Today's Message Index:
----------------------
1. 04:05 AM - Re: Gas spring mounts? (jaybannist@cs.com)
2. 07:03 AM - Re: Gas spring mounts? (LarryMcFarland)
3. 07:39 AM - Plans for new 650 canopy latch system online (lwinger)
4. 07:47 AM - Chat Room Reminder (George Race)
5. 07:49 AM - ZAC info on 601XL to 650 plan upgrade (lwinger)
6. 08:37 AM - Wheel Pants (Jeff Barnes)
7. 09:54 AM - Re:facts from the horses mouth: (EMAproducts@aol.com)
8. 10:26 AM - Looking for steam gauges (lwinger)
9. 11:35 AM - Re: Re:facts from the horses mouth: (jaybannist@cs.com)
10. 12:04 PM - Re: Re:facts from the horses mouth: (steve)
11. 12:12 PM - Re: Wheel Pants (Juan Vega)
12. 12:41 PM - Re: Re:facts from the horses mouth: (Paul Mulwitz)
13. 12:56 PM - Re: Wheel Pants (japhillipsga@aol.com)
14. 01:02 PM - Re: Plans for new 650 canopy latch system online (Bryan Martin)
15. 01:02 PM - Re: Looking for steam gauges (Bryan Martin)
16. 01:16 PM - Re: Re:facts from the horses mouth: (Bryan Martin)
17. 01:27 PM - Re: Re:facts from the horses mouth: (Jay Maynard)
18. 01:32 PM - Re: Re:facts from the horses mouth: (Jay Maynard)
19. 03:51 PM - Re: Re:facts from the horses mouth: (Afterfxllc@aol.com)
20. 03:56 PM - Another story from the horses mouth (Afterfxllc@aol.com)
21. 05:14 PM - Re: [Probable Spam] Re: Re:facts from the horses mouth: (LarryMcFarland)
22. 06:14 PM - Re: Wheel Pants (Gig Giacona)
23. 07:29 PM - Another story from the horses mouth (Tim Shankland)
Message 1
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| Subject: | Re: Gas spring mounts? |
Andy,
While I was able to drill those gas spring pivot pins without a lot of
trouble, I have discovered that there are new, sharp drill bits that
may not be up to the job. I have drilled AN3 bolts for cotters several
times. On a couple of those, new, sharp bits seemed to only scratch
the surface after a minute or so of drilling. The second or third bit
I tried drilled through just like it was supposed to. My take is that
all 1/16" drill bits are not alike, even from the same source.
Consequently, when I find one that won't do the job, I just toss it and
try another one. I don't know if the difference is hardness or the
angle of the drill point.
Also, if you look closely at bolts that are already drilled, you will
notice that the hole is beveled or countersunk at the face. That can
be done with a larger bit or a small ball grinding bit in a Dremel. It
really helps getting the cotter into the hole.
Good Luck - Jay in Dallas
-----Original Message-----
From: Dr. Andrew Elliott <a.s.elliott@cox.net>
Sent: Sun, 17 Aug 2008 8:41 pm
Subject: Zenith-List: Gas spring mounts?
Gang:
I have had some trouble trying to drill the 1/16" holes in the 5/16"
steel mounting pins for the canopy gas springs. On the first one I
tried, with a brand new 1/16" bit, using lubricant and clearing the 0D
hole regularly, the bit broke off about 2/3 of the way through and
could not be extracted. Not good. IMHO, it would have been a lot
smarter to drill the pins before welding the parts, but they came from
the factory solid.
Before I completely screw up both my factory-assembled canopy frame and
the
factory-installed fuselage mounts, I would like to get some ideas from
successful drillers as to how they managed it.
My current thought is to go up quite a few drill sizes, maybe all the
way
to #40, and use a larger cotter pin.
Are there other good ways to secure the gas springs on the pins?
Thanks,
Andy Elliott, Mesa, AZ
N601GE (registered)
601XL/TD, Corvair,
finishing...
via the Web Forums!
