Today's Message Index:
----------------------
1. 05:52 AM - Re: Altimeters (n801bh@netzero.com)
2. 07:11 AM - Re: Altimeters (Jim McBurney)
3. 07:12 AM - Re: 601XL -You Can't Always Trust ATIS (japhillipsga@aol.com)
4. 07:34 AM - Re: Altimeters (Iberplanes IGL)
5. 07:57 AM - Re: Re: helping kids build a plane (Juan Vega)
6. 08:48 AM - Re: Altimeters (John Goodings)
7. 09:11 AM - Re: In flight adjustable prop (Gig Giacona)
8. 09:14 AM - Re: 601XL -You Can't Always Trust ATIS (Gig Giacona)
9. 09:17 AM - Re: [Probable Spam] Re: Altimeters (LarryMcFarland)
10. 10:01 AM - Re: Re: helping kids build a plane ()
11. 10:54 AM - Re: 601XL Wing Failure 4/7/2008 (gnuse)
12. 11:23 AM - Re: [Probable Spam] Re: Altimeters (Iberplanes IGL)
13. 11:50 AM - [Probable Spam] Re: Altimeters (Gig Giacona)
14. 01:35 PM - Re: [Probable Spam] Re: Altimeters (Juan Vega)
15. 02:53 PM - Re: [Probable Spam] Re: Altimeters (Paul Mulwitz)
16. 04:54 PM - Re: Altimeters (Bill Naumuk)
17. 05:37 PM - Re: [Probable Spam] Re: Altimeters (LarryMcFarland)
18. 05:37 PM - Re: Re: 601XL Wing Failure 4/7/2008 (Rick Lindstrom)
19. 06:49 PM - Re: 601XL Wing Failure 4/7/2008 (Sabrina)
20. 08:44 PM - Re: Re: Over filling during flight? (raymondj)
21. 10:05 PM - steam gauges (Darrell Haas)
22. 10:23 PM - Re: steam gauges (jetboy)
23. 10:40 PM - Re: Re: helping kids build a plane (JohnDRead@aol.com)
24. 11:18 PM - Re: [Probable Spam] Re: Altimeters (Iberplanes IGL)
Message 1
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Ben Haas
N801BH
www.haaspowerair.com
The "non sensitive" one can stand being yelled at when you are not at th
e proper altitude.. The "Sensitive" one will pack its bags and move home
to her mother..... do not archive
-----Original Message-----
From: Bill Naumuk <naumuk@alltel.net>
Sent: Mon, 21 Jul 2008 7:15 pm
Subject: Zenith-List: Altimeters
All- What's the difference between a "Sensitive" and a "Non-sensitive
" altimeter? Going Dynon for primary, researching backup steam gauges.Bi
ll Naumuk
Townville, Pa.
HDS Systems/Corvair 95%
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Message 2
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Hi, Bill,
All said before re: sensitive vs nonsensitive altimeters is right, but the
Kollsman window post is the critical one. ATC wants you to maintain
altitude ref MSL, which you CANNOT do in the air unless you can set your
altimeter to local barometric pressure. So if you go X/C or the barometer
changes while you're aloft, you have no reference. It also helps to know
your height above ground when you approach to land! Get a sensitive
altimeter -- the others are for J-3 restorations.
Do not archive
Blue skies and tailwinds
Jim
CH-801
DeltaHawk diesel
Augusta GA
90% done, 90% left
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| Subject: | Re: 601XL -You Can't Always Trust ATIS |
Zenith Drivers, last Saturday morning I was flying to Tennessee from south?Georgia.
I was at 5500 feet and had been flying about 90 minutes. As I got close to
Chattanooga airspace I flipped to ATIS for an altimeter update. I listened twice
for the setting and it was 30.10. So I corrected the altimeter and up it
went to 7200 feet! That just was not right. I checked my GPS which always reads
about 250 feet low and it was at 5250. But I did not change back. I landed a
while later at Hardwick and there was a 1700 foot difference in my altimeter
and the field level. Just goes to show?you got to trust your plane and your eyeballs.
