Today's Message Index:
----------------------
1. 06:07 AM - Re: IMORTANT QUESTION TO JAY "TRON MAN" (William Dominguez)
2. 07:59 AM - web site update (Aerolitellc@aol.com)
3. 08:46 AM - Re: Check Ride (japhillipsga@aol.com)
4. 01:35 PM - Re: Re: IMORTANT QUESTION TO JAY (Juan Vega)
5. 02:20 PM - Re: Check Ride (pavel569)
6. 03:32 PM - Re: Rotax 912 fuel pump (Klaus Truemper)
7. 03:42 PM - Re: False Airspeed indication on 701 (Klaus Truemper)
8. 08:30 PM - Re: Re: Rotax 912 fuel pump (john H)
Message 1
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| Subject: | Re: IMORTANT QUESTION TO JAY "TRON MAN" |
He was also interviewed by Jimmy Kimmel in Jimmy Kimmel Live:
http://www.youtube.com/watch?v=RsF2RUMmpqc
There is an entry in Wikipedia about Jay:
http://en.wikipedia.org/wiki/Jay_Maynard
He also appears in "We are the Web" video in support of net neutrality.
http://www.youtube.com/watch?v=s5cpXM0n7qs
Thank you Jay for your work in favor of net neutrality.
--------
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=184338#184338
Message 2
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For those who want to check it out.
_http://www.project601xl.com/Corvair_Power.html_ (http://www.project601xl.com/Corvair_Power.html)
Jeff
**************Get trade secrets for amazing burgers. Watch "Cooking with
Tyler Florence" on AOL Food.
(http://food.aol.com/tyler-florence?video=4&?NCID=aolfod00030000000002)
Message 3
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Larry,?on a check ride we used my 601 XL. The CFI was a nice young fellow that
I had met at the airport so I felt good about him. It was terrible windy that
morning, gusts 20 kts plus and I told him I really did not want to fly then, but
he sorta insisted so off we went. He had never flown in a XL or any experimental
plane before. We climbed to 3500 and it was still pretty bumpy. I was fighting
the gusts pretty hard and he commented about why I could not keep the plane
at a steady altitude? I offered the stick and he could not keep it steady
either. I climbed on up to 4500 and offered some stalls and I think he was getting
a bit green looking as the winds were even worse. After flying around about
an hour I heard the radio say the winds were getting worse so I told him we
probably should get on down. On down wind I had to full cross control just to
fly straight. On short final just as I flared the right wing ballooned up even
with full aileron trying to keep the wing down. I
bumped the throttle, straightened her out and finally dropped her in, one wheel
at at time. As we were taxiing I told him I owed him two more landings and he
declined. I think he was ready to puke. He complemented my ability and said
that it was the hairiest landing conditions he had ever flew in. I sure hope he
fly's with me again when I need another CR. You'll do fine. Best regards, Bill???
-----Original Message-----
From: LHusky@aol.com
Sent: Tue, 20 May 2008 5:57 pm
Subject: Re: Zenith-List: Check Ride
Well, if I do as well as I did in the academy, I will be good.? I graduated with
a 98%.? I got a 97% on my knowledge test.? I know what you mean by rattled.?
I have been in some pretty hairy situations, but put an instructor next to me
in an airplane, it seems to be worse.? The good part is I know the examiner.?
I have watched a few checkrides.? He is a really nice guy.? Got to go fly!
?
Larry
?
In a message dated 5/20/2008 10:53:34 A.M. Pacific Daylight Time, stol701@yahoo.com
writes:
Larry,
Good luck with the checkride. I too am in law enforcement (now a deputy in New
Mexico). I used to work in Wyoming and took my check ride at Provo, UT. There
are not many things that I thought could rattle me anymore, boy was I wrong. The
checkride had me shaking like the first day of the academy.?I did like some
mentioned and looked at the checkride?as going up with an instructor. In the
end I actually had fun and learned from the old timer that went up with me. He
even passed me after I made a "soft field" landing. My landing would have sunk
me six foot in the mud if it was soft.? Now several years later, I still get
a little nervous on my BFR's. Have fun with the check ride and let us all know
how you turn out.
?
