Today's Message Index:
----------------------
1. 06:06 AM - Re: Zenith Builder (Yak52@aol.com)
2. 06:46 AM - 701 w/o slats (Robert Schoenberger)
3. 07:06 AM - Re: Engine cowling placementEngine cowling placementEngine cowling placement (Edward Moody II)
4. 07:31 AM - Re: Engine cowling placementEngine cowling placementEngine cowling placement (steve)
5. 08:11 AM - Re: 701 w/o slats (ronlee)
6. 09:25 AM - Chat Room Reminder for the "Digesters" (George Race)
7. 10:41 AM - getting the engine from the crate to the firewall (Alex MacKay)
8. 11:20 AM - Re: getting the engine from the crate to the firewall (Jaybannist@cs.com)
9. 11:27 AM - Re: getting the engine from the crate to the firewall (LarryMcFarland)
10. 11:56 AM - Re: Zenith601-List: FYI Corvair starter gear fracture (Afterfxllc@aol.com)
11. 11:56 AM - Re: getting the engine from the crate to the firewall (steve)
12. 02:30 PM - Nose Wheel Bearings Questions (lwhitlow)
13. 04:24 PM - Re: Nose Wheel Bearings Questions (LarryMcFarland)
14. 04:34 PM - Re: First Flight of 601EL, Really! (n801bh@netzero.com)
15. 05:26 PM - Re: getting the engine from the crate to the firewall (Ron Lendon)
16. 06:41 PM - Re: N55ZC: first pictures (leinad)
Message 1
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| Subject: | Re: Zenith Builder |
The +6-6 was ultimate load.
If you have made changes that will insure that the wings do not come off,
I'm sure everyone agrees that you should keep it a secret. After all, only the
"enlightened" should be saved; and you can gleefully count the crashes of
those who didn't come to worship at your throne. More importantly, without that
information, your changes can never be examined, unlike Mr. Heintz who is
under perpetual scrutiny and criticism by members of this group. .
**************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 2
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In a recent issue of Zenair, Chris H. discussed the 701's performance
with and without the slats. Without the slats, much of the STOL
characteristics were absent, but the landing and takeoff angles of
approach appear to be more "normal". Can anyone give me some specific
performance figures and handling without slats? I am particularly
interested in the minimum length of runway required for takeoff and
landing for a pilot of average skills. I am in the process of planning
a grass strip on my 34 country acres, and this information will be
muchly appreciated. I can get a 1000' strip. Takeoff will be with the
wind and slightly downhill. Landings will be into the wind and slightly
uphill. Thank you in advance. Robert Schoenberger 701 - probably 80 hp
912.
Message 3
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| Subject: | Re: Engine cowling placementEngine cowling placementEngine |
cowling placement
Pete and Mark at Jabiru USA in Tennessee also demonstrat trimming the
cowl for optimum fit at their seminar.
Ed
Message 4
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| Subject: | Re: Engine cowling placementEngine cowling placementEngine |
cowling placement
So you all are saying that my nine inch overlap at the fuselage is too
much ????
----- Original Message -----
From: Edward Moody II
To: zenith-list@matronics.com
Sent: Sunday, June 08, 2008 7:03 AM
Subject: Re: Zenith-List: Engine cowling placementEngine cowling
placementEngine cowling placement
Pete and Mark at Jabiru USA in Tennessee also demonstrat trimming the
cowl for optimum fit at their seminar.
Ed
Message 5
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| Subject: | Re: 701 w/o slats |
You will be able to land and take of in shorter distances with the slats.
will it take more skill, absolutely. With slats when you flare you will be DONE
flying. With out slats and VGs installed you will get some float, much easier
to land. I don't see much difference in the take off distance though.
--------
Ron Lee
Tucson, Arizona
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186785#186785
Message 6
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| Subject: | Chat Room Reminder for the "Digesters" |
Please join us for our Monday evening chat room starting around 8:00 PM
Eastern Time.
<http://www.mykitairplane.com/chat/> http://www.mykitairplane.com/chat/
George
CH-701 Registered as N73EX
Do Not Archive
Message 7
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| Subject: | getting the engine from the crate to the firewall |
Hi Folks
My Jabiru 3300 is in a pallet in the back of my truck. I am looking for a
convenient way to move it out of the truck to my garage and later to
attach it to the firewall. Since I usually work alone, I would like to
have a technique which saves my back.
Any suggestions are appreciated?
Alex MacKay
601HDS/3300
Message 8
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| Subject: | getting the engine from the crate to the firewall |
Alex,
I went ahead and bought a Harbor Freight 1-ton shop crane. It was not very expensive,
is high quality and is foldable for relatively compact storage. With it,
I was able to un-crate and mount the engine without any help (and no back pain!).
It has proved useful for lifting many things other than the engine (such
as wings during final assembly).
Jay in Dallas
Alex MacKay <mackay@physics.ubc.ca> wrote:
>
>Hi Folks
>
>My Jabiru 3300 is in a pallet in the back of my truck. I am looking for a
>convenient way to move it out of the truck to my garage and later to
>attach it to the firewall. Since I usually work alone, I would like to
>have a technique which saves my back.
>
>Any suggestions are appreciated?
>
>Alex MacKay
>
>601HDS/3300
>
>
Message 9
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| Subject: | Re: getting the engine from the crate to the firewall |
Hi Alex,
In the link below you'll see a double cable come-along floor crane that
I made for putting to 1500 lbs
high enough to put a large boat engine in a sea-ray while it was on the
trailer in my garage.
