Today's Message Index:
----------------------
1. 12:29 AM - Re: Sabrina Re: pitching the H-stab (Bryan Martin)
2. 03:27 AM - XL WING BOLTS?? (chris Sinfield)
3. 04:55 AM - Re: FAA Kits (ashontz)
4. 04:59 AM - Re: 601XL QB Flaps problems (ashontz)
5. 05:12 AM - Re: Sabrina Re: pitching the H-stab (n801bh@netzero.com)
6. 06:25 AM - Re: Sabrina Re: pitching the H-stab (Dave Austin)
7. 06:37 AM - Re: XL WING BOLTS?? (LarryMcFarland)
8. 06:53 AM - Re: 701 motor mount attach points on firewall (Jerry Hey)
9. 07:20 AM - Re: Torque of 3/16 (Jim McBurney)
10. 07:32 AM - Re: Sabrina Re: pitching the H-stab (NYTerminat@aol.com)
11. 07:45 AM - Re: Sabrina Re: pitching the H-stab (NYTerminat@aol.com)
12. 07:50 AM - Re: Best STOL 701 video ever!!! (ashontz)
13. 08:06 AM - Re: XL WING BOLTS?? (Craig Payne)
14. 08:21 AM - Re: Sabrina Re: pitching the H-stab (Dave Austin)
15. 08:36 AM - Re: Sabrina Re: pitching the H-stab (Greg Finlay)
16. 08:45 AM - Re: Sabrina Re: pitching the H-stab (NYTerminat@aol.com)
17. 09:02 AM - Re: Sabrina Re: pitching the H-stab (Bryan Martin)
18. 09:12 AM - Re: XL WING BOLTS?? (Bryan Martin)
19. 09:15 AM - Re: Re: Navaid Devices (Gary Gower)
20. 09:40 AM - Re: Black crud in gascolator (Les Goldner)
21. 10:11 AM - Re: KR2 / ea-81 / avionics / instruments / corvair parts for sale (ken smith)
22. 10:45 AM - Re: KR2 / ea-81 / avionics / instruments / corvair parts for sale (Jeyoung65@aol.com)
23. 11:52 AM - Re: Black crud in gascolator (Gig Giacona)
24. 03:59 PM - Subaru owners (Ron Culver)
25. 04:27 PM - Re: Navaid Devices (jackandval)
26. 04:59 PM - Re: Subaru owners (Bryan Martin)
27. 05:24 PM - Re: Subaru owners (NYTerminat@aol.com)
28. 07:42 PM - Re: Subaru owners (Ron Culver)
29. 08:31 PM - Re: 701 motor mount attach points on firewall (jf3sb)
Message 1
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| Subject: | Re: Sabrina Re: pitching the H-stab |
The stabilizer has little to do with the cruise flight attitude of the
fuselage, it mainly has to do with the trim condition of the airplane.
If you can trim out the elevator forces in cruise without excessive
trim tab deflection, re-pitching the stabilizer won't help you. I re-
pitched my stabilizer because I couldn't trim out the stick forces,
not because the attitude of the airplane was wrong. I had to hold back
pressure on the stick all the time to keep the plane from diving.
The cruise flight attitude of the fuselage is controlled mainly by the
angle of incidence of the main wing. Increasing the angle of incidence
of the main wing will bring the nose of the fuselage down, but then
you will also have to pitch the stabilizer up to get it back into trim.
On Feb 19, 2008, at 1:26 AM, NYTerminat@aol.com wrote:
>
> Hi all,
>
> With all the talk of pitching the horizontal stabilizer lately I
> have a quick question. I am doing my conditional inspection on my
> 701 and decided to replace the front horizontal stabilizer brackets
> to the .063 material. There were no cracks in my old ones but I
> figured I might as well bite the bullet now while the weather is
> keeping me from flying anyway. I have always felt that I was flying
> in a nose high attitude while at cruise and that I do not see the
> higher MPH that others see. I purchased a digital level and have
> discovered that my horizontal stabilizer was about a half of a
> degree low in the front (approx 3 mm). I plan on raising it one
> degree so that I will be a half of a degree higher in the front
> based on the A-E line. I am wondering if this is a good idea as I
> believe this will get me flying in a better attitude at cruise and
> pick up some speed. Any thoughts?
