---------------------------------------------------------- Zenith-List Digest Archive --- Total Messages Posted Sat 03/01/08: 33 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:57 AM - Re: Re: Aileron integration (Paul Mulwitz) 2. 05:53 AM - Re: Re: 2000 hours (Bryan Martin) 3. 06:15 AM - O-200 Questions & Concerns (Clyde Barcus) 4. 06:16 AM - Aileron Integration (Bill Naumuk) 5. 06:57 AM - Re: Aileron integration (Tim Juhl) 6. 07:05 AM - Re: O-200 Questions & Concerns (Tim Juhl) 7. 07:50 AM - Re: Re: 2000 hours (Randy L. Thwing) 8. 07:52 AM - Re: Re: 2000 hours (steve) 9. 08:23 AM - Re: O-200 Questions & Concerns (george may) 10. 08:46 AM - Re: Re: 2000 hours (David Downey) 11. 09:14 AM - elevator trim tab runaway unlikely (THOMAS SMALL) 12. 09:18 AM - Re: O-200 Questions & Concerns (Clyde Barcus) 13. 10:03 AM - Re: 601 XL Empty Weight (KC7HFA) 14. 10:48 AM - Re: O-200 Questions & Concerns (LHusky@aol.com) 15. 11:45 AM - Re: 601 XL Empty Weight (dalemed) 16. 01:53 PM - Re: Second thoughts (wscribb) 17. 02:31 PM - Mishap (Jaybannist@cs.com) 18. 02:51 PM - Re: O-200 Questions & Concerns (Gig Giacona) 19. 02:56 PM - Re: Mishap (Tim Juhl) 20. 03:20 PM - Another day another disaster (steve) 21. 05:32 PM - Flying Today - Steep Turns (cookwithgas) 22. 05:37 PM - drill size for canopy self-tapping screws? (Craig Payne) 23. 06:20 PM - Re: drill size for canopy self-tapping screws? (Jaybannist@cs.com) 24. 08:39 PM - Nose Wheel Question (LHusky@aol.com) 25. 09:26 PM - Re: Rudder Cable farings (MHerder) 26. 09:57 PM - Re: Re: Rudder Cable farings (Paul Riedlinger) 27. 10:11 PM - Re: Re: Rudder Cable farings (George Swinford) 28. 10:21 PM - Not your usual accident report (Craig Payne) 29. 10:32 PM - Re: what if? elevator trim tab runaway (Paul Mulwitz) 30. 10:54 PM - Re: Nose Wheel Question (xl) 31. 10:55 PM - Re: Re: Rudder Cable farings (JohnDRead@aol.com) 32. 11:05 PM - Official Zenith-List FAQ (Frequently Asked Questions) (Matt Dralle) 33. 11:06 PM - Official Zenith-List Usage Guidelines (Matt Dralle) ________________________________ Message 1 _____________________________________ Time: 03:57:27 AM PST US From: Paul Mulwitz Subject: Re: Zenith-List: Re: Aileron integration Hi Tim, I went ahead and riveted my ailerons when I built the wings. For storage and moving around, I attached a few sticks across the ailerons to the wing skin using duct tape. Each stick is around 1 foot long and perhaps 1 inch by 1/4 inch cross section. Actual size of the sticks is random. I store the wings with the nose ribs facing down. They are in little carts made with harbor freight wheels and plywood from the Zenith shipping crates. This doesn't put any load on the ailerons. Paul XL fuselage do not archive At 04:48 PM 2/28/2008, you wrote: >I'm leaving mine off until the wings are installed. I'm afraid that >if I use a sling on the wing with the ailerons in place that I would >damage them. Other than that I don't think it matters if you rivet >now or later. > >Tim ________________________________ Message 2 _____________________________________ Time: 05:53:19 AM PST US From: Bryan Martin Subject: Re: Zenith-List: Re: 2000 hours Anybody can maintain, repair or modify an E-AB; the repairman certificate isn't needed. The AB repairman certificate (or an A&P) is only needed for signing off the annual condition inspection. > > For an E-LSA, however, if you use a certified engine, even if the > prop is not certified or was never certified in combination with the > engine, the E-LSA repairman license would not allow you to perform a > "major repair/alteration" on the "no longer certified" engine since > it was originally "produced under an FAA approval." > > Does that same limitation apply to the repairman certificate on an > amateur built? > -- Bryan Martin N61BM, CH 601 XL, RAM Subaru, Stratus redrive. do not archive. ________________________________ Message 3 _____________________________________ Time: 06:15:20 AM PST US From: "Clyde Barcus" Subject: Zenith-List: O-200 Questions & Concerns Re: Continental O-200 Since my post there have been a few comments and questions on certification or loss of certification along with other concerns. To help eliminate confusion I have decided to put together a list of questions and call EAA Headquarters for clarification. Because I am not an expert on anything related to flying, I decided to join the EAA to get good accurate information so I could lower the risk of making expensive or dangerous mistakes. I plan on getting this done on Monday, after discussing this with someone qualified in this area I will post their answers. If anyone has a question (Related to this discussion) they would like answered, email me and I will add it to the list. Regards: Clyde Barcus 601 XL, Continental Powered Wings, Tail & Engine Complete Working on Fuselage ________________________________ Message 4 _____________________________________ Time: 06:16:42 AM PST US From: "Bill Naumuk" Subject: Zenith-List: Aileron Integration Tim- Since I'm polishing, I left the ailerons clecoed to the wings so I could polish them before making cuts to install the aileron trim. My storage rack is the same basic concept as Paul's or Larry Macs- nose down. My wife's aunt said "Anybody want an old entertainment center?" and it hit me. Take the doors off, put casters on the back corners, cut cradle openings and line them with water pipe insulation and you're done- 3 hours build time shown in my log. Total outlay less than $15 for bed casters and a bag of pipe insulation. This is an old picture- all assemblies I've brought upstairs over the years have shown no ill effects from storage in this manner. If you have curious little kids or big dogs you might want to go with the overhead option. do not archive Bill Naumuk Townville, Pa. HDS Fuse/Corvair ________________________________ Message 5 _____________________________________ Time: 06:57:16 AM PST US Subject: Zenith-List: Re: Aileron integration From: "Tim Juhl" You guys have all found good solutions to the storage issue. In my case, I'm hanging them from the rafters in my hangar (at home) using lengths of rejected seatbelt webbing. I hung them nose up with wood blocks set in the rear spar channel to distribute the forces. Someone on the group described using a shop crane and sling to support the wing while fitting it to the fuselage. Knowing my luck I just figured I'd damage something if I left the control surfaces on while trying something like that. If I was sure I'd have enough help on hand I wouldn't worry about it. I fit the flaps and ailerons beforehand, so all I did was pull the hinge pin on the flaps and de-cleco the ailerons. All the wiring & etc (less control cables) is in the wings and the aileron pushrods are pretty close to desired length. Hopefully it won't be a big deal to do the final installation. Tim Do not archive -------- ______________ CFII Champ L16A flying Zodiac XL - Jabiru 3300A Working on fuselage Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167090#167090 Attachments: http://forums.matronics.com//files/hangingwing_602.jpg ________________________________ Message 6 _____________________________________ Time: 07:05:35 AM PST US Subject: Zenith-List: Re: O-200 Questions & Concerns From: "Tim Juhl" Clyde, I've got an email in to Joe Norris at EAA asking some the questions you refer to, namely: 1.) May a homebuilder personally overhaul a certified engine and then install it in a experimental aircraft? 