Today's Message Index:
----------------------
1. 02:25 AM - Re: Re: Proposed changes to sport pilot regs. (steve)
2. 02:51 AM - Re: Re: Proposed changes to sport pilot regs. (steve)
3. 02:52 AM - Re: Proposed changes to sport pilot regs. (steve)
4. 03:52 AM - 701 and 601 landing gear (Jim Hausch)
5. 04:01 AM - Re: air gizmo power plug (steve)
6. 04:04 AM - test (raymondj)
7. 05:10 AM - Re: air gizmo power plug (Craig Payne)
8. 05:20 AM - Re: Proposed changes to sport pilot regs. (kmccune)
9. 05:34 AM - Re: Compass Location (Jeffrey A Beachy)
10. 05:35 AM - Fw: CH 701 door catch (Graeme Bell)
11. 05:49 AM - Re: My engine is a celebrity (Scott Thatcher)
12. 05:55 AM - Powder coating (John Short)
13. 05:59 AM - Re: air gizmo power plug (Jay Maynard)
14. 06:07 AM - Re: Fw: 701 and 601 landing gear (wade jones)
15. 06:12 AM - Re: Powder Coating (Zed Smith)
16. 06:25 AM - Re: 701 and 601 landing gear (Keith Ashcraft)
17. 06:33 AM - Re: Powder coating (stepinwolf)
18. 06:36 AM - Re: air gizmo power plug (steve)
19. 06:49 AM - Re: Proposed changes to sport pilot regs. (Gig Giacona)
20. 06:50 AM - Re: My engine is a celebrity (Gig Giacona)
21. 07:05 AM - Re: Re: Powder Coating (John Bolding)
22. 07:07 AM - Re: Re: Proposed changes to sport pilot regs. (steve)
23. 07:11 AM - My engine is a celebrity (Jaybannist@cs.com)
24. 07:23 AM - Re: Proposed changes to sport pilot regs. (Gig Giacona)
25. 07:24 AM - Re: My engine is a celebrity (Gig Giacona)
26. 07:38 AM - Re: Powder coating (MacDonald Doug)
27. 07:38 AM - Re: To Matt D - Keep a single list, please! (John Goodings)
28. 07:43 AM - Re: Re: Powder Coating (MacDonald Doug)
29. 07:48 AM - Re: Hole tolerances for my poor drilling?? (Andrewlieser)
30. 08:25 AM - Monday Night Chat (George Race)
31. 10:04 AM - Re: Re: Really bad news....S OFF LIST. (Gary Gower)
32. 10:13 AM - Back From Sun-n-Fun (DaveG601XL)
33. 10:31 AM - Re: To Matt D - Keep a single list, please! (kmccune)
34. 12:14 PM - Re: Fw: 701 and 601 landing gear (Gary Gower)
35. 12:14 PM - Re: Back From Sun-n-Fun (Charles Chappell)
36. 01:49 PM - Re: Compass Location (ashontz)
37. 03:20 PM - Re: 701 Sturdiness (was:601 crashes) (Jerry Hey)
38. 03:36 PM - Re: 701 Sturdiness (was:601 crashes) (ihab.awad@gmail.com)
39. 04:09 PM - Re: HDS Baggage Floor Dimensions (Bill Naumuk)
40. 05:12 PM - Project for sale (jhines)
Message 1
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| Subject: | Re: Proposed changes to sport pilot regs. |
I have a very old friend and fellow CFI tell me about six months ago to:
"watch out, the FAA will sneak up behind you and take away sport pilot
privileges. The FAA wants sport pilots out of the air, period.."
I thought he was a little off base but now I think not. We ll see..
Steve W..
----- Original Message -----
From: "kmccune" <kmccune@somtel.net>
Sent: Sunday, April 13, 2008 5:46 PM
Subject: Zenith-List: Re: Proposed changes to sport pilot regs.
>
> This one kinda stands out, like they were giving something away and had to
> get something back :) I hope this does not have a required additional
> instruments clause piggy backed.
>
>
> 5. Require 1 hour of flight training on the control and maneuvering of an
> airplane solely by reference to instruments for student pilots seeking a
> sport pilot certificate to operate an airplane with a maximum airspeed in
> level flight with maximum continuous power (VH) greater than 87 knots
> calibrated airspeed (CAS) and sport pilots operating airplanes with a VH
> greater than 87 knots CAS.
>
> --------
> Mark Twain: Twenty years from now you will be more disappointed by the
> things that you didn't do than by the ones you did do. So throw off the
> bowlines. Sail away from the safe harbor. Catch the trade winds in your
> sails. Explore. Dream. Discover.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=176631#176631
>
>
>
Message 2
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| Subject: | Re: Proposed changes to sport pilot regs. |
but help me understand the 2000 AGL rule....
sw
----- Original Message -----
From: "Paul Mulwitz" <psm@att.net>
Sent: Sunday, April 13, 2008 7:01 PM
Subject: Re: Zenith-List: Re: Proposed changes to sport pilot regs.
>
>
> Actually, this looks like a pretty good compromise to me. They are
> letting the Cub and Champ fliers along with the PPC and Trike guys get by
> without any instrument training, but if a Sport Pilot wants to fly planes
> with the speed performance of a C-172 or Zodiac then he has to have a
> minuscule amount of instrument training. It isn't enough to give them the
> skill to handle inadvertent IMC, but it is enough to warn them that
> instrument flying requires special skills.
>
> We should remember this only applies to real Sport Pilots. Private Pilots
> who are limiting themselves to Sport Pilot privileges already need to know
> how to perform minimal instrument flight. I hope most of the ones who
> have been flying for years can do a lot more than that on instruments.
> Even in 1971 when I got my Private, you didn't need to do any night flying
> but my examiner made me spend a considerable amount of time on my check
> ride under the hood.