>
> Bob Spudis
> N701Zx/ CH-701/ 912S/ 140hrs
>
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 2
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I am looking at the main wing bolts on 6-W-4 and it states that the main wing is
held on by 12X AN5-15A bolts but then
on page 6-S-3 it states Wing attachment bolts are 4 X AN5-16A and 8X AN5-15A.
I guess I should put the right bolts in. What have others used? I have the latest
set of plans.
Chris.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164983#164983
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Once upon a time I fixed up an old corroding 18' aluminum boat my Dad wasn't using
anymore, rebuilt the engine, installed the engine, ran some instrumentation
wiring and battery wiring, fixed the trailer and rewired, and registered both
with the DMV. I would never claim to have built the boat. LOL
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164990#164990
Message 4
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| Subject: | Re: 601XL QB Flaps problems |
I suppose you could always make a new end rib for it.
johnd(at)data-tech.com wrote:
> Hi All,
>
> I did a test fit of wings on my 601 XL QB this weekend and have some
> problems with the flaps.
>
> 1. The slot in the end rib of the flaps seems to have been cut at the
> wrong location. According to my plans it should be 40mm from the top and
> 80 mm from the side of the rib. On my flaps both slots are centered on
> 90 mm from the edge of the rib. Of course with this the flap doesn't fit
> well when engaged with the flap torque tube. I checked the dimensions on
> the torque tube ends and they do match the plans.
>
> 2. It also seems like the flap hinge that fits into the wing skin was
> drilled a bit too far to the inboard sides by approx 1/16 of an inch or
> so. As a result the edge of the flap sticks out a bit beyond the edge of
> the wing and it hits the flap torque tube.
>
> Anyone else have these problems with their QB flaps ?
> I suspect the factory in Columbia just test fit the flaps without the
> torque tubes and it fit fine then but it seems like both items are done
> wrong ?
>
> Thanks,
> John Davis
> Burnsville, NC
> 601 XL - QB - Jabiru 3300
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164992#164992
Message 5
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Hi Bob. I built my 801 as close to the specs as I could and measured my
wing and horizontal stabilizer incidence multiple times. I am very confi
dent I have my plane right and it to flys nose up. If I set it up in lev
el cruise flight and add just a little bit of flaps the nose drops a co
uple of degrees and it picks up about 4 mph. I don't know if I want to t
ry to change the tail setting cause mine is all painted and it will be m
ajor surgery to switch.
Ben Haas
N801BH
www.haaspowerair.com
do not archive
Hi all, With all the talk of pitching the horizontal stabilizer lately
I have a quick question. I am doing my conditional inspection on my 701
and decided to replace the front horizontal stabilizer brackets to the .
063 material. There were no cracks in my old ones but I figured I might
as well bite the bullet now while the weather is keeping me from flying
anyway. I have always felt that I was flying in a nose high attitude whi
le at cruise and that I do not see the higher MPH that others see. I pur
chased a digital level and have discovered that my horizontal stabilizer
was about a half of a degree low in the front (approx 3 mm). I plan on
raising it one degree so that I will be a half of a degree higher in the
front based on the A-E line. I am wondering if this is a good idea as I
believe this will get me flying in a better attitude at cruise and pick
up some speed. Any thoughts? Bob SpudisN701Zx/ CH-701/ 912S/ 140hrs
In a message dated 2/11/2008 2:20:58 P.M. Eastern Standard Time, chicag
cago2paris@msn.com>
Zenith Aircraft indicated it was a "good idea." I can't imagine that th
ey would say so without calling up Chris in France. So too, the math se
ems to work out, but more importantly, people have done it and proved it
. (Bryan, Scott and several others.) I personally would not go to 3 deg
rees. The AMDs appear to be about 1 degree down, but they will not con
firm that. The problem may be that some actually have the stab pitched
slightly up, and that is in fact more dangerous than pitching it slight
ly down with a nose heavy aircraft. Cessna has proven than tail down f
orce on slow aircraft is an acceptable design. W&B on a 601 is critical
. One must always start with an accurate weight and balance sheet (in
other words, don't use bathroom scales.)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=163526#163526
Delicious ideas to please the pickiest eaters. Watch the video on AOL Li
========================
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====
_____________________________________________________________
Click here for legal help with your social security disability!