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 2
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| Subject: | Re: Gas spring mounts? |
Hi Andy,
I put cotters thru the standard clevis pins, but only used a blue
thread-lock paste on the threads
holding the rod ends.
Larry McFarland 601HDS at www.macsmachine.com
Dr. Andrew Elliott wrote:
> Gang:
>
> I have had some trouble trying to drill the 1/16" holes in the 5/16"
> steel mounting pins for the canopy gas springs. On the first one I
> tried, with a brand new 1/16" bit, using lubricant and clearing the
> hole regularly, the bit broke off about 2/3 of the way through and
> could not be extracted. Not good. IMHO, it would have been a lot
> smarter to drill the pins before welding the parts, but they came from
> the factory solid.
>
> Before I completely screw up both my factory-assembled canopy frame
> and the factory-installed fuselage mounts, I would like to get some
> ideas from successful drillers as to how they managed it.
>
> My current thought is to go up quite a few drill sizes, maybe all the
> way to #40, and use a larger cotter pin.
>
> Are there other good ways to secure the gas springs on the pins?
>
> Thanks,
> Andy Elliott, Mesa, AZ
> N601GE (registered)
> 601XL/TD, Corvair, finishing...
Message 3
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| Subject: | Plans for new 650 canopy latch system online |
If you are a registered owner of Zenith plans, you can log into the builders area
and download a PDF containing pictures and drawings of the new 650 canopy latch
system that was added on Thursday. Go to "Click here for important notices
and other building and flying information."
--------
Larry Winger
Tustin, CA
Plans building 601XL/650 with Corvair
Control surfaces and wings complete
Fuselage 50%
www.mykitlog.com/lwinger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=199268#199268
Message 4
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| Subject: | Chat Room Reminder |
Please join us for our Monday evening chat room starting around 8:00 PM
Eastern Time.
<blocked::blocked::http://www.mykitairplane.com/chat/>
http://www.mykitairplane.com/chat/
George
CH-701 - N73EX
Do Not Archive
Message 5
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| Subject: | ZAC info on 601XL to 650 plan upgrade |
I just got off the phone with Sebastian Heintz who confirmed the direction Zenith
is taking on upgrades for registered owners of 601XL plans. They hope to have
the 650 plans back for review by the end of this week or early next week.
Distribution could take place shortly after that, but hopefully no later than
the end of August.
Because of the overwhelming similarities between the two models, they plan to treat
this as a plan set upgrade. Pricing is likely to be in line with current
upgrade sets -- only adjusted for inflation. They haven't changed their upgrade
pricing for years.
Finally, expect them to post a comprehensive list of all 601XL to 650 changes,
with comments about their rationale, for our review. That could happen as early
as the end of the day. Because builders are at different places, this will
allow us all to decide which, if any, changes we want to incorporate.
Once again, I'm pleased with the way Zenith is managing this process and wish them
well.
--------
Larry Winger
Tustin, CA
Plans building 601XL/650 with Corvair
Control surfaces and wings complete
Fuselage 50%
www.mykitlog.com/lwinger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=199274#199274
Message 6
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Anyone try using RV or other wheel pants from Aircraft Spruce instead of
Zenith"s which are pricey. I am building a taildragger so I only need two
and the $450 price tag from Zenith seems a little steep.
Message 7
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| Subject: | Re:facts from the horses mouth: |
Jay Bannister,
I hope all of the Monday morning quarterbacking will cease now that you have
written the story of your accident. You are to be commended in handling an
emergency successfully. I know everybody has their idea on one airplane did
this and they must remember all homebuilts are different. 35 years ago I was
asked to give dual to a new aircraft owner, a popular homebuilt aircraft
with excellent flying reports. I had flown another one and was very happy with
the way it flew. However this one was another story, just as it touched the
runway elevator and rudder controls became limp, and didn't do anything.
