Today's Message Index:
----------------------
1. 06:17 AM - Re: ACS Primer Kit (Gig Giacona)
2. 08:19 AM - Re: Re: How big is the CH601HDS cockpit? (Craig Spainhower)
3. 09:47 AM - Re: How big is the CH601HDS cockpit? (Gig Giacona)
4. 06:27 PM - Problem with fuel level senders (Dr. Andrew Elliott)
5. 07:07 PM - Re: Problem with fuel level senders (Ashley)
6. 07:30 PM - Fiberglass wing tip installation (Ronald Steele)
7. 08:07 PM - Re: Problem with fuel level senders (Bryan Martin)
8. 08:33 PM - Re: Fiberglass wing tip installation (Bryan Martin)
Message 1
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| Subject: | Re: ACS Primer Kit |
Which carb are you you using?
--------
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 8163#208163
Message 2
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| Subject: | Re: How big is the CH601HDS cockpit? |
Kevin,
The rudder pedal position is mostly a function of the length of the
cables. I found an easier solution lengthening an aileron cable by replacing
the standard turnbuckle with long one. The long turnbuckles, available from
ACS are 1-3/4" longer than the standard. Given the geometry of the rudder
pedals that would move the pedals ~ 3" closer to the firewall.
Craig S.
N601XS
On Thu, Oct 9, 2008 at 3:13 PM, kevstewart <kevin@kevstewart.freeserve.co.uk
> wrote:
> kevin@kevstewart.freeserve.co.uk>
>
> Thanks guys. I am hoping to take a look at a 601HDS that is for sale in the
> UK. Weather permitting I might be able to see it next week.
>
> How easy is it to adjust the rudder pedal position?
>
> Cheers,
>
> Kevin
>
> --------
> Recreational pilot flying out of
> EGHD Plymouth, UK.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8090#208090
>
>
Message 3
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| Subject: | Re: How big is the CH601HDS cockpit? |
Don't forget the nose wheel steering rods will have to shortened as well.
--------
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 8192#208192
Message 4
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| Subject: | Problem with fuel level senders |
I very carefully bent the fuel level sender arms in accordance with the
instructions before fitting them to the factory fuel tanks on my 601XL
with 15G tanks. I (duh?) did not calibrate the senders before putting
the wings on the plane. I did check the resistance and both went from
73 to 10 ohms.
Unfortunately, I found today, when calibrating the senders for my EFIS,
that the right tank sender doesn't register the 1st gallon and then
maxes out at 8.5 gallons. The left tank starts right away, but maxes
out at 6 gallons.
I am really not looking forward to trying to extract and adjust the
bends in the float wires through the access hole, but I really don't
want to have displays that only register 1/2 the fuel in the plane.
(Even though it will be OK at low fuel levels.) I do have a fuel flow
and totalizer function.
Anyway, I am looking to hear if anyone else has had this problem, and
what the fix was? Maybe I installed them upside down?
Andy Elliott, Mesa, AZ
N601GE (registered)
601XL/TD, Corvair, finishing...
Message 5
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| Subject: | Re: Problem with fuel level senders |
Try calibrating the EFIS again.
The float does hit the top of the tank at about 10.8 gallons so it will
be against the top of the tank above 10.8 and you cannot make it read
correctly above that.
My Dynon 180 seems to be extremely accurate between 0 and 10.8 gallons.
I made a dip stick to check the fuel level on preflight. It takes about
7 gallons in the tank for it to be visible through the filler port.
Floyd Wilkes
601XL O-200
----- Original Message -----
From: Dr. Andrew Elliott
To: Zenith-List Digest Server
Sent: Friday, October 10, 2008 8:25 PM
Subject: Zenith-List: Problem with fuel level senders
I very carefully bent the fuel level sender arms in accordance with
the instructions before fitting them to the factory fuel tanks on my
601XL with 15G tanks. I (duh?) did not calibrate the senders before
putting the wings on the plane. I did check the resistance and both
went from 73 to 10 ohms.