http://thirdpartyoffers.netzero.net/TGL2221/fc/Ioyw6i4tZb0O4TNDgFY8bHNeT
0QpkA9drxKnDGrTVqIvwkVGLaGnfc/
Message 6
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Bob,
I'd be interested to know where your trim tab is positioned when at
cruise with what I would describe as your "usual" loading of the
aircraft? (conditions you fly under most of the time). It should be at
a neutral position. If not, then adjust the hor. stab angle to give
that condition. (Does mean you have to land without moving the elevator
trim a few times). That produces least drag for that flying condition.
I slotted the rear attachments to give me the adjustment, then replaced
them with unslotted.
Following from that, the trim tab needs to be large enough to be able to
trim properly for approach and landing.
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 7
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| Subject: | Re: XL WING BOLTS?? |
Chris,
The AN5-16A (1/8th longer) bolts are probably to accommodate a thicker
section, or compensate for the inability to get washers, nuts on and
have the minimum
three threads exposed above the nut. It's possible the shorter ones work
as well, but you'll need to look at it first.
Larry McFarland 601HDS at www.macsmachine.com
do not archive
chris Sinfield wrote:
>
> I am looking at the main wing bolts on 6-W-4 and it states that the main wing
is held on by 12X AN5-15A bolts but then
>
> on page 6-S-3 it states Wing attachment bolts are 4 X AN5-16A and 8X AN5-15A.
>
> I guess I should put the right bolts in. What have others used? I have the latest
set of plans.
>
> Chris.
>
>
>
Message 8
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| Subject: | Re: 701 motor mount attach points on firewall |
Thanks Art, Since I am not installing a Rotax I had not studied that
page but most of the information I needed is there. The only thing
not given is the vertical location of the thrust line. Jerry
On Feb 19, 2008, at 12:09 AM, Art Olechowski wrote:
> >
>
> Jerry,
> Print 7-E-1 shows a total of 5 attachment points to the firewall, 1
> centered up top, 2 mid
> outboard and 2 lower outboard. Assuming your installing a 912 could
> you not just use the
> dimensions used on 7-E-1 to locate the mid outboard attachment
> points, the dimensions agree with
> 7-F-7?
>
> Art
> 701 scratch'in
> do not archive
> --- Jerry Hey <jerry@jerryhey.com> wrote:
>
>>
>> I am having trouble finding the exact location of the two motor
>> mount attachment points that are in the middle points vertically.
>> The upper center point and the two lowest ones are clearly located on
>> 7-F-7 but the middle ones are not. I am new to reading these plans
>> so
>> I am sure it is me. Jerry
>>
>>
>>
>>
>>
>
>
Message 9
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| Subject: | Re: Torque of 3/16 |
Jim & Listers,
Another suggestion to complement the 1/4" ratchet; invest in a set of
"stubby" combination wrenches. Their short length makes proper torquing of
the smaller bolts "feel" more natural.
Blue skies and tailwinds
Jim
CH-801
DeltaHawk diesel
Augusta GA
90% done, 90% left
Message 10
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Ben, Mine reacts the same way. I didn't want to mess up my paint job either
but I am using an artist brush to repaint the rivets, primed them last night,
will see today how it comes out. Every once in a while I will hit a sweet
spot and the nose will be a little lower in cruise and the plane will do about
6-7mph faster, I can usually find the spot if I bump the nose down in cruise
but not all the time. The plane will fly hands off with the elevator trim in
neutral but I know it can do better.
