet gun? |
Kevin.
I think the heads on most all riveters have the same thread pattern so
the heads you have modified from Zenith Aircraft should screw onto an
electric riveter or any other riveter be it air operated or hand.
Bob Stone
Harker Heights, Tx
ZodiacXL w/Jabiru 3300
----- Original Message -----
From: "kmccune" <kmccune@somtel.net>
Sent: Thursday, January 17, 2008 6:12 PM
Subject: Zenith-List: Re: Electric rivet gun?
>
> Thats interesting, I get in trouble from the wife and kids because the air
> compressor is running all the time. I don't want to hand rivet though. Are
> the heads compatible with the machined ones from Zenith, or do you have to
> modify them? At 55 bucks from Aircraft Spruce it is pretty inexpensive
> too.
>
> Kevin
>
> --------
> Kevin
> N701DZ Reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=158905#158905
>
>
>
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| Subject: | Re: FAA certification |
I agree, Zenith isn't likely to offer an E-LSA version of the C701. I
was just indicating what would be required for getting an E-LSA
certificate for a CH701 and why it won't be possible to get that
certification on any current kit after this January.
My main point is that the airplane doesn't need an LSA certificate to be
eligible for a sport pilot to fly it, the E-AB certificate will work
just as well for that purpose. There still seems to be a lot of
confusion over that point.
dragonfuel@aol.com wrote:
>
> Bryan,
>
> I don't think it is likely that Zenith will do that.
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
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| Subject: | Re: Electric rivet gun? |
Unfortunately, that isn't the case. I have found that there is
significant variation in the thread patterns on riveters. My hand
riveter heads will not fit my Harbor Freight pneumatic riveter, for
instance. Then again, my hand riveters are U.S. made and the H. F.
riveter is Chinese. It might be a metric vs. SAE difference.
robert stone wrote:
>
> Kevin.
> I think the heads on most all riveters have the same thread pattern
> so the heads you have modified from Zenith Aircraft should screw onto an
> electric riveter or any other riveter be it air operated or hand.
>
> Bob Stone
> Harker Heights, Tx
> ZodiacXL w/Jabiru 3300
>
>
--
Bryan Martin
Zenith 601XL N61BM
Ram Subaru, Stratus redrive
Do Not Archive
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| Subject: | Re: Electronic oil pressure switch |
Great idea, do you have the part numbers for the remaining pieces?
----- Original Message -----
From: <sonar1@cox.net>
Sent: Thursday, January 17, 2008 6:18 PM
Subject: Zenith-List: Electronic oil pressure switch
>
> I wanted to use a Hobbs hour meter, but did not want to tap into the oil
> pressure line to do it, so I went electronic.
> For about $2, I have a circuit that turns on the Hobbs when the oil
> pressure exceeds 10 psi (.8 volts on the sense line).
> If anyone else would like to do this, I have attached the circuit diagram
> and a picture. The led and resistor are optional, but tell you when it is
> on. A big piece of heat shrink over the whole thing finishes it.
> The chip is your basic comparator, LM311N (Jameco has them for 94 cents).
> The two resistors determine the voltage (oil pressure) where it will
> switch. This simple circuit may also be used for alarms or warning lights
> for other functions.
>
> Fred Sanford...601XL...Jabiru...80%...California
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=158907#158907
>
>
> Attachments:
>
> http://forums.matronics.com//files/oil_switch_123.jpg
> http://forums.matronics.com//files/oil_pres_switch_168.jpg
>
>
>
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| Subject: | Re: Electric rivet gun? |
Likewise. I found different threads on the ZAC-supplied riveter, one from Ace
Hardware and the Rivedrill puller. However, I found that it is not that difficult
to customize about any riveter nose piece to a dished nose piece that is
standard with ZAC.
Jay in Dallas 601XL N2630J "Lil Bruiser"
Bryan Martin <bryanmmartin@comcast.net> wrote:
>
>Unfortunately, that isn't the case. I have found that there is
>significant variation in the thread patterns on riveters. My hand
>riveter heads will not fit my Harbor Freight pneumatic riveter, for
>instance. Then again, my hand riveters are U.S. made and the H. F.
>riveter is Chinese. It might be a metric vs. SAE difference.
>
>robert stone wrote:
>>
>> Kevin.