>
> I am not worried about new requirements for at least one gyro instrument
> on LSA. I wouldn't fly a plane without at least that much anyway.
>
> I am glad they addressed the silly 10,000 MSL issue. I was planning on
> breaking that one anyway and citing the "PIC privilege to violate any rule
> if necessary for the safety of flight" if challenged. Out West, it makes
> a lot more sense to bust the 10,000 foot rule than fly into mountains.
>
> Paul
> XL fuselage
> do not archive
>
> At 05:46 PM 4/13/2008, you wrote:
>>This one kinda stands out, like they were giving something away and had to
>>get something back :) I hope this does not have a required additional
>>instruments clause piggy backed.
>>
>>
>>5. Require 1 hour of flight training on the control and maneuvering of an
>>airplane solely by reference to instruments for student pilots seeking a
>>sport pilot certificate to operate an airplane with a maximum airspeed in
>>level flight with maximum continuous power (VH) greater than 87 knots
>>calibrated airspeed (CAS) and sport pilots operating airplanes with a VH
>>greater than 87 knots CAS.
>
>
>
Message 3
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| Subject: | Re: Proposed changes to sport pilot regs. |
It amazes me. I fly gliders ( no physical required. and can soar to
18,000MSL. Even go into class A airspace with prior notice. The world
record for altitude gain is 49,000
That put the sailplane at 51,000 MSL
Yet sport pilot can only go to 10,000 MSL.
I dont get that rule..
Steve W.
----- Original Message -----
From: "Craig Payne" <craig@craigandjean.com>
Sent: Sunday, April 13, 2008 3:46 PM
Subject: Zenith-List: Proposed changes to sport pilot regs.
>
> Full doc here:
>
> http://www.faa.gov/regulations_policies/rulemaking/recently_published/media/
> 29015.DOC
>
> AVweb has a short video here:
>
> http://www.youtube.com/watch?v=bU14MNLBlqU
>
> Personally for me the biggest proposed change is removal of the "10,000
> above MSL" restriction (#9). My home field (36U) is at 6300 ft and we have
> plenty of peaks over 10,000 ft.
>
> Summary:
>
> 1. Replace sport pilot privileges with aircraft category and class ratings
> on all pilot certificates.
>
> 2. Replace sport pilot flight instructor privileges with aircraft category
> ratings on all flight instructor certificates.
>
> 3. Remove current provisions for the conduct of proficiency checks by
> flight
> instructors and include provisions for the issuance of category and class
> ratings by designated pilot examiners.
>
> 4. Place all requirements for flight instructors under a single subpart
> (subpart H) of part 61.
>
> 5. Require 1 hour of flight training on the control and maneuvering of an
> airplane solely by reference to instruments for student pilots seeking a
> sport pilot certificate to operate an airplane with a maximum airspeed in
> level flight with maximum continuous power (VH) greater than 87 knots
> calibrated airspeed (CAS) and sport pilots operating airplanes with a VH
> greater than 87 knots CAS.
>
> 6. Remove the requirement for persons exercising sport pilot privileges
> and
> flight instructors with a sport pilot rating to carry their logbooks while
> in flight.
>
> 7. Remove the requirement that persons exercising sport pilot privileges
> have an aircraft make-and-model endorsement to operate a specific set of
> aircraft while adding provisions for endorsements for the operation of
> powered parachutes with elliptical wings and aircraft with a VH less than
> or
> equal to 87 knots CAS.
>
> 8. Remove the requirement for all flight instructors to log at least 5
> hours
> of flight time in a make and model of light-sport aircraft before
> providing
> training in any aircraft from the same set of aircraft in which that
> training is given.
>
> 9. Permit persons exercising sport pilot privileges and the privileges of
> a
> student pilot seeking a sport pilot certificate to fly up to an altitude
> of
> not more than 10,000 feet mean sea level (MSL) or 2,000 feet above ground
> level (AGL), whichever is higher.
>
> 10. Permit private pilots to receive compensation for production flight
> testing of powered parachutes and weight-shift-control aircraft intended
> for
> certification in the light-sport category under 21.190.
>
> 11. Revise student sport pilot solo cross-country navigation and
> communication flight training requirements.
>
> 12. Clarify cross-country distance requirements for private pilots seeking
> to operate weight-shift-control aircraft.
>
> 13. Revise aeronautical experience requirements at towered airports for
> persons seeking to operate a powered parachute or weight-shift-control
> aircraft as a private pilot.
>
> 14. Remove the requirement for pilots with only a powered parachute or a
> weight-shift-control aircraft rating to take a knowledge test for an
> additional rating at the same certificate level.
>
> 15. Revise the amount of hours of flight training an applicant for a sport
> pilot certificate must log within 60 days prior to taking the practical
> test.
>
> 16. Remove expired ultralight transition provisions and limit the use of
> aeronautical experience obtained in ultralight vehicles.
>
> 17. Add a requirement for student pilots to obtain endorsements identical
> to
> those proposed for sport pilots in 61.324 and 61.327.
>
> 18. Clarify that an authorized instructor must be in a powered parachute
> when providing flight instruction to a student pilot 19. Remove the
> requirement for aircraft certificated as experimental aircraft in the
> light-sport category to comply with the applicable maintenance and
> preventive maintenance requirements of part 43 when those aircraft have
> been
> previously issued a special airworthiness certificate in the light-sport
> category.
>
> 20. Require aircraft owners or operators to retain a record of the current
> status of applicable safety directives for special light-sport aircraft.
>
> 21. Provide for the use of aircraft with a special airworthiness
> certificate
> in the light-sport category in training courses approved under part 141.
>
> 22. Revise the minimum safe-altitude requirements for powered parachutes
> and
> weight-shift-control aircraft.