With power all was fine, at altitude all stalls were very docile etc. It was
three tries before we actually landed, An aerodynamics engineer from Douglas
aircraft looked at it after we had a long conversation. The wing root farings
were larger & modified, which totally blocked out elevator control in ground
effect, and the canopy was a little sharper over the top (no preformed stuff
in those days) and creating a stall over the canopy which messed up the
rudder. New wing rood farings and new canopy ~ the aircraft flew like originals,
fine. All of our homebuilt aircraft fly differently, even factory models
take tweaking during test flying. It does not surprise me at all that one
aircraft behaves one way at one speed, another differently at a high speed. After
they have been there then they are qualified to make comments. Not intended
to flame anyone, just to give credit to Jay for a job well done, every plane
is different.
Again Jay, Well done Job!!
Elbie Mendenhall
CFI 1513655 since 1962; ASMEL, A&I
ATP CE-500, B-737, DC-9
48 years of flying both work & play
EAA 38308 EAA Flight Advisor
**************Looking for a car that's sporty, fun and fits in your budget?
Read reviews on AOL Autos.
(http://autos.aol.com/cars-Volkswagen-Jetta-2009/expert-review?ncid=aolaut00030000000007 )
Message 8
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| Subject: | Looking for steam gauges |
Does anyone on the list have quality new or used steam gauges for sale? If so,
please contact me directly at larrywinger@gmail.com.
Thanks.
Do Not Archive
--------
Larry Winger
Tustin, CA
Plans building 601XL/650 with Corvair
Control surfaces and wings complete
Fuselage 50%
www.mykitlog.com/lwinger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=199325#199325
Message 9
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| Subject: | Re:facts from the horses mouth: |
Elbie,
I sincerely appreciate your comments. However, this airplane was not a
homebuilt. It was an AMD factory built, certified Zodiac 601XLi, also
certified for flight in instrument conditions. But, yes I agree, all
aircraft are different, whether homebuilt or certified. That is why
each airplane is test flown before it leaves the factory.
My airplane was first flown by a test pilot from IndUS Aviation,
manufacturers of the Thorpedo. Before he flew it, he went through his
typical, extensive inspection of the airplane. That took a little over
two hours. He did a static run-up. Then we tied the airplane down in
a nose high climb attitude and he did a static run-up to verify fuel
flow in that attitude. Only then did he take to taxi testing. He
probably taxied the runway a dozen times. About a half a dozen times,
he performed "crow hops" and verified the controllability of the
airplane while airborne. After this extended run time, the CHTs
reached the max. I had set. We decided it wasn't prudent to do a full
flight test under those conditions. That's the very nature of test
flying - to discover glitches before they can hurt anyone.
I'm guessing that the AMD factory never tested their airplane with the
canopy un-latched; since I proved that it is not fully controllable in
that condition. That airplane definitely should have some sort of
fail-safe apparatus to prevent that
ever happening again.
Thanks again - Jay
-----Original Message-----
From: EMAproducts@aol.com
Sent: Mon, 18 Aug 2008 11:53 am
Subject: Zenith-List: Re:facts from the horses mouth:
Jay Bannister,
I hope all of the Monday morning quarterbacking will cease now that you
have writtenthe story of your accident. You are to be commended in
handlingan emergencysuccessfully. I know everybody has their
idea on one airplane did this and they must remember all homebuilts are
different. 35 years ago I was asked to give dual to a new aircraft
owner,
a popularhomebuilt aircraft with excellent flying reports. I had
flown another one and was very happy with the way it flew. However
this
one was another story, just as it touched the runway elevator and
rudder
controls became limp, and didn't do anything. With power all was fine,
at
altitude all stallswere very docile etc. It was three tries before
we actually landed, An aerodynamics engineer from Douglas aircraft
looked at it
after we had a long conversation. The wing root farings were larger &
modified, which totally blocked out elevator control in ground effect,
and the
canopy was a little sharper over the top (no preformed stuff in those
days) and
creating a stall over the canopy which messed up the rudder. New wing
rood
farings and new canopy ~ the aircraft flew like originals,20fine. All
of
our homebuilt aircraft fly differently, even factory models take
tweaking during
test flying. It does not surprise me at all that one aircraft behaves
one
way at one speed, another differently at a high speed. After they have
been there then they are qualified to make comments. Not intended to
flame
anyone, just to give credit to Jay for a job well done, every plane is
different.