>> I think the heads on most all riveters have the same thread pattern
>> so the heads you have modified from Zenith Aircraft should screw onto an
>> electric riveter or any other riveter be it air operated or hand.
>>
>> Bob Stone
>> Harker Heights, Tx
>> ZodiacXL w/Jabiru 3300
>>
>>
>
>--
>Bryan Martin
>Zenith 601XL N61BM
>Ram Subaru, Stratus redrive
>Do Not Archive
>
>
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| Subject: | Re: Holding Nose up |
i am able to hold the nose off up to apprx. 20 mph. with full back stick. tail
skiid for a cessna works well if you tend to flare too much.
Juan
-----Original Message-----
>From: ashontz <ashontz@nbme.org>
>Sent: Jan 17, 2008 5:15 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: Holding Nose up
>
>
>Thanks. Interesting adaptation. I'll keep that in mind when I get to the fuselage.
I'd like to be able to hold nose off and be in better control of things and
aerodynamically brake the way I learned in a Cessna 152. Just seems right to
me. Plus, if I ever NEED to keep the nose up, like a short or soft-field landing,
I'll be able to do it.
>
>
>challgren(at)mac.com wrote:
>> 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.
>
>
>--------
>Andy Shontz
>CH601XL - Corvair
>www.mykitlog.com/ashontz
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=158873#158873
>
>
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| Subject: | Re: Fuel injection for the Rotax 912 or 914 |
I offer Rebuilt 914 engine and 912ul engine with high compression pistons. Fuel
injected 912s Hp 110-115 price 12000USD
Jason
Do you offer rebuilt 912s models. And if so how much?
Kevin
--------
Kevin
N701DZ Reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158906#158906
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| Subject: | Re: Welded Fuel Tanks Update |
Here's some of my aluminum welds. Just some practice coupons. I did this one tonight.
I think it's starting to get tank worthy, especially being that I'm now
able to casually reproduce the results over and over.
This is .032 5052 alloy with a .063 1100 alloy filler and a 00 tip on a Harbor
Freight oxy-acetylene jewelers torch and about 3 psi on both oxygen and acetylene.
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
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| Subject: | an answer on the E-LSA question from the EAA |
Someone from the list contacted the EAA, way to go! This is not to say
that you didn't get the straight from Bryan first anyhow...
>From EAA eHotline:
Question of the Week
I am currently building a Zenith STOL CH701 from plans. There has been
much discussion as of late regarding the E-LSA deadline. Will the CH701
be registered as an E-LSA if I complete it later this year or next or
will I have to register it as an experimental amateur-built? Also, is
there a list of kits that will qualify for E-LSA?
Answer:
No, your CH701 will not be certificated as an E-LSA. It will be
certificated as experimental amateur-built (E-AB). There is no method
for certificating your kit under E-LSA after the January 31, 2008,
deadline.
However, since the aircraft fits the LSA definition, it will be eligible
to be operated by sport pilots even though it is certificated as E-AB.
There are currently no kits on the market that qualify for E-LSA
certification under the "post-January 31" rules. Thus there is no list
of E-LSA kits at the present time.
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| Subject: | rudder cam...how big is too big? |
All this rudder cam talk (cool footage by the way Scott) has got me thinking.
Almost all cameras come with a tripod mount hole in the bottom of them that allows
you to firmly attach the camera to a tripod.
How much airflow disturbance would you create by mounting one of these new, small
hard drive HD video cameras on the rudder, or wing, or fuselage?
For example, the Sony HDR-SR1 is 3.1 inches high and 3.3 inches wide, 6.5 inches
long and weighs 1.6 pounds. This would take some great video, and you wouldn't
need to mess with cords through the fuselage, etc. Granted, you'd want to make
sure you weren't flying in nasty weather (which I don't plan on doing, although
yes, I know freak storms can appear), as the camera would be exposed to
the elements.
You could conceivably build a few different mounts into the skin of the Aircraft
and mount the camera in different locations.
i'd be interested to see if folks thinks this is feasible and safe
Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158945#158945
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| Subject: | Re: FAA certification |
Sport Pilot News > News Archive
01/16/08 - TIME IS RUNNING OUT FOR E-LSA CONVERSION
EAA continues to monitor the backlog of experimental light-sport aircraft th
at have been registered, but not yet certificated, with the January 31, 2008
, deadline for doing so fast approaching.
