Today's Message Index:
----------------------
1. 07:08 AM - Re: chargers for Odyssey (n85ae)
2. 07:56 AM - N55ZC: first pictures (Jay Maynard)
3. 08:13 AM - Re: N55ZC: first pictures (steve)
4. 10:47 AM - Re: N55ZC: first pictures (William Dominguez)
5. 12:10 PM - First Flight of 601EL, Really! (Scott Thatcher)
6. 12:23 PM - Re: First Flight of 601EL, Really! (Iberplanes IGL)
7. 12:47 PM - Re: First Flight of 601EL, Really! (William Dominguez)
8. 01:10 PM - Re: First Flight of 601EL, Really! (wade jones)
9. 01:11 PM - Re: Re: spark plugs and rain ()
10. 01:27 PM - Re: First Flight of 601EL, Really! (Gary Ray)
11. 01:29 PM - Re: spark plugs and rain (kmccune)
12. 01:34 PM - Re: Re: spark plugs and rain (Carlos Sa)
13. 01:49 PM - Re: Re: spark plugs and rain (Paul Mulwitz)
14. 06:40 PM - Re: Zenith Builder (Jerry Shepard)
15. 07:12 PM - Re: First Flight of 601EL, Really! (Ron Lendon)
16. 07:35 PM - Re: Zenith Builder (Art Gibeaut)
17. 07:46 PM - Engine cowling placement (Ken)
18. 07:50 PM - Re: Zenith Builder (Jerry Shepard)
19. 08:17 PM - Re: Engine cowling placement (Craig Payne)
20. 08:18 PM - Re: spark plugs and rain (kmccune)
21. 08:56 PM - Re: Zenith Builder (Andrewlieser)
Message 1
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| Subject: | Re: chargers for Odyssey |
The nice thing about Odyssey Batteries, is they don't dip in cold weather
like regular lead acid. My PC-680 has never had any cold weather issues
even at -5F. Providing I put on the engine preheater enough to get the
engine warm the PC-680 stills spins it plenty fast.
Jeff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186484#186484
Message 2
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| Subject: | N55ZC: first pictures |
I just got the first pictures of my (nearly) completed aircraft. They're on
my LiveJournal at http://jmaynard.livejournal.com/336142.html .
--
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 10 June)
Message 3
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| Subject: | Re: N55ZC: first pictures |
Whow ! Nice looking.....
----- Original Message -----
From: "Jay Maynard" <jmaynard@conmicro.com>
Sent: Friday, June 06, 2008 7:51 AM
Subject: Zenith-List: N55ZC: first pictures
>
> I just got the first pictures of my (nearly) completed aircraft. They're
> on
> my LiveJournal at http://jmaynard.livejournal.com/336142.html .
> --
> 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 10 June)
>
>
>
Message 4
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| Subject: | Re: N55ZC: first pictures |
That's one great looking Zodiac Jay.
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom
I just got the first pictures of my (nearly) completed aircraft. They're on
my LiveJournal at http://jmaynard.livejournal.com/336142.html .
--
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 10 June)
Message 5
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| Subject: | First Flight of 601EL, Really! |
601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes
down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL),
and managed to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little
better full power output. While looking at the RPMs (2550), I then
looked up and noticed that the speed was 70mph and I was a lot closer to
the end of the runway than I felt comfortable with. Now I know that the
real first flight was done by Gus Warren but that flight also was just
above the runway, not actually in the pattern. Knowing that I wouldn't
stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while tethered
to the ground, I elected to do a very shallow climb out while looking
down to see where I would put it in the event of an engine failure. I
never noticed before how really poor the terrain is on the end of 8R at
F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice
with stalls, etc) and made the right tun to crosswind. By the time I
turned downwind, I was still only 700' and still climbing. The speed was
inching up to about 110mph and by the time I was abeam the approach
numbers, I noticed someone on a three mile final so I extended the
downwind considerably. I throttled back to about 2000 and then turned
Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a
little hot but it floated for awhile and then touched down in the nicest
3-point attitude (if I had a tailwheel), with the nose coming down
shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use
the riveted ailerons). I was able to trim up the elevator slightly on
downwind which gave my arm a rest. I had just gotten done with three
hours in a Gobosh 700 with balanced controls, so I may have been
mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously,
let me note that I cut the openings of the 601cowl to the recommended
diameter of 4 7/8" (actually mine missed the mark slightly as I cut it
to just 4 3/4") Previously, I had not made the cuts to the nose bowl
and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just
after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9
4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight
around the pattern was just before the 12:30 data (the 12:30 reading was
after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
Message 6
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| Subject: | Re: First Flight of 601EL, Really! |
Thats good news, congratulations.