Bob
In a message dated 2/19/2008 8:14:04 A.M. Eastern Standard Time,
n801bh@netzero.com writes:
Hi Bob. I built my 801 as close to the specs as I could and measured my wing
and horizontal stabilizer incidence multiple times. I am very confident I
have my plane right and it to flys nose up. If I set it up in level cruise
flight and add just a little bit of flaps the nose drops a couple of degrees and
it picks up about 4 mph. I don't know if I want to try to change the tail
setting cause mine is all painted and it will be major surgery to switch.
Ben Haas
N801BH
_www.haaspowerair.com_ (http://www.haaspowerair.com/)
do not archive
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 11
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Dave,
My trim is centered in cruise. I usually fly alone, not much change with a
passenger. My CG is slightly aft but well within range. I like the idea of a
slotted bracket to try different settings. If this setting that I am choosing
doesn't work, I may try the slotted bracket to adjust the rear of the
stabilizer. How much of a difference does one degree or 6 mm make? I know that
the
601 and 701 are different but they would probably react similar.
Bob
In a message dated 2/19/2008 9:26:55 A.M. Eastern Standard Time,
daveaustin2@primus.ca writes:
Bob,
I'd be interested to know where your trim tab is positioned when at cruise
with what I would describe as your "usual" loading of the aircraft?
(conditions you fly under most of the time). It should be at a neutral position.
If
not, then adjust the hor. stab angle to give that condition. (Does mean you
have to land without moving the elevator trim a few times). That produces
least drag for that flying condition. I slotted the rear attachments to give
me the adjustment, then replaced them with unslotted.
Following from that, the trim tab needs to be large enough to be able to
trim properly for approach and landing.
Dave Austin 601HDS - 912, Spitfire Mk VIII
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 12
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| Subject: | Re: Best STOL 701 video ever!!! |
I'm going to have to build one of these someday. The 701 was actually my first
choice, then I changed my mind thinking the 601XL was more versatile, which it
is and I don't regret it. At some point I'll have to revisit it. It looks like
a fun plane. I can see being a two-plane family. :)
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165022#165022
Message 13
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The outer four bolts must be longer because they also pass through the four
upright angle brackets (6B13-1).
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of chris Sinfield
Sent: Tuesday, February 19, 2008 4:24 AM
Subject: Zenith-List: XL WING BOLTS??
<chris_sinfield@yahoo.com.au>
I am looking at the main wing bolts on 6-W-4 and it states that the main
wing is held on by 12X AN5-15A bolts but then
on page 6-S-3 it states Wing attachment bolts are 4 X AN5-16A and 8X
AN5-15A.
I guess I should put the right bolts in. What have others used? I have the
latest set of plans.
Chris.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164983#164983
Message 14
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Bob,
The slot was about 1/4 inch long before I got it the way I wanted. Be
sure to leave good edge clearance to the slot!
Re other notes, I haven't been able to figure out how you can put the
nose down without losing height, since the wing incidence would change
from level flight. If the flaps or ailerons are adjusted for greatest
speed, I understand that, but then wouldn't you want to adjust the hor.
stab for trim neutral?
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 15
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Seems to me, I heard Chris H. at a seminar talking about measuring the
distance of the joystick from the panel when trimmed at cruise, then
checking how streamlined the elevator looks when on the ground... assuming
then you reiterately adjust the stabilizer?
I have a poor memory so "results may vary" (;^>
Cheers,
Greg
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of
NYTerminat@aol.com
Sent: February 19, 2008 10:42 AM
To: zenith-list@matronics.com
Subject: Re: Zenith-List: Sabrina Re: pitching the H-stab
Dave,
My trim is centered in cruise. I usually fly alone, not much change with a
passenger. My CG is slightly aft but well within range. I like the idea of a
slotted bracket to try different settings. If this setting that I am
choosing doesn't work, I may try the slotted bracket to adjust the rear of
the stabilizer. How much of a difference does one degree or 6 mm make? I
know that the 601 and 701 are different but they would probably react
similar.