ATIS is only as good as the fellows that program it. Best wishs and blue
skys, Bill of Georgia
-----Original Message-----
From: n801bh@netzero.com <n801bh@netzero.com>
Sent: Tue, 22 Jul 2008 8:48 am
Subject: Re: Zenith-List: Altimeters
Ben Haas
N801BH
www.haaspowerair.com
The "non sensitive" one can stand being yelled at when you are not at the proper
altitude..
?The "Sensitive" one will pack its bags and move home to her mother.....
?
do not archive
-----Original Message-----
From: Bill Naumuk <naumuk@alltel.net>
Sent: Mon, 21 Jul 2008 7:15 pm
Subject: Zenith-List: Altimeters
All-
??? What's the difference between a "Sensitive" and a "Non-sensitive" altimeter?
Going Dynon for primary, researching backup steam gauges.
Bill Naumuk
Townville, Pa.
HDS Systems/Corvair 95%
Email message sent from CompuServe - visit us today at http://www.cs.com
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Message 4
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Hello,
What about this one?
http://www.aircraftspruce.com/catalog/inpages/tlaltimeter.php
Altimeter TL-3524 is an altimeter with encoder in one. With the Altimeter,
not only you can save weight by having two instruments in one but in
addition it is also one of the first encoders that transmit the code
immediately after the turn-on. In your Altimeter, you can easily set the
height that is to be kept - the instrument will then inform you whether you
are above or bellow this set height, the MDA, approach.
The instrument also informs you on reaching the transition altitude, the
height with lack of oxygen etc. Using a PC and the program that is a part of
the delivery, the Altimeter also enables you any time to go through the
history of measured values.Size: 2-1/4" Not FAA approved. For
homebuilt/experimental only.
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
----------------------------------------------
Zodiac 601 XL Builder
Serial: 6-7011
Tail Kit: Finished
Wings: Not Started
Fuselage: Ordered
Engine: Jabiru 3300
Message 5
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| Subject: | Re: helping kids build a plane |
they did it through the dade county public schools, and the non profit (barrington
Irving) has its own general liabil,ity insurnce.
i will get more info on it for you.
juan
-----Original Message-----
>From: JohnDRead@aol.com
>Sent: Jul 21, 2008 11:48 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Re: helping kids build a plane
>
>Hello Juan;
> How was you program insured? I have been trying to do a
>similar program in my local high school but the insurance companies keep stopping
>me!
>
>John Read
>
>Phone: 303-648-3261
>Fax: 303-648-3262
>Cell: 719-494-4567
>
>Do not archive
>
>
>
>
>**************Get fantasy football with free live scoring. Sign up for
>FanHouse Fantasy Football today.
>(http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020)
Message 6
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The sensitive altimeter is the one with 2 or 3 hands (10', 100', 1000') as
has already been said. BUT, an important difference is that an
insensitive altimeter (typically 1 hand, 1 rotation, 100' increments) can
use internal cabin pressure for static pressure. But a sensitive
altimeter requires a GOOD static pressure port. This can be hard to
achieve - the side of the front fuselage (a la Cessna) is a bit hit and
miss, in my opinion. (I know people who have installed 3 before they got
something that read correctly.) We used a combined pitot tube/static
pressure port from a crashed Piper mounted 2/3 of the way out from the
fuselage under the wing. From the beginning, it gave correct airspeed and
altimeter readings. Maybe we were lucky! (The altimeter, of course, uses
just the static pressure reading.)
John Goodings, C-FGPJ, CH601HD with R912S, Carp/Ottawa/Toronto.
Message 7
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| Subject: | Re: In flight adjustable prop |
I have an opinion on the IVO prop that started from information from someone I
trust and was supported from some online study but I'm not going to voice it.
BUT, and it may not matter to you, if you install the inflight adjustable prop
your aircraft is no longer LSA compliant EVEN if you set it up in a way that the
ability to adjust it in flight has been disabled. I got that in writing (well
e-mail) from a FSDO.
--------
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=194368#194368
Message 8
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| Subject: | Re: 601XL -You Can't Always Trust ATIS |
I had that happen once flying near Little Rock AR. I reported it to LIT Approach.