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
2008/6/6, Scott Thatcher <s_thatcher@bellsouth.net>:
> 601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
>
> OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes
> down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and
> managed to get about 5 feet of air between me and the tires.
>
> On the third attempt, I switched to the right ignition and got a little
> better full power output. While looking at the RPMs (2550), I then looked up
> and noticed that the speed was 70mph and I was a lot closer to the end of
> the runway than I felt comfortable with. Now I know that the real first
> flight was done by Gus Warren but that flight also was just above the
> runway, not actually in the pattern. Knowing that I wouldn't stop in time, I
> elected to continue flying.
>
> Since I had not done a test with the nose pointed upward while tethered to
> the ground, I elected to do a very shallow climb out while looking down to
> see where I would put it in the event of an engine failure. I never noticed
> before how really poor the terrain is on the end of 8R at F45!
>
> I climbed at about 500 fpm and 90 mph (I'll get better as I practice with
> stalls, etc) and made the right tun to crosswind. By the time I turned
> downwind, I was still only 700' and still climbing. The speed was inching up
> to about 110mph and by the time I was abeam the approach numbers, I noticed
> someone on a three mile final so I extended the downwind considerably. I
> throttled back to about 2000 and then turned Base followed by a quick turn
> to final.
>
> Descending at 500 fpm and a speed of 90mph, I came over the numbers a little
> hot but it floated for awhile and then touched down in the nicest 3-point
> attitude (if I had a tailwheel), with the nose coming down shortly after. I
> did not use flaps on takeoff or on final.
>
> As far as handling, the elevator seemed heavy as did the ailerons (I use the
> riveted ailerons). I was able to trim up the elevator slightly on downwind
> which gave my arm a rest. I had just gotten done with three hours in a
> Gobosh 700 with balanced controls, so I may have been mentally comparing the
> two without knowing it.
>
> Oh yes, and for those who mentioned that I was running hot previously, let
> me note that I cut the openings of the 601cowl to the recommended diameter
> of 4 7/8" (actually mine missed the mark slightly as I cut it to just 4
> 3/4") Previously, I had not made the cuts to the nose bowl and my temps got
> fairly hot.
>
> Here are the numbers I encountered during the high speed taxi and just after
> the first true flight along with the time of day.
>
> Activity Taxi ---High Speed Taxi--- Flight
> Time 11:45 11:58 12:10 12:30
> Fuel Pres 4 2.9 2.9 4.3
> Oil Pres 50 40 30 40
> Oil Temp --- 190 225 228
> CHT-CHT 200-350 250-350 250-350 200-320
> EGT-EGT 800-1020 850-1050 800-950 750-950
> RPM's 700-1200 2500 2550 2700
> Voltage 12.2 12.2 11.9 11.7
>
> The two high speed taxis were between 11:58 and 12:10. The actual flight
> around the pattern was just before the 12:30 data (the 12:30 reading was
> after taxiing for about 4-5 minutes)
>
> Hope the data helps the next bunch.
>
> Scott Thatcher, Palm Beach Gardens, FL
> 601XL with Corvair, Registered as E-LSA
> N601EL, http://placestofly.com, EAA203
> http://mykitlog.com/sdthatcher
--
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
Message 7
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| Subject: | Re: First Flight of 601EL, Really! |
Great news Scott! Congratulations.
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom
Scott Thatcher <s_thatcher@bellsouth.net> wrote: 601EL is a 601XL with a
Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes down
runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and managed
to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little better
full power output. While looking at the RPMs (2550), I then looked up and noticed
that the speed was 70mph and I was a lot closer to the end of the runway
than I felt comfortable with. Now I know that the real first flight was done
by Gus Warren but that flight also was just above the runway, not actually
in the pattern. Knowing that I wouldn't stop in time, I elected to continue
flying.