>
> --Craig
>
>
>
Message 4
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| Subject: | 701 and 601 landing gear |
Jerry,
You wrote: "I bent my own 701 landing gear with a 20 ton jack and a die set
I made."
I'm not a builder, just a list lurker.
I've been wondering if it would be possible to gun-drill passages for brake
fluid prior to bending?
I am imagining a process whereby one has a blind hole gun drilled from each
end to a point which would be under the fuse; cross-drill holes near each
end; tap all of them; plug the one on the end; then use the cross-drilled
holes for fluid passages.
I have no idea how that would work, but just speculating.
Regards,
Jim
Message 5
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| Subject: | Re: air gizmo power plug |
I have the Gizmo with my 296. I had to cut the stock power cord and run it
to a switch. Power panel to switch and then to Garmin.
I did the switch because the Garmin will not shut off on its own. If you
forget, you get a dead battery after a week in the hangar.
SW
----- Original Message -----
From: "Tracy" <pbuttles@charter.net>
Sent: Sunday, April 13, 2008 8:03 PM
Subject: Zenith-List: air gizmo power plug
>
> anyone with a air gizmo with a garmin,what did you use for power plug to
> the garmin?
> i dont know what to use to get the power to it without running cables in
> front
> thanks everone for the throttle info .
> Tracy
>
>
>
Message 6
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test
do not archive
Message 7
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| Subject: | air gizmo power plug |
> I did the switch because the Garmin will not shut off on its own. If you forget,
you get a dead battery after a week in the hangar.
You can configure the 296 to turn off when external power is lost. Look under Setup,
the "System" tab and "External Power Off". Choose "Turn Off" or "Stay On".
Likewise for "External Power On" you can choose "Charge Battery" or "Turn On".
-- Craig
Message 8
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| Subject: | Re: Proposed changes to sport pilot regs. |
Yes, but 100mph! If they are flying daytime VFR only whats the point. Its not
a terrible thing to have to do . But what if your plane goes 97mph (I hate knots
:-) ) and you readjust the prop pitch and now your breaking the law. Or
if its a type thing like I think I read, does this not matter.
Sorry for my ranting.
do not archive.
psm(at)att.net wrote:
> Actually, this looks like a pretty good compromise to me. They are
> letting the Cub and Champ fliers along with the PPC and Trike guys
> get by without any instrument training, but if a Sport Pilot wants to
> fly planes with the speed performance of a C-172 or Zodiac then he
> has to have a minuscule amount of instrument training. It isn't
> enough to give them the skill to handle inadvertent IMC, but it is
> enough to warn them that instrument flying requires special skills.
>
> At 05:46 PM 4/13/2008, you wrote:
>
> > This one kinda stands out, like they were giving something away and
> > had to get something back :) I hope this does not have a required
> > additional instruments clause piggy backed.
> >
> >
> > 5. Require 1 hour of flight training on the control and maneuvering of an
> > airplane solely by reference to instruments for student pilots seeking a
> > sport pilot certificate to operate an airplane with a maximum airspeed in
> > level flight with maximum continuous power (VH) greater than 87 knots
> > calibrated airspeed (CAS) and sport pilots operating airplanes with a VH
> > greater than 87 knots CAS.
> >
> >
>
--------
Mark Twain: Twenty years from now you will be more disappointed by the things that
you didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176689#176689
Message 9
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| Subject: | Re: Compass Location |
I mounted my vertical card compass on top of my panel, center in my
CH701. It is dead on N/S and nearly so E/W. Just prior to final assembly,
I removed the entire metal cabin frame and took it to a TV repairman who
had a large, homemade degausser. After that I reinstalled the cabin
frame. At the time, I doubted it was worth all the effort, but now that
I'm flying with it, I'm glad I did it. I read somewhere in the list
archives to never degauss near radios and instruments, so that is the
reason I removed the cabin frame.
Jeff Beachy
CH701, 52 hours
Message 10
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| Subject: | Fw: CH 701 door catch |
Subject: CH 701 door catch
> Sorry matt unsure on how to upload pics just made small files and attached
>
> A couple of weeks ago I had a request for pictures of CH701 Bubble doors.
> Attached small files of
> safety pin type Hinge Doors remove each in ten sconds fit back on in
> 15secs.
> Suction cup door holder has split pin to replace sucker.
> Pic of door open
> Also door catch lockable.
>
> Thanks Graemecns
>
>>
>> __________________________________________________
>>
>>
>>
>>
>>
>>
>> --
>> Checked by AVG.
>> 10/04/2008 17:36
>>
>>
>
Message 11
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| Subject: | Re: My engine is a celebrity |
Wow Gig! That is one beautiful engine... and it's got the fifth bearing as
well! I remember when you were at the college saying you couldn't decide
whether to build it yourself or have William build it. It looks like you
made the right decision. Congratulations!
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com
<<Time: 09:39:50 AM PST US
Subject: Zenith-List: My engine is a celebrity
From: "Gig Giacona" <wr.giacona@suddenlink.net>
The kitplanes blog has a feature on William Wynne's newest mods. The engine
on
display is the one he has built for me and according to WW will be shipped
right
after SnF ends.
http://www.kitplanesmag.blogspot.com/>>
Message 12
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|
I am at the point of joining the rear fuselage and cabin, installing the
cabin frame and got to wondering.
Is there any reason not to powder coat the steel items such as the cabin
frame, gear struts etc. even the motor mount?
I'm sure this has been covered before so before I get flamed, I have
only been at this since Nov.