2.) If a certified engine is installed in an experimental aircraft may the builder perform annual inspections upon it? I've been told recently (by an A&P) that if the engine is certified that only an A&P can work on it. I didn't believe that to be the case and being lazy I just shot off a question to Joe for a quick answer. Joe is the "go to guy" at EAA for such questions. I'm installing a Jabiru so I never gave the question much thought until it came up at our flying club. Joe will be back in the office Monday and I plan to post his reply. Tim Juhl Do not archive -------- ______________ CFII Champ L16A flying Zodiac XL - Jabiru 3300A Working on fuselage Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167093#167093 ________________________________ Message 7 _____________________________________ Time: 07:50:37 AM PST US From: "Randy L. Thwing" Subject: Re: Zenith-List: Re: 2000 hours Do not archive > As to the 0-200A with ECI cylinders, my IA needed a full set of 030 push > rods to meet lashing specs after an overhaul of my 1972 C150L's TCM, even > with a brand new camshaft. Is ECI doing something wrong? I sure would like to know the answer to that. .030" (the longest furnished by Continental) wouldn't bring ours into spec. El Reno Aviation (El Reno, OK) sells aftermarket .070" oversize, overlength pushrods. We had to buy that set for an extra $350.00 plus when there was nothing wrong with our standard length pushrods. Otherwise, we think the ECI clylinders are fine in every other aspect. If they are indeed making them "longer", They need to produce and start including a longer pushrod with each cylinder. Again, I don't know the true story on this, but I do have my personal experience and the comments of others. Thanks for responding, Randy, Las Vegas ________________________________ Message 8 _____________________________________ Time: 07:52:50 AM PST US From: "steve" Subject: Re: Zenith-List: Re: 2000 hours Unless "things" have changed.... And they do sometimes, IF your use, lets say an 0-200 in your homebuilt, all needed is to remove the data plate. Removing the plate puts the engine in the experimental catagory and then the work / inspections can be done by the "homebuilder"... SW ----- Original Message ----- From: "Sabrina" Sent: Saturday, March 01, 2008 12:56 AM Subject: Zenith-List: Re: 2000 hours > > Hey guys... not much homework tonight... missed you all! > > E-LSAs are eligible for a 5 hour test phase as opposed to 25 or 40. Of > course, for the 5 or 25 to apply, the engine/prop combination must be a > previously certified combination, not just a certified engine. > > As to the 0-200A with ECI cylinders, my IA needed a full set of 030 push > rods to meet lashing specs after an overhaul of my 1972 C150L's TCM, even > with a brand new camshaft. Is ECI doing something wrong? > > As to: "You might want to check the regs again. If you hang that nice > rebuilt certified engine on your experimental plane, it is no longer > certified." But that does not take away from the fact that the engine > was previously certified with various prop combinations. > > For an E-LSA, however, if you use a certified engine, even if the prop is > not certified or was never certified in combination with the engine, the > E-LSA repairman license would not allow you to perform a "major > repair/alteration" on the "no longer certified" engine since it was > originally "produced under an FAA approval." > > Does that same limitation apply to the repairman certificate on an amateur > built? > > Someone mentioned that I am in this month's Sport Aviation, I did not get > my copy yet, were they nice to me? I can find the issue on line but not > all articles have clickable links. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=167068#167068 > > > ________________________________ Message 9 _____________________________________ Time: 08:23:17 AM PST US From: george may Subject: RE: Zenith-List: O-200 Questions & Concerns Clyde-- It will be interesting to see what you find. My understanding is that if you have a certified engine & prop the 25 hours apply. However, once you hang the certified engine on an experimental plane(regardless of who mainta ins it) it is no longer certified and can never be certified again. good luck George May 601XL 912s do not archive From: barcusc@comcast.netTo: zenith-list@matronics.comSubject: Zenith-List: O-200 Questions & ConcernsDate: Sat, 1 Mar 2008 08:03:36 -0600 Re: Continental O-200 Since my post there have been a few comments and questions on certificatio n or loss of certification along with other concerns. To help eliminate con fusion I have decided to put together a list of questions and call EAA Head quarters for clarification. Because I am not an expert on anything related to flying, I decided to join the EAA to get good accurate information so I could lower the risk of making expensive or dangerous mistakes. I plan on g etting this done on Monday, after discussing this with someone qualified i n this area I will post their answers. If anyone has a question (Related to this discussion) they would like answered, email me and I will add it to t he list. 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APIxTc8Y/wC+e1AEyDGf/wBVNyVbgfL+VACN+7z/AJx/nNNCbcDFADtij7q/0pNh/u0AIi7MU/b1 +X7v4UAKV/yKdjHzdP060ARA/wB3/gPtS4Pqf8/jQAMuz2quExxQArrg4x8v5VXMa9P/AK1AFWSH FVnt/WgCIRbfbb+FRNFxwuMdKADyfm/z/j6VA9rj+EKtAGXcWyovA/pVA2yMBlfy4oAzbrSopVbb Hho/wrlLnRmJZF/d7aAOfvLFrY7T82f4qgt4W5Vl/HpQBcW22t93y89Khmtyp/3PwoAmUHO1kxt/ CleIN/s0AVXtdnVeaqOu3/OKAKQPIak2n7g+U+vSgCQDa3z8KakB29qAI9zcf3aXCDB5+WgBpb+4 239KarnG08mgBgOPujJWmMAH6Ov+xQA8t8n93P4VIpOfb+7QA3AXjy6Tj/nnQB//2Q= ________________________________ Message 10 ____________________________________ Time: 08:46:09 AM PST US From: David Downey Subject: Re: Zenith-List: Re: 2000 hours doesn't that 25 hours need to be a certified engine/prop combination? I thought as soon as you put a different prop on it you were back to 40 hours - at least in the olden days... Clyde Barcus wrote: .hmmessage P { PADDING-RIGHT: 0px; PADDING-LEFT: 0px; PADDING-BOTTOM: 0px; MARGIN: 0px; PADDING-TOP: 0px } BODY.hmmessage { FONT-SIZE: 10pt; FONT-FAMILY: Tahoma } Hi George, I did check, the engine stands alone when it comes to certification. However, to keep the certification I would not be able to do anything but certain types of maintenance myself, it would require a certified mechanic. One other point, it is possible to get 25 hours instead of the 40 hour restriction. Clyde Barcus 601 XL, Continental Powered ----- Original Message ----- From: george may To: zenith-list@matronics.com Sent: Friday, February 29, 2008 6:48 PM Subject: RE: Zenith-List: Re: 2000 hours clyde-- You might want to check the regs again. If you hang that nice rebuilt certified engine on your experimental plane, it is no longer certified. George May 601XL 912s > From: barcusc@comcast.net > To: zenith-list@matronics.com > Subject: Re: Zenith-List: Re: 2000 hours > Date: Fri, 29 Feb 2008 09:00:15 -0600 > > > I bought a run out O-200 (With logbooks) from Wentworth for $2,800 with a > replacement guarantee for any major component that cannot be returned to > service. I was also given the name of a reputable company that rebuilds > cylinders, the cost for best case was $325.00 each and the worst case of > $600.00 each. The bottom end of the O-200 has a very good reputation for > strength and reliability, check out a photo of the split case on the > internet and you will see it has a very large front bearing. Parts, repair > manuals, and videos showing how to rebuild the O-200 are readily available. > I was told by Aircraft mechanics it is a very simple engine to rebuild > compared to the auto engines I have rebuilt. I was going to rebuild it > myself but I met a mechanic at the EAA Chapter I belong to and he agreed to > work with me for a reasonable price, of course I will be doing the grunt > work and the engine will remain certified. > If one prefers new, the bottom end kit from Continental is $932.18, the > total for 4 new cylinders in the new