Again Jay, Well done Job!!
Elbie Mendenhall
CFI 1513655 since 1962; ASMEL, A&I
ATP
CE-500, B-737, DC-9
48 years of flying both work & play
EAA 38308 EAA
Flight Advisor
------------------------------------------------------------
Looking for a car that's sporty, fun and fits in your budget? Read
reviews on AOL Autos.
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 10
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| Subject: | Re:facts from the horses mouth: |
Hey, I know Elbie.
He conducted my CFI renewal class.
Elbie knows!
SW
----- Original Message -----
From: <jaybannist@cs.com>
Sent: Monday, August 18, 2008 11:32 AM
Subject: Re: Zenith-List: Re:facts from the horses mouth:
>
> Elbie,
>
> I sincerely appreciate your comments. However, this airplane was not a
> homebuilt. It was an AMD factory built, certified Zodiac 601XLi, also
> certified for flight in instrument conditions. But, yes I agree, all
> aircraft are different, whether homebuilt or certified. That is why
> each airplane is test flown before it leaves the factory.
>
> My airplane was first flown by a test pilot from IndUS Aviation,
> manufacturers of the Thorpedo. Before he flew it, he went through his
> typical, extensive inspection of the airplane. That took a little over
> two hours. He did a static run-up. Then we tied the airplane down in
> a nose high climb attitude and he did a static run-up to verify fuel
> flow in that attitude. Only then did he take to taxi testing. He
> probably taxied the runway a dozen times. About a half a dozen times,
> he performed "crow hops" and verified the controllability of the
> airplane while airborne. After this extended run time, the CHTs
> reached the max. I had set. We decided it wasn't prudent to do a full
> flight test under those conditions. That's the very nature of test
> flying - to discover glitches before they can hurt anyone.
>
> I'm guessing that the AMD factory never tested their airplane with the
> canopy un-latched; since I proved that it is not fully controllable in
> that condition. That airplane definitely should have some sort of
> fail-safe apparatus to prevent that
> ever happening again.
>
> Thanks again - Jay
>
>
> -----Original Message-----
> From: EMAproducts@aol.com
> To: zenith-list@matronics.com
> Sent: Mon, 18 Aug 2008 11:53 am
> Subject: Zenith-List: Re:facts from the horses mouth:
>
> Jay Bannister,
>
> I hope all of the Monday morning quarterbacking will cease now that you
> have written the story of your accident. You are to be commended in
> handling an emergency successfully. I know everybody has their
> idea on one airplane did this and they must remember all homebuilts are
> different. 35 years ago I was asked to give dual to a new aircraft
> owner,
> a popular homebuilt aircraft with excellent flying reports. I had
> flown another one and was very happy with the way it flew. However
> this
> one was another story, just as it touched the runway elevator and
> rudder
> controls became limp, and didn't do anything. With power all was fine,
> at
> altitude all stalls were very docile etc. It was three tries before
> we actually landed, An aerodynamics engineer from Douglas aircraft
> looked at it
> after we had a long conversation. The wing root farings were larger &
> modified, which totally blocked out elevator control in ground effect,
> and the
> canopy was a little sharper over the top (no preformed stuff in those
> days) and
> creating a stall over the canopy which messed up the rudder. New wing
> rood
> farings and new canopy ~ the aircraft flew like originals,20fine. All
> of
> our homebuilt aircraft fly differently, even factory models take
> tweaking during
> test flying. It does not surprise me at all that one aircraft behaves
> one
> way at one speed, another differently at a high speed. After they have
> been there then they are qualified to make comments. Not intended to
> flame
> anyone, just to give credit to Jay for a job well done, every plane is
> different.
>
> Again Jay, Well done Job!!
>
>
> Elbie Mendenhall
> CFI 1513655 since 1962; ASMEL, A&I
> ATP
> CE-500, B-737, DC-9
> 48 years of flying both work & play
> EAA 38308 EAA
> Flight Advisor
>
>
>
>
>
>
> ------------------------------------------------------------
> Looking for a car that's sporty, fun and fits in your budget? Read
> reviews on AOL Autos.