Since I had not done a test with the nose pointed upward while tethered to the
ground, I elected to do a very shallow climb out while looking down to see
where I would put it in the event of an engine failure. I never noticed before
how really poor the terrain is on the end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice with stalls,
etc) and made the right tun to crosswind. By the time I turned downwind,
I was still only 700' and still climbing. The speed was inching up to about
110mph and by the time I was abeam the approach numbers, I noticed someone on
a three mile final so I extended the downwind considerably. I throttled back
to about 2000 and then turned Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a little
hot but it floated for awhile and then touched down in the nicest 3-point attitude
(if I had a tailwheel), with the nose coming down shortly after. I did
not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use the
riveted ailerons). I was able to trim up the elevator slightly on downwind which
gave my arm a rest. I had just gotten done with three hours in a Gobosh
700 with balanced controls, so I may have been mentally comparing the two without
knowing it.
Oh yes, and for those who mentioned that I was running hot previously, let me
note that I cut the openings of the 601cowl to the recommended diameter of 4
7/8" (actually mine missed the mark slightly as I cut it to just 4 3/4") Previously,
I had not made the cuts to the nose bowl and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just after
the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight around
the pattern was just before the 12:30 data (the 12:30 reading was after taxiing
for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
Message 8
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| Subject: | Re: First Flight of 601EL, Really! |
Congratulations Scott ,I know these figures will be beneficial.
Wade Jones South Texas
601XL plans building
Cont. 0200
----- Original Message -----
From: Scott Thatcher
To: Matronics
Sent: Friday, June 06, 2008 2:05 PM
Subject: Zenith-List: First Flight of 601EL, Really!
601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed
passes down runway 8R at F45 (North County Airport in Palm Beach
Gardens, FL), and managed to get about 5 feet of air between me and the
tires.
On the third attempt, I switched to the right ignition and got a
little better full power output. While looking at the RPMs (2550), I
then looked up and noticed that the speed was 70mph and I was a lot
closer to the end of the runway than I felt comfortable with. Now I know
that the real first flight was done by Gus Warren but that flight also
was just above the runway, not actually in the pattern. Knowing that I
wouldn't stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while
tethered to the ground, I elected to do a very shallow climb out while
looking down to see where I would put it in the event of an engine
failure. I never noticed before how really poor the terrain is on the
end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice
with stalls, etc) and made the right tun to crosswind. By the time I
turned downwind, I was still only 700' and still climbing. The speed was
inching up to about 110mph and by the time I was abeam the approach
numbers, I noticed someone on a three mile final so I extended the
downwind considerably. I throttled back to about 2000 and then turned
Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a
little hot but it floated for awhile and then touched down in the nicest
3-point attitude (if I had a tailwheel), with the nose coming down
shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I
use the riveted ailerons). I was able to trim up the elevator slightly
on downwind which gave my arm a rest. I had just gotten done with three
hours in a Gobosh 700 with balanced controls, so I may have been
mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously,
let me note that I cut the openings of the 601cowl to the recommended
diameter of 4 7/8" (actually mine missed the mark slightly as I cut it
to just 4 3/4") Previously, I had not made the cuts to the nose bowl
and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just
after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9
4.3
Oil Pres 50 40 30
40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual
flight around the pattern was just before the 12:30 data (the 12:30
reading was after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
Message 9
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| Subject: | Re: spark plugs and rain |
ooooookaay, so it should be all right to fill your bathtub with
distilled, demineralized water, jump in, and then drop your (plugged in)
hair dryer in with you? Just checkin'.........
Paul Rodriguez
DO NOT ARCHIVE
----- Original Message -----
From: kmccune<mailto:kmccune@somtel.net>
To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Monday, June 02, 2008 8:50 PM
Subject: Zenith-List: Re: spark plugs and rain
<kmccune@somtel.net<mailto:kmccune@somtel.net>>
Rain water does not have any (many?) minerals, so it should not
conduct or short your electrical system.
Kevin
do not archive
--------
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=185970#185970<http://forums
matronics.com/viewtopic.php?p=185970#185970>
http://www.matronics.com/Navigator?Zenith-List<http://www.matronics.com/N
avigator?Zenith-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 10
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| Subject: | Re: First Flight of 601EL, Really! |
Scott
Congratulations.
Double Check your charging circuit. The voltages are too low to
maintain your battery. Anything above 1100 rpm should read in the 13.0
- 14.2 range depending on what you have turned on. (Assuming a JD Dynamo
)
The numbers you show are what I would expect if your were running on
battery only.
You might see 12.2 at slow idle.
Gary Ray
----- Original Message -----
From: Scott Thatcher
To: Matronics
Sent: Friday, June 06, 2008 3:05 PM
Subject: Zenith-List: First Flight of 601EL, Really!
