Today's Message Index:
----------------------
1. 03:08 AM - Re: Seats: seat backs, cushions, and upholstery (David Downey)
2. 04:37 AM - Re: 5-pin mic jack for RAC trim (Edward Moody II)
3. 04:41 AM - Re: 5-pin mic jack for RAC trim (Edward Moody II)
4. 04:46 AM - Re: Zenith-List Digest: LRI Probe Question (Edward Moody II)
5. 06:26 AM - Re: Bottom Rudder Bracket attachment (MHerder)
6. 08:11 AM - Re: Re: 5-pin mic jack for RAC trim (MacDonald Doug)
7. 09:35 AM - Experimental Nature (wade jones)
8. 10:00 AM - Re: Experimental Nature (Gig Giacona)
9. 12:06 PM - Painting the firewall (Dr. Andrew Elliott)
10. 12:11 PM - Re: nitrogen clynders (Lee Steensland)
11. 01:04 PM - Re: nitrogen clynders (Craig Payne)
12. 01:37 PM - EGT/CHT wiring (MacDonald Doug)
13. 02:05 PM - A Wonderful bunch of guys THANK YOU! (A. Michael Honer)
14. 02:09 PM - Re: Seats: seat backs, cushions, and upholstery (Klaus Truemper)
15. 03:47 PM - Re: One-eyed Pilots (j. davis)
16. 04:24 PM - Throttle cables (Philip)
17. 05:03 PM - Re: A Wonderful bunch of guys THANK YOU! (kmccune)
18. 05:07 PM - Re: Experimental Nature (kmccune)
19. 06:11 PM - Re: A Wonderful bunch of guys THANK YOU! (A. Michael Honer)
20. 06:51 PM - Torque Value Table, flap misshap and radio noise (Juan Vega)
21. 07:01 PM - Re: Seats: seat backs, cushions, and upholstery (dingfelder)
22. 07:32 PM - Re: Torque Value Table, flap misshap and radio noise (cookwithgas)
23. 08:06 PM - Re: A Wonderful bunch of guys THANK YOU! (Ron Culver)
Message 1
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| Subject: | Re: Seats: seat backs, cushions, and upholstery |
The biggest reason for headrests is that after a rapid deceleration against a restraint
like a seat belt or even a shoulder harness your head will snap back.
If there is no cushion/stop to limit the travel hyperextension of the neck and
even fracture associated with only the snap back can occur.
All,
I'm working with the seats now too. I have found that there really are
three parts to the seats. These are the cushions, the seat backs, and the
upholstery.
My manual suggests plywood as the seat back material. The fiberglass
(reinforced plastic) solution as shown on the CH601.org web site appears to
be a better solution. I guess I'll just have to learn to use fiberglass.
For the cushions, several types of foam are available from common soft foam
to Confor Foam. Both Hi-Tech Seats and Oregon Aero have patterns for the
601 using Confor foam. Oregon Aero is more than twice the price of Hi-Tech,
but includes a multi-piece seat with professionally contoured shapes. Does
anyone have either installed?
I checked with a local auto upholstery shop, and getting the cover done
should be the easiest part.
I have a couple questions:
How far above the baggage shelf should the headrest portion of the seatback
extend to protect our heads? Most of the pictures I see just have a large
arc or simple straight edge as the top of the seat back. Is there a reason
that there is no head rest? Should the seats be more like the bucket seats
in a car with integral head rests? Is it just personal preference? I just
measured my plane and came up with 300 mm above the shelf for the top of the
headrest assuming a 3 inch foam seat over the seat pan. How do the
Flightcrafters or Zenith seats compare?
Thanks ....
Jeff D.
Dave Downey
Harleysville (SE) PA
100 HP Corvair
---------------------------------
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| Subject: | Re: 5-pin mic jack for RAC trim |
I used a piece of 6061-T6 1/8" extruded angle to make a bracket for the
panel mount piec and it will mount under the rudder fairing, on the
upper surface of the H-stab once I run the elevator cable. It obviously
has to be off center enough to miss the cable. From the bracket mounted
panel mount part, the RAC cable travels on to the elevator and trim
servo. If the tail parts need to be removed, the male part of the
connector stays with the fuselage and the rest stays with the tail.
Dred
Message 3
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| Subject: | Re: 5-pin mic jack for RAC trim |
I have used this connector without any trouble for five years in the
tail area of my EAB registered fat ultralight. I have not even shrink
wrapped it, except of course for where the cable enters the two
connector parts. The junction of the two halves of the connector is a
screw together fitting that seems to be sealed well enough based on past
performance.