John (Scratch building 701)
Kaufman, Tx
Message 13
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| Subject: | Re: air gizmo power plug |
On Sun, Apr 13, 2008 at 10:12:19PM -0600, Craig Payne wrote:
> My 296 fits fine with the cable shown in the attached picture. This is the
> older "396" dock before Air Gizmos redesigned it to accommodate the extra
> cable on the 496. The p/n of the cable I use is 010-10513-00. It ends in
> bare wires. Info here:
Am I the only one getting a bunch of these?
--
Jay Maynard, K5ZC http://www.conmicro.com
http://jmaynard.livejournal.com http://www.tronguy.net
Fairmont, MN (FRM) (Yes, that's me!)
AMD Zodiac CH601XLi N55ZC (ordered 17 March, delivery 2 June)
Message 14
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| Subject: | Re: Fw: 701 and 601 landing gear |
Hey Jerry ,I am in the planning process of bending my own gear for a
601XL .Could you send me any pictures or information that might help me
.wjones@brazoriainet.com Thanks
Wade Jones South Texas
601XL plans building
Cont. 0200
----- Original Message -----
From: Jerry Shepard
To: zenith-list@matronics.com
Sent: Sunday, April 13, 2008 9:49 PM
Subject: Zenith-List: Fw: 701 and 601 landing gear
----- Original Message -----
From: Jerry Shepard
To: zenith-list@matronics.com
Sent: Sunday, April 13, 2008 7:36 PM
Subject: 701 and 601 landing gear
I bent my own 701 landing gear with a 20 ton jack and a die set I
made. My son is building a 601 and we are thinking of making the
landing gear out of 3/4"x 6" 6061 T6. InAs much as the 701's gear only
calls for about 3-1/4" X 3/4 inch material for a 1100# gross, We cannot
understand why Zenith makes the 601 gear so heavy at 7-3/4 inches wide.
Any information would be considered. PS, we are renegades. I fly a
701 registered at 1320" with a 30' wing span and 125 HP Honda up front.
I'm ready to try no slats and VG's
Message 15
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| Subject: | Re: Powder Coating |
How hot does the powder coating process get while in the oven?
Haven't searched Internet for an answer, but a local firm builds trailers, fellow
there told me it was "several hundred degrees for thirty minutes". Is this
okay on 4130?
Regards to all.
Zed
do not archive
Message 16
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| Subject: | Re: 701 and 601 landing gear |
Jim,
Grove makes that type of gear for the 701 (expensive). Kitfox's use that ty
pe of gear. I have thought about that method when I get to that point of pu
tting gear under my 701.
(The Lizard 701, has the landing gear from Grove. He is the one with 31" ti
res)
http://www.zenithair.com/stolch701/7-photo88.html
Keith
N 38.9947
W 105.1305
Alt. 9,100
***************************************************************************
*************
Jim Hausch wrote:
Jerry,
You wrote: "I bent my own 701 landing gear with a 20 ton jack and a die set
I made."
I'm not a builder, just a list lurker.
I've been wondering if it would be possible to gun-drill passages for brake
fluid prior to bending?
I am imagining a process whereby one has a blind hole gun drilled from each
end to a point which would be under the fuse; cross-drill holes near each
end; tap all of them; plug the one on the end; then use the cross-drilled h
oles for fluid passages.
I have no idea how that would work, but just speculating.
Regards,
Jim
--
*************************************
Keith Ashcraft
ITT Industries
Advanced Engineering & Sciences
5009 Centennial Blvd.
Colorado Springs, CO
80919
(719) 599-1787 -- work
(719) 332-4364 -- cell
keith.ashcraft@itt.com<mailto:keith.ashcraft@itt.com>
keith.ashcraft1@us.army.mil<mailto:keith.ashcraft1@us.army.mil>
________________________________
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Message 17
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| Subject: | Re: Powder coating |
Zed,
The the normal procedure ( the information that was supplied to me from a professional
shop ) was to heat the parts to 400 degrees, for 15 minutes, in order
to cure the powder.
In as much as the motor mount is concerned, I was told by Can-Zac, www.can-zacaviation.com , that it would be safer to paint it a very light color ( preferably white, ) so that any minute cracks that might form, can be readily seen. It seems that once it's powder coated, they become harder to see.
Bob, the 701 scratch
--------
Live each day, as if it was your last
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176708#176708
Message 18
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| Subject: | Re: air gizmo power plug |
Me ? Read the instructions ???
Huh ?
SW
----- Original Message -----
From: "Craig Payne" <craig@craigandjean.com>
Sent: Monday, April 14, 2008 5:06 AM
Subject: RE: Zenith-List: air gizmo power plug
>
>> I did the switch because the Garmin will not shut off on its own. If you
>> forget, you get a dead battery after a week in the hangar.
>
> You can configure the 296 to turn off when external power is lost. Look
> under Setup, the "System" tab and "External Power Off". Choose "Turn Off"
> or "Stay On". Likewise for "External Power On" you can choose "Charge
> Battery" or "Turn On".
>
> -- Craig
>
>
>
Message 19
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| Subject: | Re: Proposed changes to sport pilot regs. |
Currently the rule is no LSA above 10,000 MSL which makes it impossible to fly
it anywhere the ground is at or above 10,000 MSL. The new rule will allow an LSA
to fly 2000 feet above the ground no matter how high the ground is.
P.S. Rule will not overrule physics. :)
notsew_evets(at)frontiern wrote:
> but help me understand the 2000 AGL rule....
>
> sw
> ---
--------
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=176714#176714
Message 20
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| Subject: | Re: My engine is a celebrity |
Thanks Scott, please do send them.
cookwithgas wrote:
> Gig:
>
> I looked at it closely and it truly is a beautiful thing. I'm green with envy!
I was noticing all the cool new parts - I have many of the old parts and the
engine runs great. Yours will not only run great but look great too!
>
> I took several closeup photos of the engine - if you want me to send them over
I 'll send them off-line.