style comes to $4068.62 with no > exchange. > Originally I was going with Corvair but my family made it clear they would > not fly with me unless I put a Continental or Lycoming in it, that is the > reason for my change of heart. > > I hope that helps: > > Clyde Barcus > 601 XL, Continental Powered > > ----- Original Message ----- > From: "MHerder" > To: > Sent: Thursday, February 28, 2008 9:27 PM > Subject: Zenith-List: Re: 2000 hours > > > > > > Alright, be patient with me as I am fairly new to all of this but.... Am > > I crazy for considering an 0-200 overhaul myself (and hopefully with the > > guidance of an A & P). I'm considering a corvair conversion as well, and > > I really love the Jab. I understand that I can get a midtime Continental > > for about 8,000 and rebuild a Corvair for slightly less. The Jab > > unfortunately will knock your socks of at 18000 these days. Aside from > > the $ I would like to gain the experience and knowledge from rebuilding > > my own engine. I am literally shocked that I can find a thousand times > > more information on how to convert your corvair to an aircraft engine than > > simply how to perform your own overhaul on an o-200. Any sources for > > information? > > > > Here is my logic: > > > > I am contemplating my own Corvair rebuild. I believe a Corvair conversion > > to be slightly less reliable than a Continental or Lycosaur. Corvair > > builders please dont consider this and insult as I will openly acknowledge > > that I am a newbie. My beliefs are just that... The beliefs of a newbie. > > > > If I am contemplating my own auto conversion, then why shouldn't I > > consider an o-200 overhaul myself? > > > > Something in my head just keeps telling me that an o-200 is 1940's > > technology, using some common sense, having patience and the right tools > > with some guidance and an overhaul manual that an overhaul should be > > accomplishable by anybody that would also be a candidate for a corvair > > rebuild. > > > > In any case even if I purchase a mid time Cont I sure would like someone > > with more experience than I to perform inspections on the darn thing. > > > > -------- > > One Rivet at a Time! > > > > > > > > > > Read this topic online here: > > > > http://forums.matronics.com/viewtopic.php?p=166860#166860 > > > > > > > > > > > > > > > > > > > > > > &g================= > > > --------------------------------- Need to know the score, the latest news, or you need your Hotmail-get your "fix". Check it out. href="http://www.matronics.com/Navigator?Zenith-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com href="http://www.matronics.com/contribution">http://www.matronics.com/c Dave Downey Harleysville (SE) PA 100 HP Corvair --------------------------------- Be a better friend, newshound, and know-it-all with Yahoo! Mobile. Try it now. ________________________________ Message 11 ____________________________________ Time: 09:14:46 AM PST US From: "THOMAS SMALL" Subject: Zenith-List: elevator trim tab runaway unlikely do not archive I've been on this list since late 1998, flying since 2002. Never in that time has anyone written to comment on the actual experience of a runaway MAC/Ray Allen trim. Fuse it as per good aviation wiring procedures, or put it on a circuit breaker if it makes you feel more secure. The truth, as someone pointed out wisely a week ago, is that if a trim would ever "run away," you won't have time to pull the breaker before it goes to limits. Pulling the breaker will not restore it to normal - so why the extra expense of a breaker? Just make it a habit to spend some time every few flight hours to practice running the trims (aileron, elevator) to limits and learning and reinforcing necessary compensation procedures. You practice slow flight, stalls, and simulated engine out every few hours, just make this part of the "practice checklist" you do at least monthly. This list loves the "Do that and you're gonna DIE!" type topics so if anyone has actually experienced a MAC/Ray Allen trim runaway personally - none of that 'I heard' stuff - please post it here. As with many things in life flying has its risks - manage those risks as you see fit. K.I.S.S. ...now, on with spring! jeff I second Dave Gallagher's advice regarding a CB for the trim. The RAC instructions advise a 2amp fuse or breaker so buy a breaker that can be shut off if the problem arises. That's what I did as well. ________________________________ Message 12 ____________________________________ Time: 09:18:57 AM PST US From: "Clyde Barcus" Subject: Re: Zenith-List: O-200 Questions & Concerns George, I feel sure you are right about the engine and prop. I will ask that question specifically. Regards Clyde Barcus 601 XL, Continental Powered Wings, Tail & Engine Complete Working on Fuselage ----- Original Message ----- From: george may To: zenith-list@matronics.com Sent: Saturday, March 01, 2008 10:05 AM Subject: RE: Zenith-List: O-200 Questions & Concerns Clyde-- It will be interesting to see what you find. My understanding is that if you have a certified engine & prop the 25 hours apply. However, once you hang the certified engine on an experimental plane(regardless of who maintains it) it is no longer certified and can never be certified again. good luck George May 601XL 912s do not archive ------------------------------------------------------------------------- --- From: barcusc@comcast.net To: zenith-list@matronics.com Subject: Zenith-List: O-200 Questions & Concerns Date: Sat, 1 Mar 2008 08:03:36 -0600 Re: Continental O-200 Since my post there have been a few comments and questions on certification or loss of certification along with other concerns. To help eliminate confusion I have decided to put together a list of questions and call EAA Headquarters for clarification. Because I am not an expert on anything related to flying, I decided to join the EAA to get good accurate information so I could lower the risk of making expensive or dangerous mistakes. I plan on getting this done on Monday, after discussing this with someone qualified in this area I will post their answers. If anyone has a question (Related to this discussion) they would like answered, email me and I will add it to the list. Regards: Clyde Barcus 601 XL, Continental Powered Wings, Tail & Engine Complete Working on Fuselage ------------------------------------------------------------------------- ----- Helping your favorite cause is as easy as instant messaging. You IM, we gijoin' target='_new'>Learn more. ________________________________ Message 13 ____________________________________ Time: 10:03:09 AM PST US Subject: Zenith-List: Re: 601 XL Empty Weight From: "KC7HFA" The weight of my 601xl, Jabiru 3300 with paint and upholstery, ready to fly less fuel came in at 744 lbs. This includes the Dynon D180 and a Dynon D100 for instruments, and a Garmin transponder and Icom A200 radio. I hope this helps! -------- Ron Asbill N601ZX - CH-601 XL Jabiru 3300 Completed and Flying!~ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167117#167117 ________________________________ Message 14 ____________________________________ Time: 10:48:13 AM PST US From: LHusky@aol.com Subject: Re: Zenith-List: O-200 Questions & Concerns There is a QBK that was built in California and he hung an O-200. He only had to fly 5 hrs. It may only depend on who inspects it. **************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 15 ____________________________________ Time: 11:45:55 AM PST US Subject: Zenith-List: Re: 601 XL Empty Weight From: "dalemed" Yes! Great information. -------- Dale Flying Cessna 170B Building Zenith 601XL Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167128#167128 ________________________________ Message 16 ____________________________________ Time: 01:53:36 PM PST US From: "wscribb" Subject: RE: Zenith-List: Second thoughts Bill, You might try West Marine, they have spade disconnects. You could then cover this with heat shrink tubing. Here is a tiny url http://tiny.cc/GuWX0 Hope this helps. Bill Cribb _____ From: owner-zenith-list-server@matronics.com [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Bill Naumuk Sent: Friday, February 29, 2008 3:57 PM Subject: Zenith-List: Second thoughts All- There has to be a source for these plugs. The wing position lights that I bought used from Wentworth's that came off a '50s Bonanza has them. You can tell everything's original. Good enough for Beech, good enough for me. Bill ----- Original Message ----- From: Bill Naumuk Sent: Wednesday, February 27, 2008 8:27 PM Subject: Where? All- Where can I get aviation quality connectors such as those in the picture? These came from the local hardware store and I want to make sure I'm using the best. No listing on ACS. Must have them to enable me to easily service my belly strobe. Not my best photography! Thanks. Bill Naumuk Townville, Pa. HDS Fuse/Corvair ________________________________ Message 17 ____________________________________ Time: 02:31:23 PM PST US From: Jaybannist@cs.com Subject: Zenith-List: Mishap As many of you know, I recently had a injury to my right hand that has temporarily stopped progress on "Lil Bruiser". This forum is hardly an appropriate place to discuss medical problems, but since I am so near completion, with the passage of time and no first flight, some might wonder if I had become a slacker, or just gave up. I wanted to assure you that is not the case. Since I started this airplane, I have been "off line" for two cataract surgeries, a detached retina, diverticulitis, a prostate biopsy, and who knows how many cuts and bruises. Those and the current "inconvenience" are just that, and certainly not "show stoppers". Sure, it will probably delay that first flight a month or so, but happen it will! And you can bet the rent money on it. Thanks for your concern, Jay in Dallas 601XL N2630J "Lil Bruiser" Do not archive ________________________________ Message 18 ____________________________________ Time: 02:51:59 PM PST US Subject: Zenith-List: Re: O-200 Questions & Concerns From: "Gig Giacona" I think you'll find that was under the E-LSA rules which we can no longer take advantage of. LHusky(at)aol.com wrote: > There is a QBK that was built in California and he hung an O-200. He only had to fly 5 hrs. It may only depend on who inspects it. -------- 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=167146#167146 ________________________________ Message 19 ____________________________________ Time: 02:56:05 PM PST US Subject: Zenith-List: Re: Mishap From: "Tim Juhl" Jay, You are an inspiration for us all. To paraphrase the NRA, my motto is "I'll stop flying when they pry my cold dead hand from the stick." Cheers! Tim Do not archive -------- ______________ CFII Champ L16A flying Zodiac XL - Jabiru 3300A Working on fuselage Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167147#167147 ________________________________ Message 20 ____________________________________ Time: 03:20:26 PM PST US From: "steve" Subject: Zenith-List: Another day another disaster So, here I am in the Arizona sun with temperature in the low 80s. I painted my fuselage today and need advise. Advise from experienced painters... The fuselage was primed with a two part epoxy primer (green). Its cured for months and has been scuffed for that extra "bite". In some spots I used Tempo primer from a can. Aircraft Spruce sells the stuff for priming under epoxy paints so I "think" is a good product. Well I see bleeding in some areas and wonder if its the "zinc" type primer? Anyway, what do I need to do ? I assume I let it all cure for a few days and lightly sand and apply one last light coat..???... Any thoughts ?? Thanks Steve ________________________________ Message 21 ____________________________________ Time: 05:32:28 PM PST US Subject: Zenith-List: Flying Today - Steep Turns From: "cookwithgas" Fellow Zen-Builders: Today I went for a flight in my airplane with my instructor and took a photo off the left wing while doing some steep turns at 4,500 feet. Wow that was fun! I spent a few hours up there having a great time. Here's a picture: http://www.cooknwithgas.com/Flying/3_1_2008_Turning.JPG Scott Laughlin www.cooknwithgas.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167166#167166 ________________________________ Message 22 ____________________________________ Time: 05:37:20 PM PST US From: "Craig Payne" Subject: Zenith-List: drill size for canopy self-tapping screws? I'm experimenting with various ways to fasten the canopy to the hoops. The factory approach uses NAS548p6-10 self-tapping screws. But they don't say (plans or photo guide) what size hole to drill in the tubes after the #40 pilot hole through the canopy and the tube. The best information I've been able to find (for a similar screw on McMasters Carr) says a #32 hole. Anyone have any advice? -- Craig ________________________________ Message 23 ____________________________________ Time: 06:20:46 PM PST US From: Jaybannist@cs.com Subject: RE: Zenith-List: drill size for canopy self-tapping screws? Craig, I drilled w/ #30 for A4 clecos. The screws went in just fine. Jay in Dallas 601XL N2630J "Lil Bruiser" "Craig Payne" wrote: > >I'm experimenting with various ways to fasten the canopy to the hoops. The >factory approach uses NAS548p6-10 self-tapping screws. But they don't say >(plans or photo guide) what size hole to drill in the tubes after the #40 >pilot hole through the canopy and the tube. The best information I've been >able to find (for a similar screw on McMasters Carr) says a #32 hole. Anyone >have any advice? > >-- Craig > > ________________________________ Message 24 ____________________________________ Time: 08:39:54 PM PST US From: LHusky@aol.com Subject: Zenith-List: Nose Wheel Question I want to order a nose wheel for my project. I found the same part number that Zenith has, for a lot less at ACS. Now, they have 2 different size bearings. Can anyone tell me the bearing size that comes with the kit, since I will probably order the axle from them. Larry Husky N667H (Reserved) **************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 25 ____________________________________ Time: 09:26:13 PM PST US Subject: Zenith-List: Re: Rudder Cable farings From: "MHerder" I would like to take a moment to express my frustration with this step... I have now spent 3 or more hours fiddling with this damn step. It looks so simple in the manual... I HATE cutting this material. The nylon fairlead material is not as similar to plexiglass as one would think. It splinters, cracks and is generally a miserable material to work with. I guess the same properties of this material that make it a pain in the a$$ also make it durable enough to use as a material that will constantly be being rubbed by a piece of steel cable. OK. I'm done venting. But seriously guys how are you cutting this stuff? I have tried the following tablesaw (kickback safety issues not recommended), router (same), dremmel with cutoff wheel and now I am using a larger pneumatic cutoff wheel which more or less melts and slings pieces of melted plastic all over me and it stinks like hell. There must be a better way. As far as positioning goes I am only drilling two of the holes at this point so that if I need to tweak the location a little I can I'll drill the rest when I actually install rudder and start adjusting controls. I don't think you can truly know if everything is just right until you try to run the cables. If you rivet everything all together and then realize that you should have filed a little more of the fairlead material away then there you are drilling out rivets. I don't know about the rest of you, but I'm tired of drilling out rivets. -------- One Rivet at a Time! Read this topic online here: http://forums.matronics.com/viewtopic.php?p=167200#167200 ________________________________ Message 26 ____________________________________ Time: 09:57:22 PM PST US From: "Paul Riedlinger" Subject: Re: Zenith-List: Re: Rudder Cable farings Cut mine on a bandsaw no problem. You have a bit of flashing to deal with, but it comes off very easily with an exacto knife. Drilling created some flash that needs to be cleaned up with an exacto as well. My method was to: 1) Locate, cut and drill the rudder cable exit fairings first. 