As a general rule, if the appropriate gauge is too large to fit into the
little solder tubes of the connector, use a heftier connector. The
entire trim system calls for a 2 amp breaker or fuse.
Dred
Message 4
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| Subject: | Re: Zenith-List Digest: LRI Probe Question |
The Advanced Flight Systems AOA system uses flush mounted ports on the
upper and lower surfaces of the wing for sensing AOA.
Dred
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| Subject: | Re: Bottom Rudder Bracket attachment |
Thank you Chris, I appreciate your time spent taking your pictures.
I have been building for a few months now, everyone I've come across has been so
helpful. I appreciate all of you out there who are willing to take some time
to help others out. I wonder what it would be like if I wasn't building a Zenith?
Without so many helpful folks I would still have a pile of aluminum in
my garage. Now I have a pile of aluminum that is beginning to resemble a plane!
I had a question that I wrote to Zenith the other day, Sebastian replied
via email in less than 30 minutes! I couldn't believe it.
Though I am new to the list, I look forward to offering my experience and advice
as I progress. At this point I only feel qualified to instruct others on the
techniques of drilling out and replacing rivets :) .
--------
One Rivet at a Time!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166108#166108
Message 6
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| Subject: | Re: 5-pin mic jack for RAC trim |
A fool proof way to connect the trim servo is to
solder and heat shrink the connection (being careful
to clean the flux off first). Ideally using the glued
heat shrink mentioned earlier.
Everyone is probably about to jump up and down and
say, what about removal of the elevator? Lets face
it, how often do we remove these control surfaces?
After the initial final installation, we may remove
the elevator once or twice more in the life of the
plane. Leave an extra half inch of wire and you can
cut and re-solder the connection at that time.
This approach eleimates the worry of pin corrosion or
the connector becoming loose etc. I'm not saying it
is the only way to do it, just one more option.
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
DO NOT ARCHIVE
--- Terry Phillips <ttp44@rkymtn.net> wrote:
> When I was getting ready to wire up my elevator trim
> servo, I posed the
> connector question on the Aeroelectric list. I was
> directed towards a
> modified DB-9 connector that was originally
> suggested for this application
> by Electric Bob. The resultant thread is here:
>
> http://forums.matronics.com/viewtopic.php?t=35647
>
> One of the responders provides a link to Bob's
> descriptive web pages.
Never miss a thing. Make Yahoo your home page.
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| Subject: | Experimental Nature |
Hello group ,though I would share with you an experiment that I just
tried . I live on the gulf coast where the humidity is very high .A
couple of days ago I got a little gas from my 5 gal can into a small
glass jar .This 10 percent ethanol gas had been in my garage about a
week .When it was in the glass jar I noticed it was a milky color .I
though the alcohol may have collected water from the humidity ,so last
night I placed some clear gas into the jar and left it overnight in the
hanger .And this morning it was no longer clear it was a milky color .
Wade Jones
South Texas
601XL plans building
Cont. 0200
Message 8
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| Subject: | Re: Experimental Nature |
This, among other things, is why Ethanol is bad when it comes to airplanes.
wjones(at)BRAZORIAINET.CO wrote:
> Hello group ,though I would share with you an experiment that I just tried .
I live on the gulf coast where the humidity is very high .A couple of days ago
I got a little gas from my 5 gal can into a small glass jar .This 10 percent
ethanol gas had been in my garage about a week .When it was in the glass jar
I noticed it was a milky color .I though the alcohol may have collected water
from the humidity ,so last night I placed some clear gas into the jar and
left it overnight in the hanger .And this morning it was no longer clear it
was a milky color .
Wade Jones South Texas
> 601XL plans building
> Cont. 0200
>
--------
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=166137#166137
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| Subject: | Painting the firewall |
Met Gus from FlywithGus.com Saturday afternoon at Silver Sky Aviation in
Chandler, AZ, where he is doing a Corvair installation for one of Silver
Sky's customers. I noticed that the firewall looked especially nice,
having a uniform satin aluminum-like color, instead of the unaesthetic
galvanized finish. Asked, and was told that he cleaned and primed the
firewall with self-etching primer and then shot it with aluminum-color
engine paint.
Banging myself on the noggin for not thinking of that one myself, I went
home did the same! I used Duplicolor 1200=B0 High-Heat paint with
ceramic, because I happened to have a 1/2-used can on the shelf. Total
effort about 1/2 hour for removing a few things from the firewall and
masking, then another 15 minutes (not counting drying time) for the
coats of primer and paint.