Bob
In a message dated 2/19/2008 9:26:55 A.M. Eastern Standard Time,
daveaustin2@primus.ca writes:
Bob,
I'd be interested to know where your trim tab is positioned when at
cruise with what I would describe as your "usual" loading of the aircraft?
(conditions you fly under most of the time). It should be at a neutral
position. If not, then adjust the hor. stab angle to give that condition.
(Does mean you have to land without moving the elevator trim a few times).
That produces least drag for that flying condition. I slotted the rear
attachments to give me the adjustment, then replaced them with unslotted.
Following from that, the trim tab needs to be large enough to be able to
trim properly for approach and landing.
Dave Austin 601HDS - 912, Spitfire Mk VIII
Message 16
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Dave, That is my dilemma, I'm not sure it will work. With all the chat about
the 601's and their improvement in cruise it has me wondering.
Bob
In a message dated 2/19/2008 11:23:24 A.M. Eastern Standard Time,
daveaustin2@primus.ca writes:
Bob,
The slot was about 1/4 inch long before I got it the way I wanted. Be sure
to leave good edge clearance to the slot!
Re other notes, I haven't been able to figure out how you can put the nose
down without losing height, since the wing incidence would change from level
flight. If the flaps or ailerons are adjusted for greatest speed, I
understand that, but then wouldn't you want to adjust the hor. stab for trim neutral?
Dave Austin 601HDS - 912, Spitfire Mk VIII
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 17
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| Subject: | Re: Sabrina Re: pitching the H-stab |
Re-pitchingLowering the flaps usually brings the nose down in the same
way as changing the angle of incidence of the main wing. Re-pitching
the horizontal stabilizer will not have much effect on the nose high
attitude of the plane, it will just change the trim geometry.
On Feb 19, 2008, at 8:07 AM, n801bh@netzero.com wrote:
> Hi Bob. I built my 801 as close to the specs as I could and measured
> my wing and horizontal stabilizer incidence multiple times. I am
> very confident I have my plane right and it to flys nose up. If I
> set it up in level cruise flight and add just a little bit of flaps
> the nose drops a couple of degrees and it picks up about 4 mph. I
> don't know if I want to try to change the tail setting cause mine is
> all painted and it will be major surgery to switch.
>
>
>> Hi all,
>>
>> With all the talk of pitching the horizontal stabilizer lately I
>> have a quick question. I am doing my conditional inspection on my
>> 701 and decided to replace the front horizontal stabilizer brackets
>> to the .063 material. There were no cracks in my old ones but I
>> figured I might as well bite the bullet now while the weather is
>> keeping me from flying anyway. I have always felt that I was flying
>> in a nose high attitude while at cruise and that I do not see the
>> higher MPH that others see. I purchased a digital level and have
>> discovered that my horizontal stabilizer was about a half of a
>> degree low in the front (approx 3 mm). I plan on raising it one
>> degree so that I will be a half of a degree higher in the front
>> based on the A-E line. I am wondering if this is a good idea as I
>> believe this will get me flying in a better attitude at cruise and
>> pick up some speed. Any thoughts?
>>
>> Bob Spudis
>> N701Zx/ CH-701/ 912S/ 140hrs
>>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 18
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| Subject: | Re: XL WING BOLTS?? |
As I recall, the outermost four bolts pass through more layers of
metal than the other eight. That accounts for the longer length. My
plans called for all the same length, and that's what I used. I think
I just used an extra washer where needed to get the correct thread
engagement of the nuts. I think I have a washer under the bolt head on
most of my bolts but not on the outer four. I don't recall what length
my bolts are though.
>
> >
>
> I am looking at the main wing bolts on 6-W-4 and it states that the
> main wing is held on by 12X AN5-15A bolts but then
>
> on page 6-S-3 it states Wing attachment bolts are 4 X AN5-16A and 8X
> AN5-15A.
>
> I guess I should put the right bolts in. What have others used? I
> have the latest set of plans.
>
> Chris.
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 19
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| Subject: | Re: Navaid Devices |
A few years ago I bought an Autopilot from them, Mr Brock told me once that he
goes to every flyin or airshow as possible, to show his products, so probably
he is out of town. Normally when he gets back he catches up with mail and
calls.