2) Clamp the N66 material to the fairing and drill matching holes 3) Rough cut the clecoed assembly (fairing and N66) from the N66 sheet with a bandsaw 4) With everything still clecoed together, use a belt sander, using brief contact and then allowing for a quick cool down and then back at it, to bring the N66 to the same dimension as the fairing. It took me about 5 minutes per fairing to get the N66 cut and sanded to size 5) trim any flashing of the material with a sharp exacto knife. FYI, on the plans it tells you to cut an angled slot in the fairlead material, but I peaked at at fellow builder's quick build fuse and the factory just cuts a slot to match the one machined into the prepunched fuse side. I did the same with a milling machine cutter in a machining vise on a drill press. Detail can be seen on my blog at www.mykitlog.com/paulried/ Hope that helps On Sun, Mar 2, 2008 at 12:22 AM, MHerder wrote: > > I would like to take a moment to express my frustration with this step... > I have now spent 3 or more hours fiddling with this damn step. It looks so > simple in the manual... > > I HATE cutting this material. The nylon fairlead material is not as > similar to plexiglass as one would think. It splinters, cracks and is > generally a miserable material to work with. > > I guess the same properties of this material that make it a pain in the > a$$ also make it durable enough to use as a material that will constantly be > being rubbed by a piece of steel cable. > > OK. I'm done venting. > > But seriously guys how are you cutting this stuff? I have tried the > following tablesaw (kickback safety issues not recommended), router (same), > dremmel with cutoff wheel and now I am using a larger pneumatic cutoff wheel > which more or less melts and slings pieces of melted plastic all over me and > it stinks like hell. There must be a better way. > > As far as positioning goes I am only drilling two of the holes at this > point so that if I need to tweak the location a little I can I'll drill the > rest when I actually install rudder and start adjusting controls. I don't > think you can truly know if everything is just right until you try to run > the cables. If you rivet everything all together and then realize that you > should have filed a little more of the fairlead material away then there you > are drilling out rivets. I don't know about the rest of you, but I'm tired > of drilling out rivets. > > -------- > One Rivet at a Time! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=167200#167200 > > -- Paul Riedlinger cndmovn@gmail.com ________________________________ Message 27 ____________________________________ Time: 10:11:36 PM PST US From: "George Swinford" Subject: Re: Zenith-List: Re: Rudder Cable farings I cut mine with a bandsaw. George Swinford ----- Original Message ----- From: "MHerder" Sent: Saturday, March 01, 2008 9:22 PM Subject: Zenith-List: Re: Rudder Cable farings > > I would like to take a moment to express my frustration with this step... I have now spent 3 or more hours fiddling with this damn step. It looks so simple in the manual... > > I HATE cutting this material. The nylon fairlead material is not as similar to plexiglass as one would think. It splinters, cracks and is generally a miserable material to work with. > > I guess the same properties of this material that make it a pain in the a$$ also make it durable enough to use as a material that will constantly be being rubbed by a piece of steel cable. > > OK. I'm done venting. > > But seriously guys how are you cutting this stuff? I have tried the following tablesaw (kickback safety issues not recommended), router (same), dremmel with cutoff wheel and now I am using a larger pneumatic cutoff wheel which more or less melts and slings pieces of melted plastic all over me and it stinks like hell. There must be a better way. > > As far as positioning goes I am only drilling two of the holes at this point so that if I need to tweak the location a little I can I'll drill the rest when I actually install rudder and start adjusting controls. I don't think you can truly know if everything is just right until you try to run the cables. If you rivet everything all together and then realize that you should have filed a little more of the fairlead material away then there you are drilling out rivets. I don't know about the rest of you, but I'm tired of drilling out rivets. > > -------- > One Rivet at a Time! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=167200#167200 > > > -- 6:32 PM > > ________________________________ Message 28 ____________________________________ Time: 10:21:31 PM PST US From: "Craig Payne" Subject: Zenith-List: Not your usual accident report But fascinating reading. I would love to hear Brandon Tucker's feedback since he flies one of these things: http://www.ntsb.gov/ntsb/brief.asp?ev_id 060509X00531&key=1 NTSB Identification: CHI06MA121. The docket is stored in the Docket Management System (DMS). Please contact Records Management Division 14 CFR Public Use Accident occurred Tuesday, April 25, 2006 in Nogales, AZ Probable Cause Approval Date: 10/31/2007 Aircraft: General Atomics Predator B, registration: None Injuries: 1 Uninjured. The unmanned aircraft (UA), a Predator B, collided with the terrain following a loss of engine power while patrolling the southern U.S. border on a Customs and Border Protection (CPB) mission. The UA's takeoff was delayed due to the inability to establish a communication link between the UA and Pilot Payload Operator (PPO)-1 console during initial power-up. After troubleshooting the problem, an avionics technician switched the main processor cards between PPO-1 and PPO-2. Personnel who were maintaining the unmanned aircraft system (UAS) stated there were very few spare parts purchased with the UAS, which is why they switched the main processor cards instead of replacing the card in PPO-1. The link was subsequently established, and the flight was initiated. The flight was being flown from a ground control station (GCS), which contained two nearly identical control consoles: PPO-1 and PPO-2. Normally, a certified pilot controls the UA from PPO-1, and the camera payload operator (typically a U.S. Border Patrol agent) controls the camera, which is mounted on the UA, from PPO-2. Although the aircraft control levers (flaps, condition lever, throttle, and speed lever) on PPO-1 and PPO-2 appear identical, they may have different functions depending on which console controls the UA. When PPO-1 controls the UA, movement the condition lever to the forward position opens the fuel valve to the engine; movement to the middle position closes the fuel valve to the engine, which shuts down the engine; and movement to the aft position causes the propeller to feather. When the UA is controlled by PPO-1, the condition lever at the PPO-2 console controls the camera's iris setting. Moving the lever forward increases the iris opening, moving the lever to the middle position locks the camera's