Voila! Now I also have a pretty satin aluminum finish on my firewall!
And maybe even some insulation value due to the ceramic in the paint.
Thanks, Gus!
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD, Corvair, building...
Message 10
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| Subject: | Re: nitrogen clynders |
not to plagiarize a previous post I found this that may be helpful:
robert stone wrote:
I found the canopy gas springs or struts were not strong enough to
hold the canopy up even in a light breeze. I inquired as to the
strength of the struts furnished in the kit and found them to be 40
pounds. I replaced them with a pair of 60 pounders and eliminated the
problem of my canopy slamming down unexpected.
I am sure some of you who are building or have built the ZodiacXL
either have the same problem or will have so here is the information on
obtaining the stronger struts. McMasters & Company are the people Zenith
Aircraft gets the struts from. Their phone number is 630-833-0300. The
gas struts furnished by Zenith for the ZodiacXL are part number 9416K12
(40 Pound) the stronger strut is part number 8416K123 (60 Pound) The
cost for two is $19.76, shipping is $5.00 for a total of $24.76. They
come without the attaching ends so you have to use your old ones however
the old struts screw out and the new one screws in. Very easy to change.
Tracy wrote:
>
> does anyone know what size or part number ,nitrogen clynders are used on the
bubble doors with assits. Zenith does not come with any but I have seen pics of
a few that have been put in.
>
>
>
Message 11
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| Subject: | nitrogen clynders |
Just be aware that Tracy's original post appears to be about the bubble doors on
a 701 or 801. The 40 or 60 pound units were for the 601's heavier bubble canopy.
But I'm sure McMasters would have something suitable for the bubble doors.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Lee Steensland
Sent: Monday, February 25, 2008 1:08 PM
Subject: Re: Zenith-List: nitrogen clynders
not to plagiarize a previous post I found this that may be helpful:
robert stone wrote:
I found the canopy gas springs or struts were not strong enough to
hold the canopy up even in a light breeze. I inquired as to the
strength of the struts furnished in the kit and found them to be 40
pounds. I replaced them with a pair of 60 pounders and eliminated the
problem of my canopy slamming down unexpected.
I am sure some of you who are building or have built the ZodiacXL
either have the same problem or will have so here is the information on
obtaining the stronger struts. McMasters & Company are the people Zenith
Aircraft gets the struts from. Their phone number is 630-833-0300. The
gas struts furnished by Zenith for the ZodiacXL are part number 9416K12
(40 Pound) the stronger strut is part number 8416K123 (60 Pound) The
cost for two is $19.76, shipping is $5.00 for a total of $24.76. They
come without the attaching ends so you have to use your old ones however
the old struts screw out and the new one screws in. Very easy to change.
Tracy wrote:
>
> does anyone know what size or part number ,nitrogen clynders are used on the
bubble doors with assits. Zenith does not come with any but I have seen pics of
a few that have been put in.
>
>
>
Message 12
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Dan, that sounds to me like a Westach gauge to me, you
should be able to get the wiring information from
their website.
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
>I've managed to loose (if I ever had them)
>instructions on wiring a
> dual EGT/CHT gauge. The gauge doesn't have the
>manufacturer, just a made
> in china lable on it.
>It's a 2 1/4" round gauge. It has 4 posts on the
>back labelled, 1, 3,
> 4, 5.
>I've got thermocouples that I purchased at the same
>time.
>Anyone got some suggestions?
>Dan Dempsey
>601XL
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Message 13
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| Subject: | A Wonderful bunch of guys THANK YOU! |
The response which I received from my offer to sell my project 601XL has
been more than I expected, both in the many inquiries which came into my
e-mail box, and the notes of reassurance and " don't give up the ship."
Some of them brought tears. Thanks to all of you.
It was about 25 years ago, after We had sent off the last college
tuition check for the last kid that Anne and I decided to go flying. We
earned our ASEL and Instrument ratings and have between the two of us
more than 4500 hours in the air, with about 200 hours of actual
instrument time in our 1980 C-172, which we decided to sell about 2
years ago.
Things got tough physically for me about 10 years ago, when my MD asked
me if I knew I had had a heart attack. After some months, he encouraged
me to go back after my Certificate.
But by that time I was having extreme problems with a rare form of
arthritis, and occasionally could barely walk. (I may finally have found
the right combination to deal with that, by the way.)
It's not worth going over, even if I could without going into a blue
funk.
The stroke was the last straw. Taking the positive approach, that blood
clot(from a stent installed 5 years ago) was the last straw. The clot
took out 60% of my left eye, but could have gone straight into my right
brain and left me in bed with a bed pan, not being able to figure out
what it was for.