They took the ATIS offline for about 5 minutes when it came back it was right.
japhillipsga(at)aol.com wrote:
> Zenith Drivers, last Saturday morning I was flying to Tennessee from south Georgia.
I was at 5500 feet and had been flying about 90 minutes. As I got close
to Chattanooga airspace I flipped to ATIS for an altimeter update. I listened
twice for the setting and it was 30.10. So I corrected the altimeter and up it
went to 7200 feet! That just was not right. I checked my GPS which always reads
about 250 feet low and it was at 5250. But I did not change back. I landed
a while later at Hardwick and there was a 1700 foot difference in my altimeter
and the field level. Just goes to show you got to trust your plane and your
eyeballs. ATIS is only as good as the fellows that program it. Best wishs and
blue skys, Bill of Georgia
>
>
> --
--------
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=194369#194369
Message 9
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Alberto,
The barometrically adjustable sensitive altimeter is a better selection
as the encoder weighs very little.
Rather than have one component combined taking down both in a
malfunction, the digital face is
not be a very effective way to convey altitude as changes. Doubt a
standard repair shop
would be interested in fixing the electronic combined altimeter/encoder.
Being able to set barometric and visualize the altitude in flight is
important.
http://www.macsmachine.com/images/completion/full/panelatcruise.gif
Only in an Engine Information System or glass instrument set does the
combining of sensor outputs become economical and
useful, just my personal perspective of course.
Larry McFarland 601HDS at www.macsmachine.com
Iberplanes IGL wrote:
> Hello,
>
> What about this one?
>
> http://www.aircraftspruce.com/catalog/inpages/tlaltimeter.php
>
>
> Altimeter TL-3524 is an altimeter with encoder in one. With the
> Altimeter, not only you can save weight by having two instruments in
> one but in addition it is also one of the first encoders that transmit
> the code immediately after the turn-on. In your Altimeter, you can
> easily set the height that is to be kept - the instrument will then
> inform you whether you are above or bellow this set height, the MDA,
> approach.
>
> The instrument also informs you on reaching the transition altitude,
> the height with lack of oxygen etc. Using a PC and the program that is
> a part of the delivery, the Altimeter also enables you any time to go
> through the history of measured values.Size: 2-1/4" Not FAA approved.
> For homebuilt/experimental only.
>
>
> Alberto Martin
> www.iberplanes.es <http://www.iberplanes.es>
> Igualada - Barcelona - Spain
Message 10
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| Subject: | Re: helping kids build a plane |
John,
If you need info on starting a school project; check out our website.
We built a CH- 701 and started a CH- 601 at the Central Kitsap JR high
school.
The web address is:
http://ckjh.cksd.wednet.edu/staff/airplane/
If you have any other questions please feel free to ask.
Brady
206-335-7829
Magnificent Machine <http://www.magnificentmachine.com/> LLC
Message 11
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| Subject: | Re: 601XL Wing Failure 4/7/2008 |
tigerrick(at)mindspring.c wrote:
> Sabrina, I second the sentiment that "you rock". Indeed!
>
> As for the "pan fei fei" part, that's so cool. You can be the beautiful flying
butterfly until the inevitable middle-age spread hits you (like the majority
of the rest of us old farts), and it only takes a slight tonal change to maintain
accuracy.
>
> Looking forward to meeting you at OSH.
>
> Rick Lindstrom
> N42KP
>
> P.S. My own Zodiac made it back to Northern California just fine after its 16.9
hour round-trip to KAWO and back. Miracle of miracles, the wings didn't suddenly
fold up and hit anybody on the head!
>
>
> --
You are IMHO a truly insensitive person. Your P.S. comment was surely without
forethought.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194408#194408
Message 12
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Hello Larry,
Ok, nice tip you gave me. Soon I=B4ll have to take a decision on avionics.
Last Sunday while I was flying our P96 the Dynon sent a nice message
something like "Max temperature Reached" and then it shut down. It was
really hot, 37C degrees, I tought the engine was having trouble but the
912ULS was ok, both oil and water on the green arc. The problem was the
Dynon......
For my XL I like the MGL Oddisey, but now I=B4m reconsidering my ideas....
AMD
has a nice cockpit, the "six pack" and Dynon for engine.