iris setting, and moving the lever aft decreases the opening. Typically, the lever is set in the middle position. Console lockup checklist procedures indicate that, before switching operational control between the two consoles, the pilot must match the control positions on PPO?2 to those on PPO-1 by moving the PPO-2 condition lever from the middle position to the forward position, which keeps the engine operating. The pilot stated in a postaccident interview that, during the flight, PPO-1 locked up, so he switched control of the UA to PPO-2. In doing so, he did not use the checklist and failed to match the position of the controls on PPO-2 to how they were set on PPO-1. This resulted in the condition lever being in the fuel cutoff position when the switch to PPO-2 was made, and the fuel supply to the engine was shut off. With no engine power, the UA began to descend. The pilot realized that the UA was not maintaining altitude but did not immediately identify that the condition lever was in the fuel cutoff position. The pilot and avionics technician decided to shut down the entire system and send the UA into its lost-link profile, which is a predetermined autonomous flightpath, until they could figure out what the problem was. After the system was shut down, the UA descended below line of sight (LOS), and communications could not be reestablished. The UA began to fly its lost-link profile as it descended to impact with the terrain. When the UA lost engine power, it began to operate on battery power. On battery power, the UA began to shed electrical equipment to conserve electrical power. In doing so, electrical power to the transponder was shut down. This resulted in air traffic control not being able to detect a Mode C transponder return for the UA as it descended below the bottom of the temporary flight restricted airspace. The primary radar return was also lost when the UA descended below the LOS in the mountainous area. The investigation revealed a series of computer lockups had occurred since the CBP UAS began operating. Nine lockups occurred in a 3-month period before the accident, including 2 on the day of the accident before takeoff and another on April 19, 2006, 6 days before the accident. Troubleshooting before and after the accident did not determine the cause of the lockups. Neither the CBP nor its contractors had a documented maintenance program that ensured that maintenance tasks were performed correctly and that comprehensive root-cause analyses and corrective action procedures were required when failures, such as console lockups, occurred repeatedly. Review of the CBP's training records showed that the accident pilot had recently transitioned from flying the Predator A to flying the Predator B and had only 27 hours of Predator B flight time. According to the CBP, the pilot was given verbal approval to fly its Predator B with the caveat that the pilot's instructor would be present in the GCS when the pilot was flying. This verbal approval was not standard practice for the CBP. The instructor pilot was in another building on the airport and did not enter the GCS until after it was shut down and the UA entered the lost-link procedure. The investigation also revealed that the CBP was providing a minimal amount of operational oversight for the UAS program at the time of the accident. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to use checklist procedures when switching operational control from PPO-1 to PPO-2, which resulted in the fuel valve inadvertently being shut off and the subsequent total loss of engine power, and lack of a flight instructor in the GCS, as required by the CBP's approval to allow the pilot to fly the Predator B. Factors associated with the accident were repeated and unresolved console lockups, inadequate maintenance procedures performed by the manufacturer, and the operator's inadequate surveillance of the UAS program. -- Craig Do not archive ________________________________ Message 29 ____________________________________ Time: 10:32:02 PM PST US From: Paul Mulwitz Subject: Re: Zenith-List: what if? elevator trim tab runaway I don't see how a circuit breaker or fuse would help at all if you have run-away trim. By the time you turn off the power to the trim servo, the trim will already be crashed into one end of the travel or the other. Turning off the power just guarantees it will stay there. Fortunately, I have heard reports that it doesn't take super-human strength to overcome full limit trim. Paul XL fuselage At 10:59 AM 2/29/2008, you wrote: >I second Dave Gallagher's advice regarding a CB for the trim. The >RAC instructions advise a 2amp fuse or breaker so buy a breaker that >can be shut off if the problem arises. That's what I did as well. > >Dred > ________________________________ Message 30 ____________________________________ Time: 10:54:16 PM PST US From: xl Subject: Re: Zenith-List: Nose Wheel Question The 601XL has a 5/8" front wheel axle. I replaced the axle when I replaced the bearings. I bought 5/8" stock + hacksawed a piece to fit and used a die to tap the threads. Regarding the bearings: Search the archives using 'tapered'. some results: front wheel bearing failure - CH601XL, stock Matco wheel tapered roller bearings for my CH601XL front wheel I got my replacement bearings at: US Bearings & Drives Seattle, WA 206-762-3800 2 - Timken 03062 Tapered Roller Bearing Cones, $16.52 each 2 - Timken 03162 Tapered Roller Bearing Cup, $8.52 each from: http://www.baumhydraulics.com/files/catalog/sec-r.pdf Cone Cone Cup or Bore Bore Cone Our "A" or Cup Length Timken Sequence Per Cup O.D. O.D. Inches Number Type Number Each "B" MM "D" or "E" 362 Cup 442752 19.27 3.543 90 .625 They had a parts book that enabled us to select a cup that would fit the wheel and a cone that fit the 5/8" axle. Verify that your inner and outer diameters match these parts. Matco told me that they use tapered bearings with a 3/4 inch axle, and the same wheel for some applications. So the wheel was set up for tapered bearings. It needs a ridge on the inner side of the bearing cup to hold it in place. Joe E @ BFI N633Z, CH601XL, 505 hours P.S. I used a hacksaw to cut my fairleads. On Sat, 1 Mar 2008, LHusky@aol.com wrote: > I want to order a nose wheel for my project. I found the same part number > that Zenith has, for a lot less at ACS. Now, they have 2 different size > bearings. Can anyone tell me the bearing size that comes with the kit, since I > will probably order the axle from them. > Larry Husky > N667H (Reserved) > do not archive ________________________________ Message 31 ____________________________________ Time: 10:55:40 PM PST US From: JohnDRead@aol.com Subject: Re: Zenith-List: Re: Rudder Cable farings Hi Paul: Nylon 66 is a good material for fairleads because of its wear characteristics, as you have found it is a pain to machine though. Rough shaping can be done on a bandsaw but for final accurate shaping the best way is to use a milling machine and high speed steel end mills. A light spray of water is all that is needed to keep the workpiece and the cutter cool. do not archive. John Read Phone: 303-648-3261 Fax: 303-648-3262 Cell: 719-494-4567 In a message dated 3/1/2008 10:58:24 P.M. Mountain Standard Time, cndmovn@gmail.com writes: Cut mine on a bandsaw no problem. You have a bit of flashing to deal with, but it comes off very easily with an exacto knife. Drilling created some flash that needs to be cleaned up with an exacto as well. My method was to: 1) Locate, cut and drill the rudder cable exit fairings first. 