So, it can be said that I (we) have already lived our dream of flying.
That is why the 601XL is for sale. It is well built, (if I say so myself
) and it is priced such that perhaps someone younger and healthier than
I can live his own dream. I know the price is about what the engine
alone costs in today's dollars.
Best wishes to all, and thanks very much for your kind wishes.
Mike Honer
Message 14
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| Subject: | Re: Seats: seat backs, cushions, and upholstery |
Hi,
Another possible choice are the seatbacks used in the RV6. We used that
in my
plane. They are lightweight and strong.
Happy building and flying,
Klaus
klaus@utdallas.edu
www.utdallas.edu/~klaus
Message 15
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| Subject: | Re: One-eyed Pilots |
ROBERT SCEPPA wrote:
>
>> My flight instructor only had one eye, but he could
>> teach a blind man to fly. Don't give up...
> --- steve <notsew_evets@frontiernet.net> wrote:
>
My first flight instructor (waaaay back in '64) had a glass eye... took
a throttle knob to the eye in a crash, apparently. And got back on the
'horse', as it were!
Point is, there are both builders and pilots with less two functioning
eyes out there. You can do it if you want to badly enough!
do not archive
--
Regards, J.
flying: Zenith STOL CH701/912 C-IGGY, 500 hrs.
building: Sonex #325 (C-FJNJ), Jabiru 3300/6, 99% completed
-------------------------------------------------
J. Davis, M.Sc. (computer science)
*NIX consulting, SysAdmin
email: jd at lawsonimaging.ca
voice: 519.289.1527 http://www.cleco.ca
c/o Brandywine Aviation 5507 Irish Dr., Appin, ON
N42 47.33 W081 36.50 31/13 2000+ x 60', elev: 740'
-------------------------------------------------
To most people the sky is the limit.
To those who love aviation, the sky is home.
Message 16
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Thought I'd ask if anyone knew what throttle cables were used in the
Homebuilt help CH 701 912S engine install video.
Would like supplier and part number so I don't have to re-invent the
wheel. Looks like they were going to use a cable on each side -
wondered about the internal friction of two cables.
Also got a good look at the package that had the attachment parts for
the cable to the throttle assy. Does anyone know where they can be
purchased?
Phil Smith
701..... 90 done 110 to go!
Message 17
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| Subject: | Re: A Wonderful bunch of guys THANK YOU! |
As you wish.
You could still finish it, just for the fun of it! Then you could give an even
better deal to some, as you say younger guy. Not me though, the 701 is my dream.
Best Regards
Kevin McCune
--------
Kevin
N701DZ Reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166227#166227
Message 18
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| Subject: | Re: Experimental Nature |
It isn't so good for cars ether,but at least in that instance it is not dangerous.
An acceptable risk point of view.
--------
Kevin
N701DZ Reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166228#166228
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| Subject: | Re: A Wonderful bunch of guys THANK YOU! |
----- Original Message -----
From: A. Michael Honer
To: Zenith-List@Matronics.com
Sent: Monday, February 25, 2008 5:01 PM
Subject: A Wonderful bunch of guys THANK YOU!
The response which I received from my offer to sell my project 601XL
has been more than I expected, both in the many inquiries which came
into my e-mail box, and the notes of reassurance and " don't give up the
ship." Some of them brought tears. Thanks to all of you.
It was about 25 years ago, after We had sent off the last college
tuition check for the last kid that Anne and I decided to go flying. We
earned our ASEL and Instrument ratings and have between the two of us
more than 4500 hours in the air, with about 200 hours of actual
instrument time in our 1980 C-172, which we decided to sell about 2
years ago.
Things got tough physically for me about 10 years ago, when my MD
asked me if I knew I had had a heart attack. After some months, he
encouraged me to go back after my Certificate.
But by that time I was having extreme problems with a rare form of
arthritis, and occasionally could barely walk. (I may finally have found
the right combination to deal with that, by the way.)
It's not worth going over, even if I could without going into a blue
funk.
The stroke was the last straw. Taking the positive approach, that
blood clot(from a stent installed 5 years ago) was the last straw. The
clot took out 60% of my left eye, but could have gone straight into my
right brain and left me in bed with a bed pan, not being able to figure
out what it was for.
So, it can be said that I (we) have already lived our dream of flying.
That is why the 601XL is for sale. It is well built, (if I say so
myself ) and it is priced such that perhaps someone younger and
healthier than I can live his own dream. I know the price is about what
the engine alone costs in today's dollars.