God Bless,
Rob
Building away on my 701
----- Original Message ----
From: "LHusky@aol.com" <LHusky@aol.com>
Sent: Tuesday, May 20, 2008 7:20:24 AM
Subject: Re: Zenith-List: Check Ride
WOW!? All these responses really have helped me to calm down a little.? I keep
in the background a lot and it is refreshing to hear and see the list on a positive
note.? This is the kind of stuff this list is for.? I went out in 21 knot
wind yesterday and was hitting short field landings right in the middle.? It
was bumpy, but not to bad.? We always have some degree of wind here.? 10 to 15
knots is average for a day here in the desert.? I doubt I have had 10 calm wind
days in all my training.? I flew ultralights for a few years and flying in
the wind bothered me.? I think that is over with.? I have been in as high as
30 knot winds with my instructor and did fine, but I will not make a practice
of this on my own.? My personal limits are lower.? It just is not fun in that
much wind.? Today is going to be light winds about 10 to 15 knots, so I plan on
going out and doing some more in a different wind.? Should be a slight cross
wind also.? Well, thanks again for the support and I
will let you guys know how it went after the check ride, if I decide to stay
on the ground!!? Take care,
?
Larry Husky
Madras, Oregon
?
In a message dated 5/19/2008 8:24:44 P.M. Pacific Daylight Time, larry@macsmachine.com
writes:
Relax Larry,
The check ride is not intended to be hard, but prove that you can do
only what is asked with some competence.? I'm sure you'll do fine.?
Listen to the examiner and
do the best you can and you'll pass the "test" easily.? Anticipation is
always takes more than the energy needed to succeed.
Larry McFarland 601HDS at www.macsmachine.com
do not archive
LHusky@aol.com wrote:
> *Well, I have my Private Pilot check ride on the 30th at 9 AM.? I
> currently have 63 hours in and I am nervous.? Any words of wisdom will
> be appreciated.? I am concentrating on hood work and short field
> landings.? I have VOR down enough to pass.? After that, I probably
> will never see one again.? I work graveyard in law enforcement and I
> have done a shift trade so that I will have a good nights sleep before
> the check ride.? How do you get your nerves down before the big day!?
> I do plan to show up a couple of hours early and going out for a
> couple of take off and landings, so that I might calm down a little.?
> Has anyone done this?? Is it recommended?? I will be taking my check
> ride in a 1978 172N.? I have flown this plane my whole time training.? *
>?
> Larry Husky
> N667H (Reserved)
> *
> *
> *
> he es y ? --> ? ? ? ? ? ?? - MATRONICS WEB FORUMS nbsp; ? ? ? ? ?? - List Contribution
Web Site ; ? ? ? ? ? ? ? ? ? ? ? ? ========================
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Message 4
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| Subject: | Re: IMORTANT QUESTION TO JAY |
too funny!!!
Juan
-----Original Message-----
>From: William Dominguez <bill_dom@yahoo.com>
>Sent: May 22, 2008 9:04 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: IMORTANT QUESTION TO JAY "TRON MAN"
>
>
>He was also interviewed by Jimmy Kimmel in Jimmy Kimmel Live:
>
>http://www.youtube.com/watch?v=RsF2RUMmpqc
>
>There is an entry in Wikipedia about Jay:
>
>http://en.wikipedia.org/wiki/Jay_Maynard
>
>He also appears in "We are the Web" video in support of net neutrality.
>
>http://www.youtube.com/watch?v=s5cpXM0n7qs
>
>Thank you Jay for your work in favor of net neutrality.
>
>--------
>William Dominguez
>Zodiac 601XL Plans
>Miami Florida
>http://www.geocities.com/bill_dom
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=184338#184338
>
>
Message 5
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Check ride today - only oral due to bad weather. Anyway, I've screwed up - mainly
on weather - AIRMET, SIGMET, CONV. SIGMET, METAR, AF, TAF, ATIS, AWOS, ASOS
- for how long they are valid, area coverage, what is in the reports etc. I was
ok, just that stupid head doesn't remember it [Embarassed] . Rescheduled for
June 10.
--------
Pavel
CA
Zodiac XL N581PM (Reserved)
Tail, flaps, ailerons done, right wing on the table ....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=184424#184424
Message 6
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| Subject: | Re: Rotax 912 fuel pump |
Hi Bill,
You ask "Would you happen to know if, when failed, the pump is blocked,
or freely allows* *fuel to still flow through?"
The is a short and a long answer. The short answer is that, in the two
cases
of Rotax pump failure in my plane, the electric boost pump, which is in
series
and precedes the Rotax pump, managed to pump through the failing
Rotax pump. In both cases, there was a failure of the check valves and
not a diaphram failure, which is nasty indeed, but unlikely to happen
if one replaces the Rotax pump at TBO regardless of whether
one overhauls the engine at that time.
The long answer covers two choices, which are placing the electric boost
pump parallel or in series with the mechanical Rotax pump. Both arrangements
have pros and cons.
Parallel placement:
Either one uses one check valve in each parallel
branch immediately after the electric or mechanical pump. For that
choice, the specter of failing check valves looms.
