Today's Message Index:
----------------------
1. 09:19 AM - Re: Another story from the horses mouth (Craig Payne)
2. 10:55 AM - Re: Another story from the horses mouth (Juan Vega)
3. 11:09 AM - Re: Re:facts from the horses mouth: (Juan Vega)
4. 12:06 PM - Re: Re: Wheel Pants (japhillipsga@aol.com)
5. 02:06 PM - Re: Wheel Pants (Gig Giacona)
6. 03:47 PM - HD/HDS CANOPIES (Bill Naumuk)
7. 04:54 PM - FAA requirements of an experimental a/c (Dave Austin)
8. 05:12 PM - Re: HD/HDS CANOPIES (LarryMcFarland)
9. 05:40 PM - Re: FAA requirements of an experimental a/c (jaybannist@cs.com)
10. 10:17 PM - Which engine (Darrell Haas)
11. 10:38 PM - Re: Which engine (Jay Maynard)
Message 1
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| Subject: | Another story from the horses mouth |
I made the access holes big enough to stick my finger into and release the
lever - about 1 inch tall by 1.5 inches wide. Not as pretty but my fingers
are always at hand.
-- Craig
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Tim Shankland
Sent: Monday, August 18, 2008 8:28 PM
Subject: Zenith-List: 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
Message 2
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| Subject: | Re: Another story from the horses mouth |
agreed, that pretty much what I do prior to take off as well. Once latched well,
unless the person has lots of elbows, it stays shut.
juan
-----Original Message-----
>From: Tim Shankland <tshankland@sbcglobal.net>
>Sent: Aug 18, 2008 10:27 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: 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
Message 3
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| Subject: | Re:facts from the horses mouth: |
Paul,
AMD makes a fine aircraft. Ive flown them and they are well built by well skilled
people. To say because they are low wage,(compared to what I don't know,
since a good job is a job you enjoy) results in they do a sub par job, is short
sighted, and a little Hubris. Remember how the FAA and true pilots see a cause
of a crash, it is absolutely the Pilot's job of determining that a plane
is flight worthy. SO if the canopy did not latch, and the pilot bitched about
it but took it up any way, pilots error, not some "low wage" employee who takes
pride in the work they do. Its bulls---t to always blame some guy down stream.
Yea, some homebuilts may spend more elbow grease on a plane than the factory, the
truth is we are building becuase we are all in a midlife crisis and cause it
hit our "bucket list". A factory builds the plane for profit. Leave it at
that.
Juan
-----Original Message-----
>From: Paul Mulwitz <psm@att.net>
>Sent: Aug 18, 2008 3:40 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: 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 4
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Gig, I don't really know. They came with the finish kit for my RV-8a about 6 months
ago. If it is important I'll see if I left the sticker on them, but I think
I removed it. Bill
-----Original Message-----
From: Gig Giacona <wrgiacona@gmail.com>
Sent: Mon, 18 Aug 2008 9:12 pm
Subject: Zenith-List: Re: Wheel Pants
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 5
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Are they the standard for the RV8A and do they fit on the 601XL? Is so I can just
call Vans.
japhillipsga(at)aol.com wrote:
> Gig, I don't really know. They came with the finish kit for my RV-8a about 6
months ago. If it is important I'll see if I left the sticker on them, but I think
I removed it. Bill
>
>
> --
--------
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=199538#199538
Message 6
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Guys-
Since I'm right at this state in construction, the big question is-
Should I go with the original side-hinged canopy or with the
front-hinged?
Most of the side-hinged I've seen have plexiglass cracks and ratty
seals. On the other hand, the front-hinged are having problems if they
open in flight (Not that the side hinged haven't and wouldn't, just
haven't heard about them).
All feedback appreciated.
Bill Naumuk
Townville, Pa.
HDS 601MG/Corvair 95%
Message 7
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| Subject: | FAA requirements of an experimental a/c |
Would someone advise me where to find the requirements which must be met to
get a C of A for an experimental in the USA, including paperwork, instrument
marking etc. Strange request for a Canadian, but bear with me!
Thanks.
Dave Austin 601HDS - 912
Message 8
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| Subject: | Re: HD/HDS CANOPIES |
Bill,
The forward tipping canopy is the way to go. Much better build, simple
to do. I've had 3 occasions where my latch wasn't secure on one side.
Two times, I failed to
take the time to look and see if it were. The third time, I closed the
canopy with one side pushed outside the stud. Looked like a latch, but
wasn't. Since that, I've marked
the slot with paint stripe and the latch bar too. No way it could be
unlatched or become undone later. I seriously like the forward tilt
canopy and I've flown in the side opening
type as well, but would not consider it as an alternative. Very awkward
two people coming in over the same side every time, or alternatively
opening and closing from the side being loaded. The latches are not as
much at issue as the people that haven't learned to get them secure. I'd
recommend you go with front tilt and standard latches
or the latest latch offered for the 650. I'd not split the canopy given
the choice either. Did like the tripod rollover protection, but had
reservations about a split canopy that
might open in flight and have the rear half scooping wind and pressuring
the forward half to open further. I doubt it would test fly easily either.
Larry McFarland 601HDS at www.macsmachine.com
Bill Naumuk wrote:
> Guys-
> Since I'm right at this state in construction, the big question is-
> Should I go with the original side-hinged canopy or with the
> front-hinged?
> Most of the side-hinged I've seen have plexiglass cracks and ratty
> seals. On the other hand, the front-hinged are having problems if they
> open in flight (Not that the side hinged haven't and wouldn't, just
> haven't heard about them).
> All feedback appreciated.
> Bill Naumuk
> Townville, Pa.
> HDS 601MG/Corvair 95%
Message 9
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| Subject: | Re: FAA requirements of an experimental a/c |
Dave.
The EAA has a complete package, including step-by-step instructions and
all required document forms. I used it successfully to get my
airworthiness certificate.
Jay in Dallas
-----Original Message-----
From: Dave Austin <daveaustin2@primus.ca>
Sent: Tue, 19 Aug 2008 6:52 pm
Subject: Zenith-List: FAA requirements of an experimental a/c
<daveaustin2@primus.ca>
Would someone advise me where to find the requirements which must be
met to
get a C of A for an experimental in the USA, including paperwork,
instrument
marking etc. Strange request for a Canadian, but bear with me!
Thanks.
Dave Austin 601HDS - 912
===
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 10
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I'm building a Zenith 601 XL and would like to hear a good discussion of why
or why not to use either a 0-235 Lycoming or a 0-200 Continental. Good or
bad experiences are appreciated.
Thank you,
Darrell Haas
do not archive
Message 11
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| Subject: | Re: Which engine |
On Tue, Aug 19, 2008 at 10:16:07PM -0700, Darrell Haas wrote:
> I'm building a Zenith 601 XL and would like to hear a good discussion of why
> or why not to use either a 0-235 Lycoming or a 0-200 Continental.
The O-235 (not 0-; the O is for "opposed") provides some extra horsepower
over the O-200, at the cost of enough weight that the actual gain in flight
is not that much. If you're trying to make the LSA weight and speed limits,
the O-200 is plenty. Bob Archibald, at Dragonfly Aviation in Santa Rosa, CA,
has both (an E-LSA version with an O-235, and an AMD with an O-200), and
would be a good guy to discuss the choice with.
--
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
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