On December 17, 2007, EAA submitted an exemption request asking the FAA to e
xtend that deadline for people who have submitted their aircraft registratio
n applications, but for whatever reason will be unable to certificate the ai
rcraft in time. The agency (FAA) has not indicated whether or not the exempt
ion will be approved, so it is exceedingly important that affected individua
ls complete the entire registration and certification process by the January
deadline.
If the FAA approves EAA=99s exemption petition, then owners of convert
ing E-LSA aircraft would have until January 31, 2008 (received-by date) to s
ubmit their aircraft registration application to the FAA. They would then be
authorized to complete the aircraft=99s airworthiness certification i
nspection in the spring/summer of 2008. EAA needs to stress that the FAA has
not approved the exemption yet, so don=99t stop or alter your plans t
o register and certify your E-LSA by the January 2008 deadline.
If you need to obtain the required Aircraft Registration Application, AC For
m 8050-1, be aware it is not available as an on-line document. The form can
only be obtained by visiting or calling:
Any FAA FSDO office
Any FAA MIDO office
The FAA Aircraft Registration Branch
If you do not have a registration application form yet, you must factor the
amount of time required to obtain the form, plus the time to complete it, pl
us the time needed to get it to the aircraft registration office =93 t
o make sure that it=99s received by January 31, 2008. For those just n
ow submitting their aircraft registration application, it=99s highly r
ecommended you use an overnight delivery service to send the information to
the Aircraft Registration Branch at this address:
FAA Aircraft Registration Branch, AFS-750
Registry Building Room 118
6425 South Denning
Oklahoma City, OK 73169-6937
-----Original Message-----
From: dragonfuel@aol.com
Sent: Thu, 17 Jan 2008 7:04 pm
Subject: Re: Zenith-List: Re: FAA certification
Zenith may choose to build a consensus standard compliant CH701 S-LSA and th
en they can offer E-LSA kits based on that prototype.
Bryan,
I don't think it is likely that Zenith will do that.=C2- #1 they haven't b
uilt finished production type planes that I recall (within the Zenair family
of companies, AMD does that), #2 they are selling plenty of 701 kits as it
is, #3 they would pick up a significant amount of manufacturers liability by
certifying a consensus standard 701 (and by the way have you noticed how "n
on-standard" many of the 701 builders are?).=C2- Also, of course, you have
the fact that AMD is selling a similar SLSA "Patriot".
I would think it more possible that Zenair would work out some way to sell a
consenus standard ELSA Zodiac 601XL kit.=C2- After all AMD builds a produ
ction SLSA Zodiac now under license from Zenair and Zenith builds the=C2-
Zodiac 601XL kits also under Zenair license.=C2-
In either case it would have to make some financial sense to all the compani
es.=C2- Licensing a consenus standard kit would not come without financial
consideration to cover the inevitable manufacturers liability, plus some pr
ofit.=C2- Without that, ELSA as we know it is almost at an end.
Cheers,
Bob Archibald
Dragonfly Aviation
CH601XL/125hp Lyc/Dynons/400 hrs
Do not archive
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| Subject: | Re: rudder cam...how big is too big? |
Well, I just bought the Sony camera you mentioned. Although it does take
excellent quality video, and it states that the HD is insulated from shock, it
stops recording when placed on the dash of a Cessna. Even in smooth flight,
the engine vibration stops the recording. I can hold it in my hand and it
does great. If you were to mount it on the plane, it would still have to have
some really good shock absorbers on it. I work in law enforcement and there
are some really good quality camera's out there that are really small. I
have put them in all kinds of things from TV's, clocks, smoke detectors and just
inside a plain white wall. They give great pictures. I am going to build
a fairing and have a small camera mounted inside it. I am planing on 3
camera's. The total weight of the 3 cameras is about 4 oz. They sell a very
thin and lightweight wire for these cameras that is also shielded. We install
them in vehicles all the time. I will have a small DVR in the baggage area
that will record everything. I will have a switch and small monitor on the
panel so that I can see what is recording. Everything weighs approximately 4
pounds. I will have a cockpit camera, rudder camera and a landing light
camera. I love to record video, so that is why I am going with 3 cameras. I
have
experimented with these in a Cessna 172 and it is really good quality.