>
>
>
>
>
>
>
>
>
>
> ________________________________________________________________________
> Email message sent from CompuServe - visit us today at http://www.cs.com
>
>
>
>
>
>
>
Message 11
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You can use and they fit well, C-152 mid 70s era pants. Could even buy them used
if resourcefull enough.
Juan
-----Original Message-----
>From: Jeff Barnes <jeffbarnes@knology.net>
>Sent: Aug 18, 2008 11:37 AM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Wheel Pants
>
>Anyone try using RV or other wheel pants from Aircraft Spruce instead of
>Zenith"s which are pricey. I am building a taildragger so I only need two
>and the $450 price tag from Zenith seems a little steep.
>
Message 12
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| Subject: | Re:facts from the horses mouth: |
Hi Jay and Elbie,
I'm fascinated by the comment regarding home built vs. factory (AMD) built.
I don't know how many Xls AMD has built, but I suspect it is a
relatively low number. I wonder how much their products resemble
hand built planes as opposed to heavily tooled factory production products.
I suspect the truth is that AMD is similar in many ways to a home
builder but the people doing the building do it for (relatively low?)
wages rather than out of love. Unlike home builders, the factory
folks know their rear end will never fly in the plane they are building.
One thing we all, including AMD, share is the fact that the XL's
designer retired to France a few years ago.
Paul
XL getting close
do not archive
At 11:32 AM 8/18/2008, you wrote:
>Elbie,
>
>I sincerely appreciate your comments. However, this airplane was
>not a homebuilt. It was an AMD factory built, certified Zodiac
>601XLi, also certified for flight in instrument conditions. But,
>yes I agree, all aircraft are different, whether homebuilt or
>certified. That is why each airplane is test flown before it leaves
>the factory.
Message 13
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And they may not be very well made. I sent the set I bought from ZAC back. T
he set I got from Van's are superior in fit and finish.
-----Original Message-----
From: Jeff Barnes <jeffbarnes@knology.net>
Sent: Mon, 18 Aug 2008 11:37 am
Subject: Zenith-List: Wheel Pants
Anyone try using RV or other wheel pants from Aircraft Spruce instead of Zen
ith=9Ds which are pricey. I am building a taildragger so I only need t
wo and the $450 price tag from Zenith seems a little steep.
-= - The Zenith-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
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Message 14
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| Subject: | Re: Plans for new 650 canopy latch system online |
If I was installing that latch system, I think I would modify it so
that each side can latch independently of the other. All it would take
is a spring connected to each hook holding it in the latched position
and slotted holes in the linkages allowing each hook to move against
its spring. Lifting the handle would still move both hooks together to
open the canopy. That way, if for some reason one hook hangs up and
fails to latch, the other hook might still fully engage and hold at
least one side securely and prevent the canopy from opening in flight.
The way it is now, if one hook hangs up for some reason, both will
fail to latch securely because they are rigidly connected together.
On Aug 18, 2008, at 10:38 AM, lwinger wrote:
>
> If you are a registered owner of Zenith plans, you can log into the
> builders area and download a PDF containing pictures and drawings of
> the new 650 canopy latch system that was added on Thursday. Go to
> "Click here for important notices and other building and flying
> information."
>
> --------
> Larry Winger
> Tustin, CA
> Plans building 601XL/650 with Corvair
> Control surfaces and wings complete
> Fuselage 50%
> www.mykitlog.com/lwinger
>
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
Message 15
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| Subject: | Re: Looking for steam gauges |
I found some good deals on eBay when I was building my panel.
On Aug 18, 2008, at 1:25 PM, lwinger wrote:
>
> Does anyone on the list have quality new or used steam gauges for
> sale? If so, please contact me directly at larrywinger@gmail.com.
>
> Thanks.
> Do Not Archive
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
Message 16
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| Subject: | Re:facts from the horses mouth: |
I think a minor modification to the latching system allowing each hook
to latch independently would add some redundancy and could prevent a
similar incident in the future. All it would take is a spring for each
hook and a slotted hole in each linkage. They would latch
independently but still unlatch together when the handle is raised.