Well, thanks for the tip.
--
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
----------------------------------------------
Zodiac 601 XL Builder
Serial: 6-7011
Tail Kit: Finished
Wings: Not Started
Fuselage: Ordered
Engine: Jabiru 3300
Message 13
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| Subject: | Re: [Probable Spam] Re: Altimeters |
Add a large computer cooling fan behind the panel. You won't have that problem
again. The max operating temp is 50C. If it is getting that hot behind your panel
then you are probably going to start cooking some other things that aren't
as smart as the Dynon.
Another plus to the fan is that if you vent it right it will double as a defogger
for the canopy.
Iberplanes wrote:
> Hello Larry,
>
> Ok, nice tip you gave me. Soon Ill have to take a decision on avionics. Last
Sunday while I was flying our P96 the Dynon sent a nice message something like
"Max temperature Reached" and then it shut down. It was really hot, 37C degrees,
I tought the engine was having trouble but the 912ULS was ok, both oil and
water on the green arc. The problem was the Dynon......
>
> For my XL I like the MGL Oddisey, but now Im reconsidering my ideas... AMD has
a nice cockpit, the "six pack" and Dynon for engine.
>
> Well, thanks for the tip.
>
>
> --
> Alberto Martin
>
--------
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=194418#194418
Message 14
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| Subject: | Re: [Probable Spam] Re: Altimeters |
50 C is over 122 degrees! I run my Dynons at over 100 F all the time. I would
call Dynon and see if they want to check the part out. It sounds suspect that
a product in the cabin coud not take hot temps at 37c, thats not out of its element.
Juan
-----Original Message-----
>From: Gig Giacona <wrgiacona@gmail.com>
>Sent: Jul 22, 2008 2:47 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: [Probable Spam] Re: Altimeters
>
>
>Add a large computer cooling fan behind the panel. You won't have that problem
again. The max operating temp is 50C. If it is getting that hot behind your panel
then you are probably going to start cooking some other things that aren't
as smart as the Dynon.
>
>Another plus to the fan is that if you vent it right it will double as a defogger
for the canopy.
>
>
>Iberplanes wrote:
>> Hello Larry,
>>
>> Ok, nice tip you gave me. Soon Ill have to take a decision on avionics. Last
Sunday while I was flying our P96 the Dynon sent a nice message something like
"Max temperature Reached" and then it shut down. It was really hot, 37C degrees,
I tought the engine was having trouble but the 912ULS was ok, both oil and
water on the green arc. The problem was the Dynon......
>>
>> For my XL I like the MGL Oddisey, but now Im reconsidering my ideas... AMD has
a nice cockpit, the "six pack" and Dynon for engine.
>>
>> Well, thanks for the tip.
>>
>>
>> --
>> Alberto Martin
>>
>
>
>--------
>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=194418#194418
>
>
Message 15
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| Subject: | Re: [Probable Spam] Re: Altimeters |
Hi Juan,
I agree with you that 50 degrees Celsius is very hot. If the cabin
temperature was 37 C then it is not hard to believe it was over 50 C
inside the Dynon box. I have never worked on electronics designed to
work over 50 degrees C. The actual components are only rated to a
maximum of 70 C unless you select military grade components which
cost a lot more than the commercial ones. The difference between the
50 degree specification and the 70 degree one for the chips is the
designer's margin. This is similar to the extra strength a
mechanical or aeronautical engineer builds into his design.
Perhaps a fan to keep the back of the instrument panel cool is a good
idea. Even some vents in the top of the area in front of the
instrument panel would be helpful from convection cooling.
Paul
XL getting close (recovering electrical engineer)
do not archive
At 01:31 PM 7/22/2008, you wrote:
>50 C is over 122 degrees! I run my Dynons at over 100 F all the
>time. I would call Dynon and see if they want to check the part
>out. It sounds suspect that a product in the cabin coud not take
>hot temps at 37c, thats not out of its element.
>
>Juan
Message 16
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Bryan-
This is probably the best description of the difference posted. I
assume (And this is a big assumption) that the readings within the sweep
of the one hand are as accurate as those of the "Sensitive" alts.