601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed
passes down runway 8R at F45 (North County Airport in Palm Beach
Gardens, FL), and managed to get about 5 feet of air between me and the
tires.
On the third attempt, I switched to the right ignition and got a
little better full power output. While looking at the RPMs (2550), I
then looked up and noticed that the speed was 70mph and I was a lot
closer to the end of the runway than I felt comfortable with. Now I know
that the real first flight was done by Gus Warren but that flight also
was just above the runway, not actually in the pattern. Knowing that I
wouldn't stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while
tethered to the ground, I elected to do a very shallow climb out while
looking down to see where I would put it in the event of an engine
failure. I never noticed before how really poor the terrain is on the
end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice
with stalls, etc) and made the right tun to crosswind. By the time I
turned downwind, I was still only 700' and still climbing. The speed was
inching up to about 110mph and by the time I was abeam the approach
numbers, I noticed someone on a three mile final so I extended the
downwind considerably. I throttled back to about 2000 and then turned
Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a
little hot but it floated for awhile and then touched down in the nicest
3-point attitude (if I had a tailwheel), with the nose coming down
shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I
use the riveted ailerons). I was able to trim up the elevator slightly
on downwind which gave my arm a rest. I had just gotten done with three
hours in a Gobosh 700 with balanced controls, so I may have been
mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously,
let me note that I cut the openings of the 601cowl to the recommended
diameter of 4 7/8" (actually mine missed the mark slightly as I cut it
to just 4 3/4") Previously, I had not made the cuts to the nose bowl
and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just
after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9
4.3
Oil Pres 50 40 30
40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual
flight around the pattern was just before the 12:30 data (the 12:30
reading was after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
Message 11
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| Subject: | Re: spark plugs and rain |
Some of the machines I work with have Vac tubes running 12KVDC on the plate, it
is directly cooled with distilled water from walmart. The pump that circulates
it is well grounded and made of conductive material. So ya, go ahead, it it
turns your crank.
Kevin
--------
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=186562#186562
Message 12
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| Subject: | Re: spark plugs and rain |
That's what theory says.
But I'll let you jump in first...
Carlos
Do not archive
On 6/6/08, paulrod36@msn.com <paulrod36@msn.com> wrote:
> ooooookaay, so it should be all right to fill your bathtub with distilled,
> demineralized water, jump in, and then drop your (plugged in) hair dryer in
> with you? Just checkin'.........
>
> Paul Rodriguez
> DO NOT ARCHIVE
> ----- Original Message -----
> From: kmccune<mailto:kmccune@somtel.net>
> To: zenith-list@matronics.com<mailto:zenith-list@matronics.com>
> Sent: Monday, June 02, 2008 8:50 PM
> Subject: Zenith-List: Re: spark plugs and rain
>
>
> <kmccune@somtel.net<mailto:kmccune@somtel.net>>
>
> Rain water does not have any (many?) minerals, so it should not conduct or
> short your electrical system.
>
> Kevin
> do not archive
>
> --------
> 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=185970#185970<http://forumsmatronics.com/viewtopic.php?p=185970#185970>
>
>
> http://www.matronics.com/Navigator?Zenith-List<http://www.matronics.com/Navigator?Zenith-List>
>
> http://www.matronics.com/contribution<http://www.matronics.com/contribution>
>
>
--
Sent from Gmail for mobile | mobile.google.com
Message 13
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| Subject: | Re: spark plugs and rain |
Actually, the hair dryer and bath tub make very poor weapons. Only
in Hollywood is such a thing a way to kill someone. Even if there
were a real danger from this silly action, the GFI power outlet
required in bath rooms would prevent a significant amount of
electrical shock for the bather.
Paul
do not archive
At 01:07 PM 6/6/2008, you wrote:
>ooooookaay, so it should be all right to fill your bathtub with
>distilled, demineralized water, jump in, and then drop your (plugged
>in) hair dryer in with you? Just checkin'.........
>
>Paul Rodriguez
>DO NOT ARCHIVE
Message 14
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| Subject: | Re: Zenith Builder |
Do you fit this profile?
I complain about every thing but have no Ideas of my own.
Even though I know that al least 6 601's have had fatal crashes, 2 with
the skins coming off and at least 2 with the lower spar cap failing, I
feel the airplane is just fine and it always happens to someone else.
Even though the plans I bought show +6 and _6 "G"s I don't think there
are any problems now that the designer has changed the -"G"s to -3 and
reccomended a limit to the elevator - travel which may be a problem if
your CG is not quite perfect.