With the current design, if one hook fails to latch for some reason,
neither will fully latch because they are rigidly connected together.
>
>
> I'm guessing that the AMD factory never tested their airplane with
> the canopy un-latched; since I proved that it is not fully
> controllable in that condition. That airplane definitely should have
> some sort of fail-safe apparatus to prevent that
> ever happening again.
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
Message 17
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| Subject: | Re:facts from the horses mouth: |
On Mon, Aug 18, 2008 at 02:32:42PM -0400, jaybannist@cs.com wrote:
> I'm guessing that the AMD factory never tested their airplane with the
> canopy un-latched;
This is not correct. I was told that that was part of the initial
certification flight testing.
> since I proved that it is not fully controllable in that condition.
I can't explain why you were not able to control it.
> That airplane definitely should have some sort of fail-safe apparatus to
> prevent that ever happening again.
I agree, and am thinking about ways to ensure just that.
--
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
Message 18
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| Subject: | Re:facts from the horses mouth: |
On Mon, Aug 18, 2008 at 12:40:37PM -0700, Paul Mulwitz wrote:
> I don't know how many Xls AMD has built, but I suspect it is a
> relatively low number. I wonder how much their products resemble
> hand built planes as opposed to heavily tooled factory production products.
It's somewhere in the close neighborhood of 60. Mine is s/n 60, though
that's not the exact production order because they assign the serial number
when the slot is reserved with a down payment and keep it when the order is
changed for whatever reason. I do know, however, that mine is the last XLi
and one of the last two XLs AMD built, as the next two airframe kits they
got were 650s. I also know that there is an s/n 68, and it was completed and
sitting ont he floor awaiting delivery when I arrived to pick mine up.
> I suspect the truth is that AMD is similar in many ways to a home
> builder but the people doing the building do it for (relatively low?)
> wages rather than out of love. Unlike home builders, the factory
> folks know their rear end will never fly in the plane they are building.
AMD buys kits from Zenair in Canada; I think they're equivalent to
quick-build kits, but they may be even more complete. They get the fuselage,
wings, elevator, and rudder assembled; they do final assembly and all
systems installation.
--
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
Message 19
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| Subject: | Re:facts from the horses mouth: |
One quick and dirty way to make sure the canopy doesn't pop open in flight
is to go to Lowe's or home depot and buy those chain latches they used to put
on doors so they would only open a few inches so you could peek thru the
crack. Close the canopy and slide the chain into the holder that is mounted up
and
down instead of sideways like it would be on a door and if it pops open it
can only go a few inches.
On another note
I was visiting AMD and looked at the new canopy design and latch system and
asked how many they had flown like that and they said non and were worried
about the turtle deck being cut away not being strong enough to support the O
200 and then I asked if it was sold yet and he replied yes. My jaw dropped at
that point and it makes me wonder if Chris really knows of these changes or if
they are being approved by someone else. How in the world do you sell a
person an aircraft if you are unsure of it's safety. Only time will tell. Am I
missing something here? Has this new improved design been tested and flown
somewhere else? I am doing the split canopy but I am not changing the turtle
deck. They said the only reason for the turtle deck to have been cut away was
for the BRS and that might be a good thing. I am also changing to the new style
latch system but my own design based on the Van's RV's and when you latch one
of those they don't come open.
Jeff
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 20
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| Subject: | Another story from the horses mouth |
601 Mishap
After the recent communication concerning a 601XL having its canopy open an
d
resulting in a crash, I=99d like to share my own story.
To start with, I=99d like to say that I admire the pilot who managed
to at
least get it down without loss of life or serious injury. If he hadn
=99t been an
experienced pilot I have no doubt the outcome would have been worse.
My own experience was about two and a half years ago. I=99d recently
had my
601XL inspected and was ready to fly it myself after a friend who was a CFI
with many years experience test flew it first. The canopy had popped open
on
one of his high-speed taxis. No big deal, I thought. After all he
=99d just
stopped and closed it. When he finally flew it, it stayed shut. Now it w
as my
time.