If my assumption is correct, since this is intended to be a backup
instrument to the D-100 I'll be OK. I'm a relative flat-lander and have
only busted 6-7K feet in a rental in Colorado.
Everyone, do your best to dissuade me- open season.
Doesn't matter, I have to work on the house anyway. Check this out:
Contracted a guy to put siding on the front of the house. Gave him
an idea of what needed to be done and a rough estimate of the time it
would take. He left, then half hour later came back and said he couldn't
work under a homeowner's time estimate and no quoted. This is after the
materials had already been ordered.
I estimated the worst portion of the job would take 2 hrs. After he
no-quoted I was so pissed I went out and did it myself in 22 minutes.
And people wonder why it's taken me so long to complete my
project!!!!
Bill
do not archive
----- Original Message -----
From: Bryan Martin
To: zenith-list@matronics.com
Sent: Monday, July 21, 2008 9:03 PM
Subject: Re: Zenith-List: Altimeters
A non sensitive altimeter generally has only one needle to indicate
the altitude. It goes from zero to the instrument's maximum reading in
one sweep of the needle. A sensitive altimeter has two or more needles
to indicate altitude, usually one for hundreds of feet, one for
thousands of feet and possibly one for tens of thousands of feet. The
sensitive altimeter allows a more precise readout of altitude but costs
more than a non sensitive type.
If you do much flying around controlled airspace, the sensitive
altimeter makes it easier to avoid accidently violating the altitude
limits of that airspace.
On Jul 21, 2008, at 8:15 PM, Bill Naumuk wrote:
All-
What's the difference between a "Sensitive" and a
"Non-sensitive" altimeter? Going Dynon for primary, researching backup
steam gauges.
Bill Naumuk
Townville, Pa.
HDS Systems/Corvair 95%
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 17
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Bill,
If you're going for the installation of an encoder and transponder,
which I'd recommend the sensitive for sure. Hitting pattern altitude
and getting accurate feedback on altitude for maintaining separation of
easterly and westerly headed aircraft is very important. If you've a
class C airport to land or take off from or traverse near you, it's
especially important that you have the best altimeter and the cost is
much less a consideration than complying with the controllers
directives. They seem to be writing violations as often as opportunity
permits these days. The nice thing, sensitive altimeters are not prone
to malfunction as other types, so I'd go with the barometric-adjustable,
sensitive type.
If I were flying a much slower climbing ultra-light aircraft, the
non-sensitive altimeter would be just the ticket, but not for a 601.
Larry McFarland 601HDS at www.macsmachine.com
Bill Naumuk wrote:
> Bryan-
> This is probably the best description of the difference posted. I
> assume (And this is a big assumption) that the readings within the
> sweep of the one hand are as accurate as those of the "Sensitive" alts.
> If my assumption is correct, since this is intended to be a backup
> instrument to the D-100 I'll be OK. I'm a relative flat-lander and
> have only busted 6-7K feet in a rental in Colorado.
> Everyone, do your best to dissuade me- open season.
> Doesn't matter, I have to work on the house anyway. Check this out:
> Contracted a guy to put siding on the front of the house. Gave him
> an idea of what needed to be done and a rough estimate of the time it
> would take. He left, then half hour later came back and said he
> couldn't work under a homeowner's time estimate and no quoted. This is
> after the materials had already been ordered.
> I estimated the worst portion of the job would take 2 hrs. After
> he no-quoted I was so pissed I went out and did it myself in 22 minutes.
> And people wonder why it's taken me so long to complete my project!!!!
> Bill
>
Message 18
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| Subject: | Re: 601XL Wing Failure 4/7/2008 |
ate: Jul 22, 2008 7:50 PM
Well, gnuse, I'd have a lot more respect for your opinion (humble or otherwise),
if you'd sent me a private message saying you found my comment insensitive.
However, since you've chosen to engage in name-calling on a public forum, I'll
also respond here.
First, I find it presumptious in the extreme that you can form and share an opinion
about someone you've never met, and never talked to, from a single comment that
contained a bit of dark sarcasm.