>
> Scott Laughlin
> www.cooknwithgas.com
--------
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=176715#176715
Message 21
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| Subject: | Re: Powder Coating |
Depends on the powder, low is a little less than 300 F high is in the
400F range.
Don't use an epoxy unless you are ok with chalking due to uv degradation
over time. John
----- Original Message -----
From: "Zed Smith" <zsmith3rd@earthlink.net>
Sent: Monday, April 14, 2008 8:09 AM
Subject: Zenith-List: Re: Powder Coating
>
> How hot does the powder coating process get while in the oven?
> Haven't searched Internet for an answer, but a local firm builds trailers,
> fellow there told me it was "several hundred degrees for thirty minutes".
> Is this okay on 4130?
> Regards to all.
> Zed
> do not archive
>
>
>
Message 22
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| Subject: | Re: Proposed changes to sport pilot regs. |
I ve owned about 7 different aircraft over the years. Seldom did I fly over
9500 MSL. The highest ( other than gliders ) was in my C 172. To get to
12.500 it took "forever"...
Steve W
----- Original Message -----
From: "Gig Giacona" <wr.giacona@suddenlink.net>
Sent: Monday, April 14, 2008 6:44 AM
Subject: Zenith-List: Re: Proposed changes to sport pilot regs.
> <wr.giacona@suddenlink.net>
>
> Currently the rule is no LSA above 10,000 MSL which makes it impossible to
> fly it anywhere the ground is at or above 10,000 MSL. The new rule will
> allow an LSA to fly 2000 feet above the ground no matter how high the
> ground is.
>
> P.S. Rule will not overrule physics. :)
>
>
> notsew_evets(at)frontiern wrote:
>> but help me understand the 2000 AGL rule....
>>
>> sw
>> ---
>
>
> --------
> 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=176714#176714
>
>
>
Message 23
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| Subject: | My engine is a celebrity |
Gig,
So you should have your long-awaited engine THIS WEEK, right?
Jay in Dallas
Message 24
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| Subject: | Re: Proposed changes to sport pilot regs. |
Not if you start at 9,000 MSL. :)
notsew_evets(at)frontiern wrote:
> I ve owned about 7 different aircraft over the years. Seldom did I fly over
> 9500 MSL. The highest ( other than gliders ) was in my C 172. To get to
> 12.500 it took "forever"...
> Steve W
> ---
--------
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=176730#176730
Message 25
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| Subject: | Re: My engine is a celebrity |
One would hope.
Jaybannist(at)cs.com wrote:
> Gig,
>
> So you should have your long-awaited engine THIS WEEK, right?
>
> Jay in Dallas
--------
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=176727#176727
Message 26
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| Subject: | Re: Powder coating |
John, I would definately stay away from powder coating
the engine mount. Powder coating is tough stuff and
it has been shown to hide cracks on engine mounts.
Personally, I have powder coated a few parts. My "Y"
stick, my rudder pedals, my gear mounts/strut pickups.
I am very happy with the finish.
Take this all with a grain of salt as I am not yet
flying.
DOug MacDonald
CH-701 Sctach Builder
NW Ontario, Canada
Do Not Archive
--- John Short <creativesigns@embarqmail.com> wrote:
> I am at the point of joining the rear fuselage and
> cabin, installing the cabin frame and got to
> wondering.
> Is there any reason not to powder coat the steel
> items such as the cabin frame, gear struts etc. even
> the motor mount?
>
> I'm sure this has been covered before so before I
> get flamed, I have only been at this since Nov.
>
>
> John (Scratch building 701)
> Kaufman, Tx
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Message 27
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| Subject: | Re: To Matt D - Keep a single list, please! |
My post of yesterday made a plea to keep a single list, and not split off
the 701/801 posts. Subsequently, it was put to me that all I had to do
was to sign up for both the 701/801 and 601 lists. Not so! Many of the
posts from 701/801 builders/flyers apply to 601ers, and vice versa -
cutting Al, riveting, painting, instruments, engines, etc., etc. But the
answers and useful comments would, presumably, only get posted on the one
list and not both; it would only work if everyone was reading and replying
to both lists, and that returns us to the starting point. Thus, it really
isn't reciprocal. PLEASE, keep it to building and flying on just one list
- brevity is good!
John Goodings, C-FGPJ, CH601HD with R 912S, Toronto/Carp/Ottawa.
Message 28
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| Subject: | Re: Powder Coating |
I use the Eastwood Company Hotcoat system. It
requires an inital heatup of 450 deg F and then once
the powder "flows" (melts to liquid) the temperature
is lowered to 425 deg F and cooked for twenty minutes.
If 425 degF is too warm for 4130 then we would not be
able to use it for engine mounts near the exhaust.
Of course I could be wrong as this is pure "close
enough" engineering on my part. Please prove me wrong
if I am mistaken on this issue (before I fly with it).
Doug MacDonald
CH-701 Scratch Builder
NW Ontario, Canada
Do Not Archive
--- Zed Smith <zsmith3rd@earthlink.net> wrote:
> <zsmith3rd@earthlink.net>
>
> How hot does the powder coating process get while in
> the oven?
> Haven't searched Internet for an answer, but a local
> firm builds trailers, fellow there told me it was
> "several hundred degrees for thirty minutes". Is
> this okay on 4130?
> Regards to all.
> Zed
> do not archive
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Message 29
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| Subject: | Re: Hole tolerances for my poor drilling?? |
I think I am going to order some of the larger rivets to see if they will fit first.
How much area will they cover once they've been pulled? If I'm not comfortable
with the fit after that I will probably add rivets to each side of the
mis drilled holes. I could always just reorder the parts but I'm trying to
learn as I go and trying these things will probably help most in the long run
anyway! The rest of the holes were all drilled very well on both the ribs and
the spar so hopefully one of these suggestions works! I appreciate eveyones
suggestion I'm having a lot of fun with this!