On my take-off roll, at the go-no go, when I didn=99t feel I could se
t it
down, it popped open. Scared me to death but I knew I had no choice but to
try to
make a short pattern and get it back down on the ground. I remember the ai
r
rushing into the turtle deck making the plane hard to handle. After my
crosswind leg I throttled back some, not much because I knew I had to fly t
he
airplane first and that meant keeping my airspeed up. I made more of an o
val
than a rectangle pattern. I was really too low but didn=99t know if I
=99d have to
bring it down at any second. I had an overheated Jabiru up front. Sound
familiar to any of you Jabiru owners?
There were power lines on my final approach----I was below them. I went
for broke and shoved the throttle to the firewall and leaped over the power
lines and landed. My friends who were watching were scared and amused for
me.
They all said I=99d made a real good landing once I got over the powe
r lines.
I didn=99t really care; I was alive and only needed to change my unde
rwear.
That=99s it. Congrats again guys. It could have been a lot worse
I ain=99t gonna sign my name because I=99m still embarrassed.
**************It's only a deal if it's where you want to go. Find your trave
l
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 21
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| Subject: | Re:facts from the horses mouth: |
Afterfxllc@aol.com wrote:
>
>
> One quick and dirty way to make sure the canopy doesn't pop open in
> flight is to go to Lowe's or home depot and buy those chain latches
> they used to put on doors so they would only open a few inches so you
> could peek thru the crack. Close the canopy and slide the chain into
> the holder that is mounted up and down instead of sideways like it
> would be on a door and if it pops open it can only go a few inches.
Jeff,
The turtle deck provides no measurable strength to support the engine or
be counterbalance. Zenith knows what's going on
and is responsible for the updates. My forward top skin is totally
removable for maintenance, annuals etc and it isn't needed for the strength
in supporting the engine. I've done run ups before the forward top skin
was even fitted.. Not a safety issue.
Larry McFarland 601HDS at www.macsmachine.com
> On another note
> I was visiting AMD and looked at the new canopy design and latch
> system and asked how many they had flown like that and they said non
> and were worried about the turtle deck being cut away not being strong
> enough to support the O 200 and then I asked if it was sold yet and he
> replied yes. My jaw dropped at that point and it makes me wonder if
> Chris really knows of these changes or if they are being approved by
> someone else. How in the world do you sell a person an aircraft if you
> are unsure of it's safety. Only time will tell. Am I missing something
> here? Has this new improved design been tested and flown somewhere
> else? I am doing the split canopy but I am not changing the turtle
> deck. They said the only reason for the turtle deck to have been cut
> away was for the BRS and that might be a good thing. I am also
> changing to the new style latch system but my own design based on the
> Van's RV's and when you latch one of those they don't come open.
>
> Jeff
>
Message 22
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What was the item number you got from Van's?
japhillipsga(at)aol.com wrote:
> And they may not be very well made. I sent the set I bought from ZAC back. The
set I got from Van's are superior in fit and finish.
>
>
> --
--------
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=199428#199428
Message 23
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| Subject: | Another story from the horses mouth |
When the XL first was shown at Oshkosh I had not begun the fuselage on
my 601HD. I decided that I did not like the side opening canopy because
of reported openings and losses in flight. I remember asking when I was
sitting in the display plane how I could open the canopy if the cable
broke. I was told that I could insert a key of similar object into the
small arc like openings by the latches and open the latch. When I build
the built the canopy system for my plane my thought was that in an
emergency if the cable doesn't work the last thing I want to have to do
is to look for a key or something to stick in that hole. My solution was
to make the pins longer so they protrude out. This serves two purposes
first if the cable breaks or just doesn't work you just reach over and
press the pin forward to release the latch and second it is very easy to
tell if is properly latched. The attached picture shows the left side
when the latch initially closes it will still be in the red when the
final catch engages it is in the blue (I didn't have a green sharpie).
Before takeoff I check each side this usually means the passenger has to
lean forward but I always give it a firm press and make sure it is all
the way to the end of the slot.
Tim Shankland
601HD N607TS
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