It's also been handy for putting a Stratus Subaru on my 601HDS. I used
1-1/2 x 2-1/2 x 1/8-in rectangle tube
and 3-in channel for the base with casters. Don't scrimp on the
ratcheting-cable and buy a 3,000 lb capacity one
from Harbor Freight for the rear end and a 2,000 lb capacity one for the
engine end. Also use Grade 5, 1/2-in bolts.
http://www.macsmachine.com/images/subaruengine/full/hangengine2.gif
Not a hard one to make in any case and you can take it down and hang it
on a wall when you're done with it.
Save your back ;-)
Larry McFarland 601HDS at www.macsmachine.com
>
> Hi Folks
>
> My Jabiru 3300 is in a pallet in the back of my truck. I am looking
> for a convenient way to move it out of the truck to my garage and
> later to attach it to the firewall. Since I usually work alone, I
> would like to have a technique which saves my back.
>
> Any suggestions are appreciated?
>
> Alex MacKay
>
> 601HDS/3300
>
>
Message 10
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| Subject: | Re: Zenith601-List: FYI Corvair starter gear fracture |
For Your Information....
I have 90+ hours on my 601HDS with a Corvair engine.
During engine teardown I found two fractures on the front starter ring gear.
One fracture was 1/4 long and on the top part of one web. The second fracture
was completely across the bottom of a web and was hidden by the alternator
pully. Will replace with a solid ring gear with no webs.
GPJ,
We have been seeing a lot of fractures (one of ours included) and 7 more I
know of. I have just received the first shipment of the new CNC machined solid
ring gears and will be making an update on the web site tonight offering
these for sale. We had a standard ring gear tested and found the center hole to
have been slightly offset causing it to run untrue. That's why we decided to
CNC cut the center hole and test it to 4,000 rpm's to insure it runs true.
Jeff
_www.areoliteproducts.com_ (http://www.areoliteproducts.com)
**************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 11
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| Subject: | Re: getting the engine from the crate to the firewall |
At Sams Club I purchase an engine lift for $174. Its well worth the
price.....
SW
----- Original Message -----
From: "Alex MacKay" <mackay@physics.ubc.ca>
Sent: Sunday, June 08, 2008 10:38 AM
Subject: Zenith-List: getting the engine from the crate to the firewall
>
> Hi Folks
>
> My Jabiru 3300 is in a pallet in the back of my truck. I am looking for a
> convenient way to move it out of the truck to my garage and later to
> attach it to the firewall. Since I usually work alone, I would like to
> have a technique which saves my back.
>
> Any suggestions are appreciated?
>
> Alex MacKay
>
> 601HDS/3300
>
>
>
Message 12
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| Subject: | Nose Wheel Bearings Questions |
All
I've been working on the nose gear and pulled the Matco Wheel out for a test fit
(kit is from Nov 2005)
The included bearings have the name Azusua on them and are stamped made in China.
Any issues with these wheels / bearings that anyone would care to comment on??
And while we're at it, What grease should I pack them with and how often should
I repack them?
Thanks in Advance
Larry
601XL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186858#186858
Message 13
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| Subject: | Re: Nose Wheel Bearings Questions |
Larry,
I've never heard or read anything that cast doubt on Azusua Bearing
quality. I thought the bearings would be sealed each side and not
require any grease.
If you need to inspect these every year (without seals), it's probably a
good idea to repack them at annual inspection with any good white
lithium grease.
Larry McFarland 601HDS at www.macsmachine.com
lwhitlow wrote:
>
> All
>
> I've been working on the nose gear and pulled the Matco Wheel out for a test
fit (kit is from Nov 2005)
>
> The included bearings have the name Azusua on them and are stamped made in China.
>
> Any issues with these wheels / bearings that anyone would care to comment on??
And while we're at it, What grease should I pack them with and how often should
I repack them?
>
> Thanks in Advance
>
> Larry
> 601XL
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=186858#186858
>
>
>
Message 14
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| Subject: | Re: First Flight of 601EL, Really! |
Congrats to you.. !!!!!!!!!!!
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "Scott Thatcher" <s_thatcher@bellsouth.net> wrote:
601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine. OK G
uys, I did it! At 12:30 today (Friday), I made two high speed passes dow
n 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 t
hird attempt, I switched to the right ignition and got a little better f
ull 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 t
he runway than I felt comfortable with. Now I know that the real first f
light was done by Gus Warren but that flight also was just above the run
way, 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 shal
low climb out while looking down to see where I would put it in the even
t of an engine failure. I never noticed before how really poor the terr
ain 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 sti
ll 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 5
00 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 ab
le 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 previous
ly, let me note that I cut the openings of the 601cowl to the recommende
d 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 a
nd my temps got fairly hot. Here are the numbers I encountered during th
e high speed taxi and just after the first true flight along with the ti
me of day. Activity Taxi ---High Speed Taxi--- Fl
ightTime 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.
3Oil Pres 50 40 30 4
0Oil Temp --- 190 225 228 C
HT-CHT 200-350 250-350 250-350 200-320EGT-EGT 800-102
0 850-1050 800-950 750-950RPM's 700-1200 2500
2550 2700Voltage 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 da
ta (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
========================
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=
____________________________________________________________
Help is here! Click now for simple and easy Financial Advice.
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RpfXEkBjjXcly6MhOR2AXZBZ6TKjA/
Message 15
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| Subject: | Re: getting the engine from the crate to the firewall |
I bought the Harbor Freight 3552 1 ton arbor press and used it to lift and position
a Smithy Granite 1324 3 in 1 machine, about 650lbs.
There are some pictures here:
http://mykitlog.com/users/display_log.php?user=rlendon&project=113&category=0&log=44888&row=67
I also just used it as a hanging rack for painted Light Sport Recumbent Bicycle
parts.
--------
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=186894#186894
Message 16
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| Subject: | Re: N55ZC: first pictures |
Jay,
It looks gorgeous in every detail!
Dan Dempsey
(do not archive)
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=186905#186905
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