Get the picture??? Think about it!!!!
This designer needs to step up to the plate and let those of us that are
building according to his plans just what area of his design is prone to
failure before his published and sold +6 -6 "G"s. and how to remedy the
problem!!
I don't fit all of your criteria, and I have talked to Chris on many
occasions about the changes to his design I have made. Some are just
common sense.
PS Neither the skins or the wings on our 601 will come off...Something
else will fail first.
----- Original Message -----
From: roger lambert
To: zenith-list@matronics.com
Sent: Wednesday, June 04, 2008 5:56 AM
Subject: Zenith-List: Zenith Builder
Do you fit this profile?
1. I'm not an aeronautical engineer, but I read alot about crashes in
other types of high speed, pressurized airplanes built 30 to fifty years
ago and interpolate from that to this airplane.
2. I change the thickness of the metal in one or more parts of the
airplane without consideration of the distribution of the stress loads
to other parts of the airplane.
3. I add doublers to various parts of the airframe also without
structural analysis.
4. I buy materials for construction, sometimes from foreign countries
to save a buck- without getting certifications that the materials meet
the standards.
5. I change the materials from 6061 to 2024 or some other alloy
without getting information as to the appropriateness of that alloy in
that part being verified.
6. I don't care what the airplane is designed for- I'm going to " yank
and bank" because I could have done what Chuck Yeager did if only I had
the chance. My only flight time was in a 152.
7. My medical expired 7-8 years ago.
8. My plane hasn't been finished although I've been working on it for
5+ years. I just keep on making changes to make it better and keep me
from ever having to actually fly it.
9. I'm sure I "know" more than the designer, who is fat or lazy or
incompetent and is trying to hide his mistakes by refusing to help in
the accident investigation and nothing, including the facts is going to
dissuade me from that knowledge. Plus, I called them once and they
didn't get back to me within 30 minutes and I won't stand for being
"dissed" by anybody.
10. I'm sure the FAA and NTSB are fat, lazy and incompetent and really
don't care about these accidents which are surely caused by some design
error and/or are in league with the designer or some tri-lateral
commission to steal our precious freedoms or drain our precious bodily
fluids.
11. I intend to make significant changes to the control surfaces based
on a book I partially read once.
12. I never intend to go back and check the torque on bolts or cable
tensions once the airplane is completed.
13. Despite all this, I fully intend to blame the designer for any
incident that happens anywhere in the world for any kit ot clone ever
built by anyone.
Welcome to the group.
Message 15
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| Subject: | Re: First Flight of 601EL, Really! |
Congratulations Scott, I'm jealous!
do not archive
--------
Ron Lendon, Clinton Township, MI
Corvair Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186615#186615
Message 16
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| Subject: | Re: Zenith Builder |
Sorry Jerry, you lost me with your innuendo based, quasi-logic.
--- On Fri, 6/6/08, Jerry Shepard <jshep00@centurytel.net> wrote:
> From: Jerry Shepard <jshep00@centurytel.net>
> Subject: Re: Zenith-List: Zenith Builder
> To: zenith-list@matronics.com
> Date: Friday, June 6, 2008, 8:37 PM
> Do you fit this profile?
> I complain about every thing but have no Ideas of my own.
>
> Even though I know that al least 6 601's have had fatal
> crashes, 2 with the skins coming off and at least 2 with the
> lower spar cap failing, I feel the airplane is just fine
> and it always happens to someone else.
>
> Even though the plans I bought show +6 and _6
> "G"s I don't think there are any problems now
> that the designer has changed the -"G"s to -3 and
> reccomended a limit to the elevator - travel which may be a
> problem if your CG is not quite perfect.
>
> Get the picture??? Think about it!!!!
>
> This designer needs to step up to the plate and let those
> of us that are building according to his plans just what
> area of his design is prone to failure before his published
> and sold +6 -6 "G"s. and how to remedy the
> problem!!
> I don't fit all of your criteria, and I have talked to
> Chris on many occasions about the changes to his design I
> have made. Some are just common sense.
>
> PS Neither the skins or the wings on our 601 will come
> off...Something else will fail first.
> ----- Original Message -----
> From: roger lambert
> To: zenith-list@matronics.com
> Sent: Wednesday, June 04, 2008 5:56 AM
> Subject: Zenith-List: Zenith Builder
>
>
> Do you fit this profile?