Saludos
Gary Gower.
Herb Heaton <Heatonhe36@msn.com> wrote:
The number I used was (423) 267-3311. The first time I called was the day after
the tornadoes went through that section of the country. Hopefully, they weren't
affected by the storms. I have called every day since and get no answer.
Maybe you are right...maybe they are on vacation. I'll just keep trying until
I get a response.
Thanks for the reply.
Herb
Do not archive
----- Original Message -----
From: jackandval
To: zenith-list@matronics.com
Sent: Monday, February 18, 2008 5:04 PM
Subject: Zenith-List: Re: Navaid Devices
I talked to them about a month ago with no problem, maybe they are on vacation.
Did you use the phone number on their web site?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164896#164896
http://www.matron======================
bsp; via the Web title=http://forums.matronics.com/ href="http://forums.matronics.com">http://forums.matronics.com
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Message 20
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| Subject: | Black crud in gascolator |
Bryan,
Since I used the most expensive unlimited shelf life fuel line sold by
Spruce, I just assumes it was alcohol proof. But now you have me wondering.
I put a call in to Aeroquip's tech staff to find out if the line is alcohol
proof... no answer yet!
Les
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Bryan Martin
Sent: Monday, February 18, 2008 5:59 PM
Subject: Re: Zenith-List: Black crud in gascolator
Does the fuel have alcohol in it? Are your fuel lines alcohol proof?
On Feb 18, 2008, at 1:15 PM, Les Goldner wrote:
At 8 hours TT and now again at 15 hours, I noticed a lot of small
non-magnetic black particle specks in fuel drained from the gascolator and
tank drains on my new 701. These particles settle to the bottom of the
drained fuel and stop coming out after draining about 6 ounces. My 701 has
only one gascolator that is placed in the fuel line on the engine side of
the firewall just downstream of two fuel filters (one for each wing tank).
I don't understand how the gascolator could get dirty downstream of the
filters and don't know where the specs are coming from. I cleaned everything
with a vacuum cleaner and with compressed air pressure before connecting the
lines. The black specs are non-metallic and I don't think they are
aluminum. My fuel lines are Aeroquip, stainless steel clad, top-of-the-line,
and the fuel filters are 10 micron stainless screens that are about 1' in
diameter. So far there has been no decrease in fuel flow or engine power.
Has anyone else had this problem and there something I should be doing about
it besides checking the fuel filters?
Thanks for the help,
Les
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 21
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| Subject: | Re: KR2 / ea-81 / avionics / instruments / corvair parts |
for sale
Hi Brandon,
I am interested in the KR. My 601XL is in need of
extensive repair after I landed in a field. I had the
engine quit on takeoff from F70.
Pls Email pics.
Regds
ken
--- Brandon Tucker <btucke73@yahoo.com> wrote:
> <btucke73@yahoo.com>
>
> Gents,
>
> I have a KR2 on the gear for sale. Tail
> surfaces
> mostly completed, spars completed. Rudder pedals
> installed. Comes with inner wing panel fiberglass
> skins. The project was started by a man that passed
> away, and given to me. I don't have the time to
> complete. Email me for pics. $1500 OBO.
>
> Lots of good spruce. Best offer.
>
> EA-81 core and belt reduction unit. $1500 OBO.
>
> Zenith carburetor ser# 14992A. Looks new. Best
> offer.
>
> 35mm Aerocarb with Filter. $250 OBO.
>
> Ameri-King Alt Encoder AK-350. New in box. $90
> OBO.
>
> United / Weco Airspeed indicator new - $75 OBO.
>
> Used VSI - $30 OBO.
>
> New in box - Westach Oil temp, oil press, ammeter,
> EGT, Turbo - $100 OBO.
>
> Terra TXN 920 ILS COMM W/ tray and harness - $400
> OBO.
>
> Terra TX 760 COMM and TN200 Nav W/ tray and harness
> -
> $700 OBO.