Good luck,
Larry Husky
N667H (Reserved)
In a message dated 1/17/2008 7:37:19 P.M. Pacific Standard Time,
akok@fas.harvard.edu writes:
--> Zenith-List message posted by: "akok" <akok@fas.harvard.edu>
All this rudder cam talk (cool footage by the way Scott) has got me
thinking.
Almost all cameras come with a tripod mount hole in the bottom of them that
allows you to firmly attach the camera to a tripod.
How much airflow disturbance would you create by mounting one of these new,
small hard drive HD video cameras on the rudder, or wing, or fuselage?
For example, the Sony HDR-SR1 is 3.1 inches high and 3.3 inches wide, 6.5
inches long and weighs 1.6 pounds. This would take some great video, and you
wouldn't need to mess with cords through the fuselage, etc. Granted, you'd want
to make sure you weren't flying in nasty weather (which I don't plan on
doing, although yes, I know freak storms can appear), as the camera would be
exposed to the elements.
You could conceivably build a few different mounts into the skin of the
Aircraft and mount the camera in different locations.
i'd be interested to see if folks thinks this is feasible and safe
Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158945#158945
**************Start the year off right. Easy ways to stay in shape.
http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489
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| Subject: | 701 Rudder Tip Rib Help |
Hey All,
I have my first scratched rib (7R1-5) just about formed but I'm running in to material
starting
wave at the nose, even after crimping. The top view of 7R1-5 calls for the 3mm
of material to
extend beyond the form block of the nose of the rib, is this amount in addition
to the 2mm
allowance required for the 1/8" bend radii? or should the material just be trimmed
3mm larger than
form block? I made the nose material 5mm larger than then the form block to take
into account the
bend radii which I think is too much but I need some reassurance.
Likewise with the rib flange, the top view shows of 7R1-5 call for 16mm this conflicts
with the
cross-sectional view of the flange dimension of 16mm if you build in 2mm for the
radii. Should
the top view show the flange to be 18mm to account for the material required for
the bend? I cut
the material 18mm larger than the form block outline is this correct or am I trimming
back?
do not archive
Art
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| Subject: | Re: rudder cam...how big is too big? |
I wonder if there's a way to run the recording in a "loop"....?
For example, at any given time the camera's memory would contain footage of the
previous 30 minutes.
A rudder cam set up like that would be useful in diagnosing issues during test
flights.
Patrick
XL/Corvair
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| Subject: | Re: Welded Fuel Tanks Update |
Looking good Andy. Remember to relax, breathe and watch the puddle.
Don't know if I told you but I worked with Ron Fournier for a year in the 70's.
He really knows his stuff.
--------
Ron Lendon, Clinton Township, MI
Corvair Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
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| Subject: | Autocad drawings for CH701 form blocks? |
Got my CH701 plans in the mail today. Yippee!!
Are there autocad drawings somewhere that I can use to make form blocks for
the CH701? A draft-lady friend of mine says she can print them on a big
plotter and tweak them so they are full scale. I'm thinking I could then
glue the paper to wood to make the form blocks.
Curt
Redmond, WA - Building hours zero (0)
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| Subject: | Flight Report andQuestion-701/Engine Failure |
Thank you for the advice Joe
The weather was clear and warm here in Northern Ca. today. I flew the new
701 up to Quality Sport Plane's (QSP) hanger in Cloverdale, about 45-Miles
north of my Petaluma Ca. base. Winds at 3000' over Santa Rosa's Class D
airspace were as high as 30-MPH, but surface winds were light along the
Russian river route into Cloverdale. Before take-off, I set the elevator
trim all the way down (tab up) and did not experience any of the sharp push
upwards at takeoff... Problem solved.
As to the weight and balance with the BRS behind the baggage compartment.