Second, as someone who straps on and flies a 601XL, the specter of some yet undiscovered
or confirmed airframe defect is a constant companion in the cockpit. But surrendering
the joy of flying the 601 to a still undefined fear is no way to live, either.
So
my preflights are careful and thorough, and (so far) I've yet to find slack
aileron cables, loose or missing spar bolts, signs of fretting, or any signs of
control surface flutter or stress. I know for a fact the airframe was constructed
in accordance with Zenith's construction manual with Zenith's materials to Zenith's
specifications.
So in the meantime, I'll keep flying the 601.
Third, I'm no stranger to losing friends and family members to accidents, disease,
or simple old age. I've lost 6 immediate family members in the last four years.
My kids are real tired of attending funerals. I've lost more friends in vehicle
accidents since I started flying in 1974 than I can recall. And yet, we all still
talk openly about the causes of each death, hoping to gain some insight to avoid
the same fate (in the case of the untimely accidents). Not much we can do about
old age.
My comment was intended as real-life antidote to the fear that has compelled some
to sell their planes or abandon their projects, or parting them out and junking
perfectly good
airframes. My comment was in no way intended to demean nor diminish the human tragedies
of any of the 601 crashes. Every airplane accident reminds each fellow aviator
or
our own mortality, and the risks we accept every time we leave the earth. Every
now and then, we ourselves, or someone we love, will lose that risk management
bet.
But those accidents should not stop reasonable discourse on finding causes. And
such discussions are inevitable anytime you have two or more people with a similar
dog in the fight (as we all do here). It simply comes with the territory.
And speaking of insensitivity, I've read some pretty incredible comments on
this list. These comments have included chastising the Heintz family for (perceived)
inaction, accusing Chris of a faulty wing design, impugning the integrity of the
601 design itself, and generally spreading fear far and wide on very thin evidence.
Even the topic header of this very thread is insensitive, no doubt implanting the
idea to the casual lurker that the 601XL wing is prone to failure, especially on
last
April 7th! These comments do very real damage to the livelihoods of those who directly
or indirectly earn their livings from Zenith Aircraft or related cottage industries.
The carnage from an aircraft accident doesn't simply stop at the crash site
when uninformed speculation rears its ugly head.
BTW, my wife accuses me of being "overly sensitive" on a regular basis. She'll
be thrilled that I've now been deemed "truly insensitive".
Here's my email address should you choose to take further discussion offline:
tigerized@gmail.com
Rick Lindstrom
N42KP / Corvair
-----Original Message-----
>From: gnuse <gnuse@comcast.net>
>Sent: Jul 22, 2008 1:51 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: 601XL Wing Failure 4/7/2008
>
>
>
>tigerrick(at)mindspring.c wrote:
>> Sabrina, I second the sentiment that "you rock". Indeed!
>>
>> As for the "pan fei fei" part, that's so cool. You can be the beautiful flying
butterfly until the inevitable middle-age spread hits you (like the majority
of the rest of us old farts), and it only takes a slight tonal change to maintain
accuracy.
>>
>> Looking forward to meeting you at OSH.
>>
>> Rick Lindstrom
>> N42KP
>>
>> P.S. My own Zodiac made it back to Northern California just fine after its
16.9 hour round-trip to KAWO and back. Miracle of miracles, the wings didn't suddenly
fold up and hit anybody on the head!
>>
>>
>> --
> You are IMHO a truly insensitive person. Your P.S. comment was surely without
forethought.
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=194408#194408
>
>
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| Subject: | Re: 601XL Wing Failure 4/7/2008 |
in the red corner Rick... in the blue corner Gnuse...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194470#194470
Attachments:
http://forums.matronics.com//files/zenith_dinner_2008_130.jpg
Message 20
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| Subject: | Re: Over filling during flight? |
Thanks for the added info and suggestions.
Raymond Julian
Kettle River, MN
"Hope for the best,
but prepare for the worst."
do not archive
----- Original Message -----
From: "Klaus Truemper" <klaus@utdallas.edu>
Sent: Monday, July 21, 2008 1:32 PM
Subject: Zenith-List: Re: Over filling during flight?
>
> Hi Raymond,
>
> Yes, the fuel transfer switches are activated while the engine is
> cranking.