>
> Good 8409 Corvair crank. Tapped for WW safety
> shaft.
> Not nitrited yet, but standard journals. $50 OBO.
>
> 2 110 hp Corvair heads. Will need full overhaul.
> $50
> each OBO.
>
> I also have a couple of used venturies, a vacuum
> pump,
> and Narco CP 136 audio panel.
>
> All prices plus actual shipping. All of this stuff
> is
> located in Victorville, Ca (1 hour NE of LA). I
> will
> put it on ebay if nobody here wants it. I'll put it
> all together for a great starter package... Please
> email me at btucke73@yahoo.com or
> brandon.tucker@uav.com. M(760)586-5757 or
> W(760)388-8356.
>
> R/
>
> Brandon Tucker
> 601 HDS / TD / Corvair
>
>
> Looking for last minute shopping deals?
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?Zenith-List
>
> Forums!
>
> Admin.
>
>
>
>
>
Never miss a thing. Make Yahoo your home page.
http://www.yahoo.com/r/hs
Message 22
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| Subject: | Re: KR2 / ea-81 / avionics / instruments / corvair parts |
for sale
Hi Ken, what engine did you have quit? Also do you know why it quit? Jerry
of Ga
In a message dated 2/19/2008 1:13:16 P.M. Eastern Standard Time,
lrepilot@yahoo.com writes:
--> Zenith-List message posted by: ken smith <lrepilot@yahoo.com>
Hi Brandon,
I am interested in the KR. My 601XL is in need of
extensive repair after I landed in a field. I had the
engine quit on takeoff from F70.
Pls Email pics.
Regds
ken
--- Brandon Tucker <btucke73@yahoo.com> wrote:
> --> Zenith-List message posted by: Brandon Tucker
> <btucke73@yahoo.com>
>
> Gents,
>
> I have a KR2 on the gear for sale. Tail
> surfaces
> mostly completed, spars completed. Rudder pedals
> installed. Comes with inner wing panel fiberglass
> skins. The project was started by a man that passed
> away, and given to me. I don't have the time to
> complete. Email me for pics. $1500 OBO.
>
> Lots of good spruce. Best offer.
>
> EA-81 core and belt reduction unit. $1500 OBO.
>
> Zenith carburetor ser# 14992A. Looks new. Best
> offer.
>
> 35mm Aerocarb with Filter. $250 OBO.
>
> Ameri-King Alt Encoder AK-350. New in box. $90
> OBO.
>
> United / Weco Airspeed indicator new - $75 OBO.
>
> Used VSI - $30 OBO.
>
> New in box - Westach Oil temp, oil press, ammeter,
> EGT, Turbo - $100 OBO.
>
> Terra TXN 920 ILS COMM W/ tray and harness - $400
> OBO.
>
> Terra TX 760 COMM and TN200 Nav W/ tray and harness
> -
> $700 OBO.
>
> Good 8409 Corvair crank. Tapped for WW safety
> shaft.
> Not nitrited yet, but standard journals. $50 OBO.
>
> 2 110 hp Corvair heads. Will need full overhaul.
> $50
> each OBO.
>
> I also have a couple of used venturies, a vacuum
> pump,
> and Narco CP 136 audio panel.
>
> All prices plus actual shipping. All of this stuff
> is
> located in Victorville, Ca (1 hour NE of LA). I
> will
> put it on ebay if nobody here wants it. I'll put it
> all together for a great starter package... Please
> email me at btucke73@yahoo.com or
> brandon.tucker@uav.com. M(760)586-5757 or
> W(760)388-8356.
>
> R/
>
> Brandon Tucker
> 601 HDS / TD / Corvair
>
>
> Looking for last minute shopping deals?
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?Zenith-List
>
> Forums!
>
> Admin.