> 1. I'm not an aeronautical engineer, but I read alot
> about crashes in other types of high speed, pressurized
> airplanes built 30 to fifty years ago and interpolate from
> that to this airplane.
>
> 2. I change the thickness of the metal in one or more
> parts of the airplane without consideration of the
> distribution of the stress loads to other parts of the
> airplane.
>
> 3. I add doublers to various parts of the airframe also
> without structural analysis.
>
> 4. I buy materials for construction, sometimes from
> foreign countries to save a buck- without getting
> certifications that the materials meet the standards.
>
> 5. I change the materials from 6061 to 2024 or some other
> alloy without getting information as to the appropriateness
> of that alloy in that part being verified.
>
> 6. I don't care what the airplane is designed for-
> I'm going to " yank and bank" because I could
> have done what Chuck Yeager did if only I had the chance. My
> only flight time was in a 152.
>
> 7. My medical expired 7-8 years ago.
>
> 8. My plane hasn't been finished although I've
> been working on it for 5+ years. I just keep on making
> changes to make it better and keep me from ever having to
> actually fly it.
>
> 9. I'm sure I "know" more than the
> designer, who is fat or lazy or incompetent and is trying
> to hide his mistakes by refusing to help in the accident
> investigation and nothing, including the facts is going to
> dissuade me from that knowledge. Plus, I called them once
> and they didn't get back to me within 30 minutes and I
> won't stand for being "dissed" by anybody.
>
> 10. I'm sure the FAA and NTSB are fat, lazy and
> incompetent and really don't care about these accidents
> which are surely caused by some design error and/or are in
> league with the designer or some tri-lateral commission to
> steal our precious freedoms or drain our precious bodily
> fluids.
>
> 11. I intend to make significant changes to the control
> surfaces based on a book I partially read once.
>
> 12. I never intend to go back and check the torque on
> bolts or cable tensions once the airplane is completed.
>
> 13. Despite all this, I fully intend to blame the
> designer for any incident that happens anywhere in the
> world for any kit ot clone ever built by anyone.
>
> Welcome to the group.
Message 17
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| Subject: | Engine cowling placement |
I just got my O-235 hanging on the 601XL. Today I laid the top cowling on the
engine and I am puzzled about the exact placement. If I lay it so that the rear
edge of the cowling is even with the rear of the top flange on the firewall
the front roll of the opening clears the flywheel about 1/2 an inch. Is that
the correct placement or is that too far back. Assuming that is the correct
placement, would I put my cowling fasteners (haven't picked them out yet, but
would appreciate any recommendations) through the firewall flange or put them
in front of the FW through the skin(s).
Thanks in advance.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186623#186623
Message 18
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| Subject: | Re: Zenith Builder |
we all have an adgenda,---- or do we????
----- Original Message -----
From: "Art Gibeaut" <aagibeaut@yahoo.com>
Sent: Friday, June 06, 2008 7:33 PM
Subject: Re: Zenith-List: Zenith Builder
>
> Sorry Jerry, you lost me with your innuendo based, quasi-logic.
>
>
> --- On Fri, 6/6/08, Jerry Shepard <jshep00@centurytel.net> wrote:
>
>> From: Jerry Shepard <jshep00@centurytel.net>
>> Subject: Re: Zenith-List: Zenith Builder
>> To: zenith-list@matronics.com
>> Date: Friday, June 6, 2008, 8:37 PM
>> Do you fit this profile?
>> I complain about every thing but have no Ideas of my own.
>>
>> Even though I know that al least 6 601's have had fatal
>> crashes, 2 with the skins coming off and at least 2 with the
>> lower spar cap failing, I feel the airplane is just fine
>> and it always happens to someone else.
>>
>> Even though the plans I bought show +6 and _6
>> "G"s I don't think there are any problems now
>> that the designer has changed the -"G"s to -3 and
>> reccomended a limit to the elevator - travel which may be a
>> problem if your CG is not quite perfect.
>>
>> Get the picture??? Think about it!!!!
>>
>> This designer needs to step up to the plate and let those
>> of us that are building according to his plans just what
>> area of his design is prone to failure before his published
>> and sold +6 -6 "G"s. and how to remedy the
>> problem!!
>> I don't fit all of your criteria, and I have talked to
>> Chris on many occasions about the changes to his design I
>> have made. Some are just common sense.
>>
>> PS Neither the skins or the wings on our 601 will come
>> off...Something else will fail first.