2) Clamp the N66 material to the fairing and drill matching holes 3) Rough cut the clecoed assembly (fairing and N66) from the N66 sheet with a bandsaw 4) With everything still clecoed together, use a belt sander, using brief contact and then allowing for a quick cool down and then back at it, to bring the N66 to the same dimension as the fairing. It took me about 5 minutes per fairing to get the N66 cut and sanded to size 5) trim any flashing of the material with a sharp exacto knife. FYI, on the plans it tells you to cut an angled slot in the fairlead material, but I peaked at at fellow builder's quick build fuse and the factory just cuts a slot to match the one machined into the prepunched fuse side. I did the same with a milling machine cutter in a machining vise on a drill press. Detail can be seen on my blog at _www.mykitlog.com/paulried/_ (http://www.mykitlog.com/paulried/) Hope that helps On Sun, Mar 2, 2008 at 12:22 AM, MHerder <_michaelherder@beckgroup.com_ (mailto:michaelherder@beckgroup.com) > wrote: --> Zenith-List message posted by: "MHerder" <_michaelherder@beckgroup.com_ (mailto:michaelherder@beckgroup.com) > I would like to take a moment to express my frustration with this step... I have now spent 3 or more hours fiddling with this damn step. It looks so simple in the manual... I HATE cutting this material. The nylon fairlead material is not as similar to plexiglass as one would think. It splinters, cracks and is generally a miserable material to work with. I guess the same properties of this material that make it a pain in the a$$ also make it durable enough to use as a material that will constantly be being rubbed by a piece of steel cable. OK. I'm done venting. But seriously guys how are you cutting this stuff? I have tried the following tablesaw (kickback safety issues not recommended), router (same), dremmel with cutoff wheel and now I am using a larger pneumatic cutoff wheel which more or less melts and slings pieces of melted plastic all over me and it stinks like hell. There must be a better way. As far as positioning goes I am only drilling two of the holes at this point so that if I need to tweak the location a little I can I'll drill the rest when I actually install rudder and start adjusting controls. I don't think you can truly know if everything is just right until you try to run the cables. If you rivet everything all together and then realize that you should have filed a little more of the fairlead material away then there you are drilling out rivets. I don't know about the rest of you, but I'm tired of drilling out rivets. -------- One Rivet at a Time! Read this topic online here: _http://forums.matronics.com/viewtopic.php?p=167200#167200_ (http://forums.matronics.com/viewtopic.php?p=167200#167200) -- Paul Riedlinger _cndmovn@gmail.com_ (mailto:cndmovn@gmail.com) (http://www.matronics.com/Navigator?Zenith-List) (http://www.matronics.com/contribution) **************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 32 ____________________________________ Time: 11:05:44 PM PST US From: Matt Dralle Subject: Zenith-List: Official Zenith-List FAQ (Frequently Asked Questions) Dear Listers, Please read over the Zenith-List Frequently Asked Questions (FAQ) below. The complete Zenith-List FAQ including the Usage Guidelines can be found at the following URL: http://www.matronics.com/FAQs/Zenith-List.FAQ.html Thank you, Matt Dralle Matronics Email List Administrator [ Note: This FAQ was designed to be displayed with a fixed width font such as Courier. 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To share your Files and Photos, simply email them to: pictures@matronics.com !! ==> Please including the following information with each submission: 1) Email Lists that they are related to. 2) Your Full Name. 3) Your Email Address. 4) One line Subject description. 5) Multi-line, multi-paragraph description of topic. 6-x) One-line Description of each photo or file Prior to public availability of the files and photos, each will be scanned for viruses. Please also note that the process of making the files and photos available on the web site is a pseudo-manual process, and I try to process them every few days. Following the availability of the new Photoshare, an email message will be sent to the Email Lists enumerated in 1) above indicating that the new Share is available and what the direct URL to it is. For a current list of available Photoshares, have a look at the Main Index Page: http://www.matronics.com/photoshare ************************** *** List Archive CDROM *** ************************** A complete Matronics Email List Archive CD is available that contains all of the archives since the beginning of each of the Lists. The archives for all of the Lists are included on the CD along with a freeware search engine written by a list member. The CD is burned the day you order it and will contain archive received up to the last minute. They make great gifts! http://www.matronics.com/ArchiveCDROM ********************************** *** List Support Contributions *** ********************************** The Matronics Lists are run *completely* through the support of it members. You won't find any PopUpAds, flashing Banner ads, or any other form of annoying commercialism on either the Email Messages or the List web pages associated with the Matronics Email Lists. Every year during November I run a low-key, low-pressure "Fund Raiser" where, throughout the month, I ask List members to make a Contribution in any amount with which they are comfortable. I will often offer free gifts with certain contribution levels during the Fund Raiser to increase the participation. The gifts are usually donated by companies that are themselves List members. Your Contributions go directly to supporting the operation of the Lists including the high-speed, business-class Internet connection, server system hardware and software upgrades, and to partially offset the many many hours I spend running, maintaining, upgrading, and developing the variety of services found here. Generally Contributions range from $20 to $100 and are completely voluntary and non-compulsory. I ask only that if person enjoys the Lists and obtains value from them, that they make a Contribution of equal magnitude. Contributions are accepted throughout the year, and if you've just subscribed, feel free to make a Contribution when you've settled in. The website for making SSL Secure Contributions is listed below. There are a variety of payment methods including Visa and MasterCard, PayPal, and sending a personal check. If you enjoy and value the List, won't you make a Contribution today to support its continued operation? http://www.matronics.com/contributions Thank you! Matt Dralle Email List Administrator ****************************************************************************** Zenith-List Usage Guidelines ****************************************************************************** The following details the official Usage Guidelines for the Zenith-List. You are encouraged to read it carefully, and to abide by the rules therein. Failure to use the Zenith-List in the manner described below may result in the removal of the subscribers from the List. Zenith-List Policy Statement The purpose of the Zenith-List is to provide a forum of discussion for things related to this particular discussion group. The List's goals are to serve as an information resource to its members; to deliver high-quality content; to provide moral support; to foster camaraderie among its members; and to support safe operation. Reaching these goals requires the participation and cooperation of each and every member of the List. To this end, the following guidelines have been established: - Please keep all posts related to the List at some level. Do not submit posts concerning computer viruses, urban legends, random humor, long lost buddies' phone numbers, etc. etc. - THINK carefully before you