>
>
>
>
>
Never miss a thing. Make Yahoo your home page.
http://www.yahoo.com/r/hs
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 23
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| Subject: | Re: Black crud in gascolator |
You might want to try here and look up the hose you used.
http://hydraulics.eaton.com/products/fluid_conveyance_aeroquip.htm
lgold(at)quantum-associat wrote:
> Bryan,
> Since I used the most expensive unlimited shelf life fuel line sold by Spruce,
I just assumes it was alcohol proof. But now you have me wondering. I put
a call in to Aeroquip's tech staff to find out if the line is alcohol proof...
no answer yet!
> Les
--------
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=165070#165070
Message 24
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|
What changes did you have to make to the landing gear etc in order to
compensate for the slightly heavier Subaru engine vs the 901. I can deal
with CofG later but as I buy materials I need to know what needs to be
heavier than what is listed in the standard plans that I have which are
latest revision AFAIK..
Thanks in advance..
Ron Culver .."Scratching" slowly in upstate NY
Message 25
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| Subject: | Re: Navaid Devices |
They have a full time technician that is there all the time so I don't think that
is the reason that they are not answering.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165112#165112
Message 26
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| Subject: | Re: Subaru owners |
One thing that is recommended is to mount the landing gear main spring
with the flat side forward. This puts the main wheels a bit farther
forward to make it easier to rotate for take-off. Other than that, the
current plans should be good to go, they've already beefed up the
firewall area since the earlier plans.
On Feb 19, 2008, at 6:55 PM, Ron Culver wrote:
>
> What changes did you have to make to the landing gear etc in order
> to compensate for the slightly heavier Subaru engine vs the 901. I
> can deal with CofG later but as I buy materials I need to know what
> needs to be heavier than what is listed in the standard plans that I
> have which are latest revision AFAIK..
>
> Thanks in advance..
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 27
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| Subject: | Re: Subaru owners |
Ron, What are you building? Where Upstate are you located?
Bob Spudis
In a message dated 2/19/2008 7:00:56 P.M. Eastern Standard Time,
rculver@nycap.rr.com writes:
Zenith-List message posted by: "Ron Culver" <rculver@nycap.rr.com>
What changes did you have to make to the landing gear etc in order to
compensate for the slightly heavier Subaru engine vs the 901. I can deal
with CofG later but as I buy materials I need to know what needs to be
heavier than what is listed in the standard plans that I have which are
latest revision AFAIK..
Thanks in advance..
Ron Culver .."Scratching" slowly in upstate NY
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
Message 28
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| Subject: | Re: Subaru owners |
Bob slowly a CH 701 and I live near Albany,NY.
----- Original Message -----
From: NYTerminat@aol.com
To: zenith-list@matronics.com
Sent: Tuesday, February 19, 2008 8:21 PM
Subject: Re: Zenith-List: Subaru owners
Ron, What are you building? Where Upstate are you located?
Bob Spudis
In a message dated 2/19/2008 7:00:56 P.M. Eastern Standard Time,
rculver@nycap.rr.com writes:
Zenith-List message posted by: "Ron Culver" <rculver@nycap.rr.com>
What changes did you have to make to the landing gear etc in order
to
compensate for the slightly heavier Subaru engine vs the 901. I can
deal
with CofG later but as I buy materials I need to know what needs to
be
heavier than what is listed in the standard plans that I have which
are
latest revision AFAIK..
Thanks in advance..
Ron Culver .."Scratching" slowly in upstate NY
-------------------------------------------------------------------------
-----
Delicious ideas to please the pickiest eaters. Watch the video on AOL
Living.
Message 29
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| Subject: | Re: 701 motor mount attach points on firewall |
Jerry:
I've attached a picture of the left side of my 912 ring mount. You can see the
tab sticking out to the left where it will be bolted to the firewall. The bolt
goes through the firewall and through a bent steel plate in back which also
bolts into the flange of the firewall. Presumably whatever mount you're building
could be attached the same way.
Incidentally, the previous 912 bed-mount mounts a little differently right here.
The mount tab sticks up rather than to the left, so it overlaps on top of 7F7-1SP.
That way the bolt goes through 7F7-1SP as well, which seems a little
more durable to me.
Hope that helps. Drop me an email offline if not, or give Zenith a call.
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165154#165154
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