--------
Andrew Lieser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176741#176741
Message 30
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| Subject: | Monday Night Chat |
Please join us for our Monday evening chat room starting around
8:00 PM Eastern (Daylight Savings Time now in effect)
http://www.mykitairplane.com/chat/
George
CH-701 N73EX (Reserved)
Message 31
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| Subject: | Re: Really bad news....S OFF LIST. |
Hello Jerry,
Hope that I can say what I think, english is not my first language.
We in the list (specialy myself) appreciate very much your mail, I lost (3
years ago) a very good friend flying testing his new Kitfox with also a new Continental
115 HP with fuel injection. He was also very carefull builsing
and mantaining with his airplanes, aparently in this case was a problem with handling
the fuel injection, or lack of gasoline, he was used to fly with Rotax
engines.
What you said here in this mail, is exactly the point of view of most of the
members in this list, I am sure that 90% or more of the homebuilders pilots,
we are very carefull about flying, building and mantainance of our airplanes.
I am building a 601 XL and now own and fly a 701 (175 hrs).
Yes, I am concern about this last few accidents, I sincerely hope that something
positive comes fornm this investigations, mainly that the accident in Spain
points very clear as reckless flying and the one in Australia looks like
a bird strike (probably pelican size).
I also made (as your friend) a very extensive research about the Zenith airplanes
before buying my kits and I am totaly convinced about the good design they
are ....
We (Dad, brother and myself) flew the demo and liked very much the handling and
also the type of design .
Sincerly I hope that something clear comes out from the investigation of this
sad loss, what ever reason is (pilot error, yes we all are human, design
problem, engine failure, lack of gasoline, bird strike, stroke, hearth attack,
etc) I will accept it, but I sure will wait untill the official results come
out. Also if any modify is needed , do it.
Thank you very much you take your time to post to this list.
In all list there are "know it all Experts" that know nothing and imagine they
have the knowledge! I am sure you understand this. Most of us (that do
not post about this matter) are the ones that count as silent opinion, but we
are carefull with our posts, we dont want some of them to use our posts as "gasoline
in this flames".
I want you to recieve my sincere simpathy for Bobs family and to you as his friend,
He is in my Sunday prayers at Church.
Gary Gower
Flying from Chapala, Mexico.
701 Rotax 912S (170 hrs and counting)
Building a 601 XL Jab 3300.
jreekree <jerry@jerryandkari.com> wrote:
This is my first post to the Zenith list. I'm on the RV8 list.
I've been reading the speculation and just plain wrong stuff about Bob's accident
as well as the thoughtful replies of "let's wait and see". Stuff like why would
anybody change the N-Numbers to "I know this to be true because I heard it
from the Zenith booth"
Bob was my hangar mate and friend. As had been stated he was meticulous to the
enth degree. He researched his plane and engine more that anyone I've been associated
with in my 40 years and 24000 hours of flying. He wanted to know it all
about his plane and aviation. He went over every square inch of his plane. He
told me about trouble he had heard of with the wings. He researched service
bulletins and engine AD's. He was quickly becoming a guru on the engine.
I was flying with him to sun-n-fun the day of the accident. We stopped and fueled
up 60 miles north of KLAL. He loaded his plane carefully and knew what it weighed.
He had flow well over a hundred hours in it since he bought it in October.
(NOT 2 months ago)
I spoke with the NTSB the day after the crash and they wanted to know about any
MTC he may have performed, specifically if he had removed the wings or done any
MTC on them. I guaranteed them he had not.
I won't speculate on the cause. Leave that to the NTSB. They will do their job
and ours is not to fuel the fire with rumors and innuendo's.
I do know however that Bob was a good and conscientious pilot that did everything
possible to maintain and keep him and his plane safe.
I write this to try to get people to let the investigation run it's course and
not jump to conclusions about either the plane or the pilot.
Fly safe.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176624#176624
Message 32
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| Subject: | Back From Sun-n-Fun |
Well my first trip to Sun-N-Fun is in the books. After an initial confusing afternoon
of trying to find a campsite, I settled in very well to the environs of
the fly-in site. Having flight line areas set-up along the same themes as Oshkosh
made it more comfortable for me to plan my day. On the other hand, it
was refreshing to not be so bombarded by EAA propaganda, VIP cars speeding through
the flight line or the in-your-face-security that pervades at Oshkosh now.
I started off the next morning by visiting CAMs Flight at St. Petersburg-Clearwater
airport (PIE). They offer flight instruction in an AMD built 601XL. It
was a great opportunity to have this service so close to the SNF site. There
are no 601s available for instruction anywhere close to my Cincinnati home that
I know of. We did our air work over the Gulf Of Mexico and shot touch-and-gos
along with the Coast Guard C-130s at PIE. I was aware of past discussion about
the 601s pitch sensitivity and potential for over-rotation prior to my arrival
and was pleased that the flight instructor mentioned this before I had the
opportunity to ask. His recommendation was to let the stick settle into its
neutral position as the airspeed picked the elevator up and go about further
back on the stick and hold it and avoid any urge to get into a PIO situation.
He says he sees lift-off PIO a lot in new students. His suggestion worked
great for me as the airplane lifted off and transitioned into the climb with ease.
I think lift-off was around 55 kts or so. With more experience, a shorter
take-off roll at lower speeds could certainly be made, but with 5000 of pavement,
I was not concerned with this right then. I forgot this caution on my
first touch-and-go back at the airport after doing the air work. I over pitched
and experienced a mild PIO before it settled in. The following take-offs were
all back to normal with that reinforcement fresh in my head. Up to this time,
the only 601XL experience I had was a short ZAC demo flight. I am now very
comfortable with my 601XL choice having not experienced any difficulties other
than what I already mentioned.