Best wishes to all, and thanks very much for your kind wishes.
Mike Honer
Message 20
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| Subject: | Torque Value Table, flap misshap and radio noise |
for the guys still scratching their heads on Torque values, ( i am frankly),
attached is the table from the ASA aviaitoin mechanic handbook:
AN Bolt NUt bolt Tension
Size Size in-lbs
an3 1-32 20-25 add torque for nylock nuts to all
an4 1/4-28 50-70
an5 5/16-24 100- 140
an 6 3/8- 24 460-190
an 7 7/16-20 450- 500
after tyhat size we are getting to Boeing sized Nuts.
Other subject is the flaps. I was coming in for a landing and at 80 mph, set the
flaps switch, as i trimmed, I kept compensating for heavier and heavier left
wing. at 70 mph trimmed on 1/4 mile final, i looked and one flap was at 5
degree down and the other was full 20+ dgree down. the plane was still very
controlable. I landed then reset the flaps. upon review the flaps came up when
I broke the speed above 85 mph inadvertantly. the key is the plane did ot
fall out of the sky, just kept flying it. says great things about the rougedness
of the design.
solved the radio noise from the Jabiru engine. the saver was Resistor Spark PLugs.
Size is DR9EA-9 on the Jab 3300. did the job.
Juan Vega
Message 21
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| Subject: | Re: Seats: seat backs, cushions, and upholstery |
Seat Builders,
I used 1/4 " birch plywood from Lowes for seat
backs, and it worked out well. I punched several large holes in them to keep
them light, something I'm rather anal about (so I'm told!). They can be
purchased in 2' x 2' pieces. A few miles up
the road fron me is an upholstery supply place. I bought three grades of
foam in 1" thicknesses. An electric kitchen knife, spray glue, and a few
hours later I had nicely shaped, stylish, light and comfy cushions ready for
my sister-in-law to upholster. About $70 invested.
Lynn Corry, PA
601 XL / Corvair
>
Message 22
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| Subject: | Re: Torque Value Table, flap misshap and radio noise |
Thanks Juan for that story about the flaps.
I have wondered what would happen if one flap was down and the other was not.
What actually came loose? Mine have a bolt through the sleeve that connects the
two sides.
Thanks again,
Scott Laughlin
http://www.cooknwithgas.com/Videos/Fly_By_Feb_23_2008.wmv
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=166260#166260
Message 23
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| Subject: | Re: A Wonderful bunch of guys THANK YOU! |
Wow Mike that is quite a saga. Sounds to me that you have had a long
successful time flying.So sorry that you have to give it up but you know
your body and abilities better than anyone. Big salute from this old
guy..still plugging away on my 701. If I had the money and the desire
for a 601 I would take her and treat her with extreme care but alas that
isn't my situation.
I hope that you can get an up in the right seat if that is to your
interest.It sounds that you married the right woman as well..
God Bless,
Ron Culver
----- Original Message -----
From: A. Michael Honer
To: Zenith-List@matronics.com
Sent: Monday, February 25, 2008 5:01 PM
Subject: Zenith-List: A Wonderful bunch of guys THANK YOU!
The response which I received from my offer to sell my project 601XL
has been more than I expected, both in the many inquiries which came
into my e-mail box, and the notes of reassurance and " don't give up the
ship." Some of them brought tears. Thanks to all of you.
It was about 25 years ago, after We had sent off the last college
tuition check for the last kid that Anne and I decided to go flying. We
earned our ASEL and Instrument ratings and have between the two of us
more than 4500 hours in the air, with about 200 hours of actual
instrument time in our 1980 C-172, which we decided to sell about 2
years ago.
Things got tough physically for me about 10 years ago, when my MD
asked me if I knew I had had a heart attack. After some months, he
encouraged me to go back after my Certificate.
But by that time I was having extreme problems with a rare form of
arthritis, and occasionally could barely walk. (I may finally have found
the right combination to deal with that, by the way.)
It's not worth going over, even if I could without going into a blue
funk.
The stroke was the last straw. Taking the positive approach, that
blood clot(from a stent installed 5 years ago) was the last straw. The
clot took out 60% of my left eye, but could have gone straight into my
right brain and left me in bed with a bed pan, not being able to figure
out what it was for.
So, it can be said that I (we) have already lived our dream of flying.
That is why the 601XL is for sale. It is well built, (if I say so
myself ) and it is priced such that perhaps someone younger and
healthier than I can live his own dream. I know the price is about what
the engine alone costs in today's dollars.
Best wishes to all, and thanks very much for your kind wishes.
Mike Honer
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