First, I put the battery on the firewall to help with the balance. I don't
know anything about MAC. (The Zenith weight/balance diagram says MAC is 1430
+/- 15mm, but I don't understand how to translate this into an allowable
CG). I focusing on the Zenith 701 diagram that shows the allowed CG range is
from 280 to 500mm behind the front of the slats. Is this correct? I ran the
figures to see how close my planes CG comes to the back of the CG range (the
500mm point) under various conditions. Here are a few results:
Pple Fuel Bag Tot CG
wt Gal wt wt mm
__________________________
160 05 0 814 424
185 20 0 959 445
185 20 80* 1159 503 (* baggage compartment was strengthened)
370 20 40 1184 490
370 40 40 1304 500
You can see here that I can put almost 80# of baggage with a 185 pounder
pilot and still be just within the CG. I can also have two 185 pound people
along with 40 gal of fuel and 40 pounds of baggage without moving the CG
outside of 500mm from the slats limit (provided, of course, that I am
willing to degrade the planes ability handle "g" loads). From this I don't
think I am out of balance. However, my plane has one characteristic that
does concern me. With 20 Gal of fuel, with some difficulty I can push the
back of the fuselage to the ground and it stays there! The tail will even
stay on the ground with my 170#s sitting in it. Not certain what this means,
but I did do my weight and balance twice because of this.
One other thing of importance. Michael Heintz at QSP examined my plane and
noticed that the main gear was not tightly secured to the fuse. It actually
rocked front-to-back several inches when pushed. I had followed the Zenith
instructions regarding securing the gear and flat rubber strips. I remember
it said not to over tighten them, but gave no torque setting. Michael
changed the flat rubber from my 4-year old kit to rubber cut from an old
tire. This time we torqued it down much more than I had done originally.
Problem fixed... Thank you Michael.
I have to add that Michael Heintz and the people at Quality Sport Plane LLC
(see <http://www.qualitysportplanes.com/>
http://www.qualitysportplanes.com/) have been more than helpful during the
construction of my 701. They want to see that we builders do a good job. I
purchased almost nothing from QSP (my kit came from a guy in Alaska who
decided not to build) yet Michael was always available with free advice and
help. Thank you Michael!
Les
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Joe Spencer
Sent: Thursday, January 17, 2008 4:32 AM
Subject: Zenith-List: Flight Report andQuestion-701/Engine Failure
I got a little more interested in your post and looked a little
further...looking at my Wt/Bal I find that I am usually taking off local at
about 15% MAC/780#. From your post it sounds as if you were about 31%. The
pitchup might well be "normal" with cg that far back and only require
resetting the elevator trim to a different T/O setting.(On the big planes
they calculate a trim position dependant on c/g for every takeoff-in case
you didn't already know that...for all I know you may be a 747 captain or
something like that). I haven't flown mine with the c/g that far back so
don't know if it pitches up or not but wouldn't be surprised if it did.
Somebody else with heavy weight experience should be better on that
question. On the other hand, on my particular plane the trim setting doesn't
seem to have much effect on takeoff...I don't notice much difference with
the trim set midscale or full noseup. I wonder if you can carry any baggage
at all with that weight behind the baggage compartment.
On engine failure at high pitch...Jetboy said the nose will come down no
problem. I haven't flight tested that and maybe he has but I have always
assumed the opposite. With the pitch angles that are immediately possible
just after liftoff(very low altitude) on a max effort takeoff and
climbout(912s, 579# EW), if it quits I believe it will require immediate
full down elevator to save it...and if the prop isn't blowing on the
elevator it isn't gonna do much cause the airspeed will be so low. In fact I
have always thought that the gap between the wing roots was mostly for the
prop to blow on the tail and make it work. At any rate I don't normally do
extreme climbouts unless there is some high priority need for it like
showing off. Has anybody gone to altitude and simulated a max effort
takeoff/climbout at say 35 CAS then pulled the power to see if the nose will
aggressively come down? Jetboy?Believe I will try it and see what my plane
does. Will report.
Good Luck
Joe
The green one on utube
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| Subject: | Re: Flight Report andQuestion-701/Engine Failure |
Joe, I havent recorded test data for engine shutdown at full angle of climb speed
attitude, but I previously have done this in other ultralight and a C150A I
used to own, from a safe height and prepared for a spin. Hope I didnt mislead
too much about that, but in most situations with no propwash I am slightly nose
low with elevator on the up stops and it took me a while to get accustomed
to the pitch vs power effects especially during landing. I normally do climbout
and approach at 50 Kts to keep everything solid and drama to minimum.
I run at 34% MAC normally which is near full aft cg limit in fact I was considering
closing the rear baggage extended area to standard to prevent me getting
too much aft. I have divided it off with bungee cord and only stow sleeping bags
etc. way back.
http://youtube.com/watch?v=LIi5mQ9XUSM
Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=158969#158969
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