The CAN-ZAC BBQ was a good time. I got to meet fellow posters like Juan Vega and
Roberto Brito (601XL Airfox) for the first time and past acquaintances like
Dennis Shoup and Jon Croke, just to name a few. My thanks to Mark Townsend and
his crew for setting it all up. I came away with CAN-ZAC BBQ and Airfox t-shirts
as well as some good fellowship.
I only saw two homebuilt 601s during my stay. Jauns XL was in the ZAC display
area and there was an HD for sale on the flightline. There were three AMD 601XLs
scattered around the exhibit areas. Since my canopy goes on next I took a
lot of pictures in this area. I spent a fair amount of time looking at the RV-12
and Ranss S-19. There are aspects of both that would be nice to be able
to incorporate into the 601, but at my stage of build combined with my lack of
design experience will keep me on the path set out by the current drawings.
For example, the S-19s sliding canopy or the RV-12s simple canopy latching mechanism
are examples of things that I liked but would be much to difficult to easily
incorporate into a 601. Seeing the RV-12 map box reminded me that I had
not incorporated one yet myself. It is a very simple design that I will put
in my panel also.
That is enough of my ramblings. I would like to hear what others thought about
the show.
>From a first timer,
--------
David Gallagher
601 XL, all major assemblies complete. Have run the engine and am starting final
assembly.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176765#176765
Attachments:
http://forums.matronics.com//files/check_ride_601xl_459.jpg
Message 33
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| Subject: | Re: To Matt D - Keep a single list, please! |
I believe that the issue is that your can't find 701 specific info in the archive
and that we want to read about "our" airplane not a 601. A possible alternative
to splitting is a 701/601/both searchable "tag" on the message. This would
fix my concerns at least. But everyone would have to use it and use it correctly
or it would make a big mess.
How about a Zenith list main and STOL/Non STOL subgroups. this would perform the
above separation and still keep us together.
--------
Mark Twain: Twenty years from now you will be more disappointed by the things that
you didn't do than by the ones you did do. So throw off the bowlines. Sail
away from the safe harbor. Catch the trade winds in your sails. Explore. Dream.
Discover.
Read this topic online here:
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Message 34
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| Subject: | Re: Fw: 701 and 601 landing gear |
Is just one of the Several points in favor of the Zenith designs that Mr Chris
Heintz got in his "Design Goals Formula" to give it a name; talking mainly about
the 601 XL but includes all the models:
The ability to land in (almost) any kind of landing strip (dirt, grass, asphalt,
etc), this with the plus of lower (in their each class and type) landing
speed, this comes by hand with their good handling, both in their lower (near
stall) and higher (cruise) speeds.
Yes I know, they are not the perfect airplane, each one of the 1,000s of designs
available in the world has their own design goals and requirements, but
the Zenith airplanes are very good in the envelope * their were designed in.
* (pilot experience: easy for the new pilot) ,this include the needed proficiency,
landing experience (most "not perfect"), hrs per year flying practice,
cost (mantanance and longevity), type of construction. Builder skills and experience,
even cero experience in building, (from plans built to Fast built Kits),
etc. All this pointed towards the normal week end fly for fun, sport
type pilot.
"Normal" also means, in my personal opinion, not "rich" but also not "cheap"
pilot/builder.
Yes, I am convinced by this Company and Yes, did my homework (lots of it) prior
to buying my kits.
There are a very few minor things that I am not completly pleased about them,
(as in every airplane, of course) But will not talk about it.... As my
Grampa used to say: "If you talk bad things about your horse, you will never sell
it when you need to..." :-) :-) .-)
Saludos
Gary Gower
Flying from Chapala, Mexico
701 912S (~170 hrs and counting)
Building 601 XL Jab 3300.
Yes, this post was intended ON list :-) :-) :-)
Jerry Shepard <jshep00@centurytel.net> wrote:
----- Original Message ----- From: Jerry Shepard
To: zenith-list@matronics.com
Sent: Sunday, April 13, 2008 7:49 PM
Subject: Fw: 701 and 601 landing gear
----- Original Message ----- From: Jerry Shepard
To: zenith-list@matronics.com
Sent: Sunday, April 13, 2008 7:36 PM
Subject: 701 and 601 landing gear
I bent my own 701 landing gear with a 20 ton jack and a die set I made. My son
is building a 601 and we are thinking of making the landing gear out of 3/4"x
6" 6061 T6. InAs much as the 701's gear only calls for about 3-1/4" X 3/4 inch
material for a 1100# gross, We cannot understand why Zenith makes the 601
gear so heavy at 7-3/4 inches wide. Any information would be considered. PS,
we are renegades. I fly a 701 registered at 1320" with a 30' wing span and 125
HP Honda up front. I'm ready to try no slats and VG's
Message 35
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| Subject: | Back From Sun-n-Fun |
David that was an excellent report,
Thank you,
Chuck Chappell
Do not archive
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of DaveG601XL
Sent: Monday, April 14, 2008 10:10 AM
Subject: Zenith-List: Back From Sun-n-Fun
Message 36
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| Subject: | Re: Compass Location |
How about a curved aluminum tube that runs front to back, that follows the contour
of the canopy, and then mount the compass on that? Might even provide some
measure of rollover protection. Not much protection, but a little, especially
if you ran another section side to side and connected them.
grant.corriveau(at)TELUS. wrote:
> I cannot find a good location for a compass except up high on the
> canopy. Has anyone successfully mounted a compass up there? I don't
> really want to drill a hole, but I'm also unsure of how I would glue
> a mount to the inside of that curved surface.