write. Ask yourself if your post will be relevant to everyone. If you have to wonder about that, DON'T send it. - Remember that your post will be included for posterity in an archive that is growing in size at an extraordinary rate. Try to be concise and terse in your posts. Avoid overly wordy and lengthy posts and responses. - Keep your signature brief. Please include your name, email address, aircraft type/tail number, and geographic location. A short line about where you are in the building process is also nice. Avoid bulky signatures with character graphics; they consume unnecessary space in the archive. - DON'T post requests to the List for information when that info is easily obtainable from other widely available sources. Consult the web page or FAQ first. - If you want to respond to a post, DO keep the "Subject:" line of your response the same as that of the original post. This makes it easy to find threads in the archive. - When responding, NEVER quote the *entire* original post in your response. DO use lines from the original post to help "tune in" the reader to the topic at hand, but be selective. The impact that quoting the entire original post has on the size of the archive can not be overstated! - When the poster asks you to respond to him/her personally, DO NOT then go ahead and reply to the List. Be aware that clicking the "reply" button on your mail package does not necessarily send your response to the original poster. You might have to actively address your response with the original poster's email address. - DO NOT use the List to respond to a post unless you have something to add that is relevant and has a broad appeal. "Way to go!", "I agree", and "Congratulations" are all responses that are better sent to the original poster directly, rather than to the List at large. - When responding to others' posts, avoid the feeling that you need to comment on every last point in their posts, unless you can truly contribute something valuable. - Feel free to disagree with other viewpoints, BUT keep your tone polite and respectful. Don't make snide comments, personally attack other listers, or take the moral high ground on an obviously controversial issue. This will only cause a pointless debate that will hurt feelings, waste bandwidth and resolve nothing. - Occassional posts by vendors or individuals who are regularyly subscribed to a given List are considered acceptable. Posts by List members promoting their respective products or items for sale should be of a friendly, informal nature, and should not resemble a typical SPAM message. The List isn't about commercialism, but is about sharing information and knowledge. This applies to everyone, including those who provide products to the entire community. Informal presentation and moderation should be the operatives with respect to advertising on the Lists. ------- [This is an automated posting.] do not archive ________________________________ Message 33 ____________________________________ Time: 11:06:35 PM PST US From: Matt Dralle Subject: Zenith-List: Official Zenith-List Usage Guidelines Dear Listers, Please read over the Zenith-List Usage Guidelines below. The complete Zenith-List FAQ including these Usage Guidelines can be found at the following URL: http://www.matronics.com/FAQs/Zenith-List.FAQ.html Thank you, Matt Dralle Matronics Email List Administrator ****************************************************************************** Zenith-List Usage Guidelines ****************************************************************************** The following details the official Usage Guidelines for the Zenith-List. You are encouraged to read it carefully, and to abide by the rules therein. Failure to use the Zenith-List in the manner described below may result in the removal of the subscribers from the List. Zenith-List Policy Statement The purpose of the Zenith-List is to provide a forum of discussion for things related to this particular discussion group. The List's goals are to serve as an information resource to its members; to deliver high-quality content; to provide moral support; to foster camaraderie among its members; and to support safe operation. Reaching these goals requires the participation and cooperation of each and every member of the List. To this end, the following guidelines have been established: - Please keep all posts related to the List at some level. Do not submit posts concerning computer viruses, urban legends, random humor, long lost buddies' phone numbers, etc. etc. - THINK carefully before you write. Ask yourself if your post will be relevant to everyone. If you have to wonder about that, DON'T send it. - Remember that your post will be included for posterity in an archive that is growing in size at an extraordinary rate. Try to be concise and terse in your posts. Avoid overly wordy and lengthy posts and responses. - Keep your signature brief. Please include your name, email address, aircraft type/tail number, and geographic location. A short line about where you are in the building process is also nice. Avoid bulky signatures with character graphics; they consume unnecessary space in the archive. - DON'T post requests to the List for information when that info is easily obtainable from other widely available sources. Consult the web page or FAQ first. - If you want to respond to a post, DO keep the "Subject:" line of your response the same as that of the original post. This makes it easy to find threads in the archive. - When responding, NEVER quote the *entire* original post in your response. DO use lines from the original post to help "tune in" the reader to the topic at hand, but be selective. The impact that quoting the entire original post has on the size of the archive can not be overstated! - When the poster asks you to respond to him/her personally, DO NOT then go ahead and reply to the List. Be aware that clicking the "reply" button on your mail package does not necessarily send your response to the original poster. You might have to actively address your response with the original poster's email address. - DO NOT use the List to respond to a post unless you have something to add that is relevant and has a broad appeal. "Way to go!", "I agree", and "Congratulations" are all responses that are better sent to the original poster directly, rather than to the List at large. - When responding to others' posts, avoid the feeling that you need to comment on every last point in their posts, unless you can truly contribute something valuable. - Feel free to disagree with other viewpoints, BUT keep your tone polite and respectful. Don't make snide comments, personally attack other listers, or take the moral high ground on an obviously controversial issue. This will only cause a pointless debate that will hurt feelings, waste bandwidth and resolve nothing. - Occassional posts by vendors or individuals who are regularyly subscribed to a given List are considered acceptable. Posts by List members promoting their respective products or items for sale should be of a friendly, informal nature, and should not resemble a typical SPAM message. The List isn't about commercialism, but is about sharing information and knowledge. This applies to everyone, including those who provide products to the entire community. Informal presentation and moderation should be the operatives with respect to advertising on the Lists. ------- [This is an automated posting.] do not archive ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message zenith-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Zenith-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/zenith-list Browse Digests http://www.matronics.com/digest/zenith-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.