>> ----- Original Message -----
>> From: roger lambert
>> To: zenith-list@matronics.com
>> Sent: Wednesday, June 04, 2008 5:56 AM
>> Subject: Zenith-List: Zenith Builder
>>
>>
>> Do you fit this profile?
>> 1. I'm not an aeronautical engineer, but I read alot
>> about crashes in other types of high speed, pressurized
>> airplanes built 30 to fifty years ago and interpolate from
>> that to this airplane.
>>
>> 2. I change the thickness of the metal in one or more
>> parts of the airplane without consideration of the
>> distribution of the stress loads to other parts of the
>> airplane.
>>
>> 3. I add doublers to various parts of the airframe also
>> without structural analysis.
>>
>> 4. I buy materials for construction, sometimes from
>> foreign countries to save a buck- without getting
>> certifications that the materials meet the standards.
>>
>> 5. I change the materials from 6061 to 2024 or some other
>> alloy without getting information as to the appropriateness
>> of that alloy in that part being verified.
>>
>> 6. I don't care what the airplane is designed for-
>> I'm going to " yank and bank" because I could
>> have done what Chuck Yeager did if only I had the chance. My
>> only flight time was in a 152.
>>
>> 7. My medical expired 7-8 years ago.
>>
>> 8. My plane hasn't been finished although I've
>> been working on it for 5+ years. I just keep on making
>> changes to make it better and keep me from ever having to
>> actually fly it.
>>
>> 9. I'm sure I "know" more than the
>> designer, who is fat or lazy or incompetent and is trying
>> to hide his mistakes by refusing to help in the accident
>> investigation and nothing, including the facts is going to
>> dissuade me from that knowledge. Plus, I called them once
>> and they didn't get back to me within 30 minutes and I
>> won't stand for being "dissed" by anybody.
>>
>> 10. I'm sure the FAA and NTSB are fat, lazy and
>> incompetent and really don't care about these accidents
>> which are surely caused by some design error and/or are in
>> league with the designer or some tri-lateral commission to
>> steal our precious freedoms or drain our precious bodily
>> fluids.
>>
>> 11. I intend to make significant changes to the control
>> surfaces based on a book I partially read once.
>>
>> 12. I never intend to go back and check the torque on
>> bolts or cable tensions once the airplane is completed.
>>
>> 13. Despite all this, I fully intend to blame the
>> designer for any incident that happens anywhere in the
>> world for any kit ot clone ever built by anyone.
>>
>> Welcome to the group.
>
>
>
>
>
>
>
Message 19
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| Subject: | Engine cowling placement |
I don't know about the O-235 cowling but with the Jabiru 3300 cowling there
is excess at the rear of the top and bottom cowls which is trimmed off after
fitting the front of the cowls to the prop flange.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Ken
Sent: Friday, June 06, 2008 8:44 PM
Subject: Zenith-List: Engine cowling placement
I just got my O-235 hanging on the 601XL. Today I laid the top cowling on
the engine and I am puzzled about the exact placement. If I lay it so that
the rear edge of the cowling is even with the rear of the top flange on the
firewall the front roll of the opening clears the flywheel about 1/2 an
inch. Is that the correct placement or is that too far back. Assuming that
is the correct placement, would I put my cowling fasteners (haven't picked
them out yet, but would appreciate any recommendations) through the firewall
flange or put them in front of the FW through the skin(s).
Thanks in advance.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186623#186623
Message 20
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| Subject: | Re: spark plugs and rain |
We actually measure the conductance of the distilled water, it goes up with time,
dissimilar metals and bad luck..... But it starts at around 2uS/cm.
Not theory at all.
Kevin
--------
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=186627#186627
Message 21
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| Subject: | Re: Zenith Builder |
Interesting side note; I previously owned a set of Sonex plans (set 929 dated prior
to sport pilot licensing) and that design was rated at +6 /-6 in the aerobatic
category and +6 /-3 in the utility category. A quick check of their website
and it now shows +4.4 /-2.2 in the utility and +6/-3 in the aerobatic loading
category. This makes me think that maybe manufacturers are getting a little
more cautious since the sport pilot licensing began and would appear that
this is not just a Zenith problem but rather all manufacturers are scared by less
experienced pilots over controlling their designs. Just an FYI
Do Not Archive
--------
Andrew Lieser
S/N 6-7045
http://websites.expercraft.com/andrewlieser
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186634#186634
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