>
> A point I forgot in the previous list for engine restarting:
>
> The most important steps should be taken before the engine has fully quit.
> Here is a list that seems reasonable when the engine does run okay,
> say is losing rpm or runs rough or stutters.
>
> 1. If there is manual mixture control, go to full rich.
>
> 2. Turn on auxiliary fuel pump.
>
> 3. Switch tanks if fuel is alternately taken from two tanks.
> If there are a main tank and auxiliary tanks: check fuel level in main
> tank and
> begin transfer if not at max level.
>
> 4. If there is carburetor heat and there is even a remote possibility
> of carburetor ice: Pull carburetor heat. It will take a bit of time
> for the ice to melt and the engine to speed up again.
> The ideal temperature for carburetor ice is 68 degF OAT since the
> air temperature drops by 36 degF in the carb venturi. But this is
> by no means a rule. I have had carb ice with a Lycoming engine
> that is not very susceptible to that problem, on a clear day with
> good visibility at 32 degF OAT. Make sure that this action
> is taken without delay, since otherwise preheat
> may no longer work.
>
> 5. Check the oil temperature. If the temperature is unusually low or
> unusually high, then most likely the engine is cooked. This is the
> best tool for diagnosing a failed engine. (I did not learn this as
> a student pilot, but was told about this later by experienced pilots.)
>
> 6. Check the engine oil pressure. If it is very low or zero, again
> the engine is cooked.
>
> 7. (Rotax) Check coolant temperature. If excessive, engine will
> fail shortly. Reduce power as much as possible while working
> on landing site.
>
> Happy flying,
>
> Klaus
>
>
> --
> Klaus Truemper
> Professor Emeritus of Computer Science
> University of Texas at Dallas
> Erik Jonsson School of Engineering and
> Computer Science EC31
> P.O. Box 830688
> Richardson, TX 75083-0688
> (972) 883-2712
> klaus@utdallas.edu
> www.utdallas.edu/~klaus
>
>
> 270.5.2/1562 - Release Date: 7/19/2008 2:01 PM
>
>
>
Message 21
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For those of you out there using steam gauges, what brand and why you chose
it- ie What about Falcon etc. I had a great experience or the stupid thing
only lasted a week. Thank you,
Darrell Haas
601 XL
N23DD
working on fuse
Message 22
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| Subject: | Re: steam gauges |
Darrell,
I use Mitchell from ACS they appear to be rehoused VDO instruments
but are lower cost and have a proper aircraft style mounting.
These have been good for me, I used to have some Westach when I ran 2 strokes and
found them compatible in terms of reliability (not)
Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194494#194494
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| Subject: | Re: helping kids build a plane |
Hi Brady;
Thanks for the reply. I have been trading emails with George
Steed for some time. My question is regarding insurance. Does Kitsap HS
policy cover building airplanes or did you have to get a separate policy?
John Read
Phone: 303-648-3261
Fax: 303-648-3262
Cell: 719-494-4567
In a message dated 7/22/2008 11:02:19 A.M. Mountain Daylight Time,
brady@magnificentmachine.com writes:
John,
If you need info on starting a school project; check out our website.
We built a CH- 701 and started a CH- 601 at the Central Kitsap JR high
school.
The web address is:
_http://ckjh.cksd.wednet.edu/staff/airplane/_
(http://ckjh.cksd.wednet.edu/staff/airplane/)
If you have any other questions please feel free to ask.
Brady
206-335-7829
_Magnificent Machine LLC_ (http://www.magnificentmachine.com/)
(http://www.matronics.com/Navigator?Zenith-List)
(http://www.matronics.com/contribution)
**************Get fantasy football with free live scoring. Sign up for
FanHouse Fantasy Football today.
(http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020)
Message 24
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| Subject: | Re: [Probable Spam] Re: Altimeters |
Please Juan, if you have an email, just send it to me so I can contact them
.
Anyway I=B4ll check their website
Many thanks !!
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
----------------------------------------------
Zodiac 601 XL Builder
Serial: 6-7011
Tail Kit: Finished
Wings: Not Started
Fuselage: Ordered
Engine: Jabiru 3300
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