Or one omits such check valves and trusts that the internal check
valve in the electrical pump holds while the
mechanical pump is working, and that the mechanical pump will
retain its internal check valve function even when it fails otherwise.
In my opinion, if I went for the parallel placement choice,
I would go with the choice of two check valves.
Series placement: One trusts that the electric valve will not somehow
become internally clogged and prevent the mechanical pump from
getting fuel, and one also trusts that in case of mechanical pump failure
the electric pump will still be able to pump through the mechanical
pump.
In our installation we opted for the series placement choice. It is
the simplest arrangement, and when one argues through the two possible
types of pump failures (diaphram failure versus check valve failure),
then it seemed to us that series arrangement is likely to save the day
in case
of pump failure. But this is a matter of opinion, and everybody must
make his/her own decision for this important choice.
Happy flying,
Klaus
klaus@utdallas.edu
www.utdallas.edu/~klaus
Message 7
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| Subject: | Re: False Airspeed indication on 701 |
Hi Les,
Paul has already addressed some important considerations.
Generally, the following holds. If the static line is disconnected in
the cabine,
then the airspeed indicates higher, since cabin pressure is always less than
outside pressure. So there is no surprise that disconnecting the static
line in your cockpit boosted airspeed indication a bit.
It is easy to test integrity of the pitot line. Disconnect the line in the
cockpit. Put a balloon on the pitot end of the line. In the cockpit blow
into
the tube, thus inflating the balloon. Seal the line in the cockpit. The
balloon
should stay inflated for a considerable period of time, thus indicating
no major leak. If the balloon collapses quickly, then there is a major leak.
If I were to guess, I would say that your installation will pass the
above test.
I suspect that the placement and length of the pitot tube is the culprit.
This is due to influence on airflow by the leading slats of the 701. To
test for this,
simply extend the pitot tube so that the inlet is quite a bit forward of
the leading
edge. Make sure that this extension cannot cause damage to the pitot tube
attachment in flight. Then fly and test if this solves the problem.
Happy flying,
Klaus
klaus@utdallas.edu
www.utdallas.edu/~klaus
Message 8
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| Subject: | Re: Rotax 912 fuel pump |
Hi Klaus
What kind of fuel filter and how many psi pump do you use? Where, how did y
ou mount your pump? Do you use the filter in conjunction with a gascolator?
I have only been relying on the mechanical pump in my 601HD but would like
to install a backup electric pump just for such situations as you encounte
red.
Thanks
John
> Date: Thu, 22 May 2008 17:28:16 -0500
> From: klaus@utdallas.edu
> To: Zenith-List@matronics.com
> Subject: Zenith-List: Re: Rotax 912 fuel pump
>
>
> Hi Bill,
>
> You ask "Would you happen to know if, when failed, the pump is blocked,
> or freely allows* *fuel to still flow through?"
>
> The is a short and a long answer. The short answer is that, in the two
> cases
> of Rotax pump failure in my plane, the electric boost pump, which is in
> series
> and precedes the Rotax pump, managed to pump through the failing
> Rotax pump. In both cases, there was a failure of the check valves and
> not a diaphram failure, which is nasty indeed, but unlikely to happen
> if one replaces the Rotax pump at TBO regardless of whether
> one overhauls the engine at that time.
>
> The long answer covers two choices, which are placing the electric boost
> pump parallel or in series with the mechanical Rotax pump. Both arrangeme
nts
> have pros and cons.
>
> Parallel placement:
> Either one uses one check valve in each parallel
> branch immediately after the electric or mechanical pump. For that
> choice, the specter of failing check valves looms.
> Or one omits such check valves and trusts that the internal check
> valve in the electrical pump holds while the
> mechanical pump is working, and that the mechanical pump will
> retain its internal check valve function even when it fails otherwise.
> In my opinion, if I went for the parallel placement choice,
> I would go with the choice of two check valves.
>
> Series placement: One trusts that the electric valve will not somehow
> become internally clogged and prevent the mechanical pump from
> getting fuel, and one also trusts that in case of mechanical pump failure
> the electric pump will still be able to pump through the mechanical
> pump.
>
> In our installation we opted for the series placement choice. It is
> the simplest arrangement, and when one argues through the two possible
> types of pump failures (diaphram failure versus check valve failure),
> then it seemed to us that series arrangement is likely to save the day
> in case
> of pump failure. But this is a matter of opinion, and everybody must
> make his/her own decision for this important choice.
>
> Happy flying,
>
> Klaus
>
> klaus@utdallas.edu
> www.utdallas.edu/~klaus
>
>
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