>
> Alternatively, has anyone de-magnetized their instrument panel area
> successfully? Does this procedure involve any risk to the radios or
> gyros? Or other equipment? Is it necessary to repeat the de-gaussing
> from time to time, or is it a once and forever solution?
>
> Thanks in advance
> Grant Corriveau
> C-GHTF
--------
Andy Shontz
CH601XL - Corvair
www.mykitlog.com/ashontz
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176798#176798
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| Subject: | Re: 701 Sturdiness (was:601 crashes) |
Doug, just got back from SnF to find 495 messages. I want to respond
to your's because others will read it and I hope it clarifies my
opinion. I do not believe for a minute that the 701 has structural
problems. Many copies of this plane have been heavily used and abused
and it has remained in one piece. But being strong and being tough
are two different things. The 701 is strong. However, I wonder,
with the thin skins and the rib spacing. if she is very tough. At
Sun n Fun I ran my hands over the wings and the skins deflected at the
slightest touch. That is something I just don't like. I don't know
what my next step will be, . Jerry
On Apr 10, 2008, at 10:07 AM, MacDonald Doug wrote:
> <dougsnash@yahoo.com>
>
> Jerry, I think you would be surprised how tough the
> 701 is. Check out the carrier style landing Gus
> (flywithgus.com) did with the Corvair powered 701.
> Any plane that can take that handle a landing like
> that and shrug it off like that one did has got to
> have something going for it.
>
> I will agree that the 016 skins are pretty thin. Some
> care will have to be taken to prevent hanger rash.
>
> Doug MacDonald
> CH-701 Scratch Builder
> NW Ontario, Canada
> Working on Electrical system
>
> Do not archive
>
> --- Jerry Hey <jerry@jerryhey.com> wrote:
>
>> <jerry@jerryhey.com>
>>
>> I am not a 601 builder or pilot. My heart goes out
>> to all the 601
>> guys. I would not take a demo ride in one until
>> what is going on is
>> understood and remedied.
>>
>> I am about to start scratch building a 701. I have
>> built tube and rag
>> in the past.
>>
>> The 601 crashes have caused me to take another look
>> at the 701. Quite
>> honestly, I love this airplane and it is probably
>> strong enough to
>> never have a structural failure BUT nobody could
>> call it rugged. The
>> thin skins, widely separated ribs, continual talk
>> about oil canning.
>> I can imagine ia 701 is not difficult to dent.
>> Perhaps the trade off
>> of structure vs weight has tilted too far toward
>> light weight. Maybe
>> that is true but just for me. Others would quite
>> rightly feel different.
>>
>> I would not mind adding a few pounds of toughness to
>> my airplane.
>>
>> Jerry
>
>
> __________________________________________________
>
>
Message 38
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| Subject: | Re: 701 Sturdiness (was:601 crashes) |
On Mon, Apr 14, 2008 at 3:16 PM, Jerry Hey <jerry@jerryhey.com> wrote:
> But being strong and being tough are two different things. ... the
> skins deflected at the slightest touch.
How are you defining these terms, "strong" and "tough"? By the latter,
do you mean resistant to accidental impact with bushes, rocks, hail,
etc?
Ihab
--
Ihab A.B. Awad, Palo Alto, CA
Message 39
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| Subject: | Re: HDS Baggage Floor Dimensions |
Alex.
I have a bungee on creating some "Squish factor" which would leave less
than 5mm difference/side in a non critical dimension. Every set of upper
longerons probably have that error. I can live with that, but not over 3"!
Thanks for providing a little peace of mind. You can't take anything for
granted at this point.
do not archive
Bill
----- Original Message -----
From: "Alex MacKay" <mackay@physics.ubc.ca>
Sent: Sunday, April 13, 2008 11:01 PM
Subject: Re: Zenith-List: HDS Baggage Floor Dimensions
>
> Hi Bill
>
> Mine is 1125mm. With this width, the cabin width came to 44" as expected.
> When I was doing this, I assumed that Zenith meant to write 1125mm.
>
> Best regards
> Alex MacKay
>
> 601HDS, working on canopy and waiting for delivery of Jabiru 3300.
>
> On Sun, 13 Apr 2008, Bill Naumuk wrote:
>
>> All-
>> Triple checking everything before closing in the rear fuse. Plans say
>> the front edge of 6-F-13-1 is supposed to be 1025mm. That's freaking
>> impossible!! Mine measures 1110mm. You sweat 2mm and find you could be
>> off 3-3/8"?!Could someone check and see what they have?
>> Thanks.
>> do not archive
>> Bill Naumuk
>> Townville, Pa.
>> HDS Fuse/Corvair
>
>
>
Message 40
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| Subject: | Project for sale |
After starting this project from a tail kit, I decided to switch to scratch building.
I remember hearing Mark Townsend say scratch build because you love building.
Dont scratch build to save money. If you do, you will go nuts! Well,
truer words have never been spoken. This scratch building thing is for people
with more patients than me. Also, I have decided I really want a float plane.
I am going to purchase a kit that is a little better suited to that.
If you want a big jump on scratch building, let me know. I have the following
and more:
Corvair engine core inspected by William Wynne at Corvair day at the Zenith factory.
He said it looks good but it needs a valve job.
Corvair motor mount purchased from William Wynne at Corvair day.
Empennage assembled from Kit
Almost all sheet metal parts. Most parts already cut out and formed.
Forming blocks.
Corvair conversion manual.
Zenith Zodiac 601XL plans.
Homebuilt help scratch building basics DVD.
You really only need the extruded aluminum and a lot of patience to build this airframe. If you are really interested, contact me off list at johnrhines@gmail.com. I have some pictures on my website at www.johnsplane.com or I can send you more detailed pics.
Thanks,
John
--------
John Hines
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176845#176845
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