Unfortunately, I found today, when calibrating the senders for my
EFIS, that the right tank sender doesn't register the 1st gallon and
then maxes out at 8.5 gallons. The left tank starts right away, but
maxes out at 6 gallons.
I am really not looking forward to trying to extract and adjust the
bends in the float wires through the access hole, but I really don't
want to have displays that only register 1/2 the fuel in the plane.
(Even though it will be OK at low fuel levels.) I do have a fuel flow
and totalizer function.
Anyway, I am looking to hear if anyone else has had this problem, and
what the fix was? Maybe I installed them upside down?
Andy Elliott, Mesa, AZ
N601GE (registered)
601XL/TD, Corvair, finishing...
Message 6
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| Subject: | Fiberglass wing tip installation |
How you go about getting a good fit of the forward (fiberglass) wing
tip on the 601XL? I have a couple for problems. One is how to hold
the tip in place while drilling, as there doesn't seem to be a way to
clamp it. The other is that it looks like I'll have to trim the skin
around the front of the tip to prevent it extending past the curve of
the fiberglass. Is this normal? If I install the tip so that front
of the skin blends smoothly into the tip, there is only about 4mm of
space to rivet the tip. I know this isn't very clear. Trying to come
up with a better description.
Ron
601XL -wings
Message 7
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| Subject: | Re: Problem with fuel level senders |
Because of the geometry of the fuel tanks and dihedral of the wings, a
single float type sender can not read accurately at both full and
empty. The important thing is that the gauges be accurate at the low
end in order to indicate when you are getting short on fuel. The "fix"
is to make a calibrated dipstick to tell you how much fuel you start
out with for fuel planning purposes. The gauges will give you a
reality check on your fuel planning. Once you get your fuel totalizer
function calibrated, that will most likely become your primary fuel
monitoring device with your dip stick to verify the starting point and
the gauges as a reality check.
I have the 12 gallon tanks on my Zodiac. My fuel gauges can only read
the last nine gallons or so in the tanks and my dip stick can only
read the first nine gallons. If I have less than three gallons in the
tank, the bottom of the tank directly below the filler cap is dry.
With the 15 gallon tanks, you will probably have the same situation,
the float will hit the top of the inboard end of the tank with about
nine gallons in the tank and the bottom of the tank below the filler
cap will be dry after about nine gallons are used.
On Oct 10, 2008, at 9:25 PM, Dr. Andrew Elliott wrote:
> I very carefully bent the fuel level sender arms in accordance with
> the instructions before fitting them to the factory fuel tanks on my
> 601XL with 15G tanks. I (duh?) did not calibrate the senders before
> putting the wings on the plane. I did check the resistance and both
> went from 73 to 10 ohms.
>
> Unfortunately, I found today, when calibrating the senders for my
> EFIS, that the right tank sender doesn't register the 1st gallon and
> then maxes out at 8.5 gallons. The left tank starts right away, but
> maxes out at 6 gallons.
>
> I am really not looking forward to trying to extract and adjust the
> bends in the float wires through the access hole, but I really don't
> want to have displays that only register 1/2 the fuel in the plane.
> (Even though it will be OK at low fuel levels.) I do have a fuel
> flow and totalizer function.
>
> Anyway, I am looking to hear if anyone else has had this problem,
> and what the fix was? Maybe I installed them upside down?
>
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
Message 8
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| Subject: | Re: Fiberglass wing tip installation |
If you look at the wingtip from a point of view directly in front of
the wing looking straight back, the aluminum should look like it was
sliced off by a plane parallel to the long axis of the fuselage at a
45 degree angle to the vertical. A flat surface held up against the
wing tip should make contact with the cut off end of the spar
extension and the wing skin around its entire circumference. Once you
get to that point, the fiberglass should fit nicely.
The fiberglass parts do have a tendency to sag out of shape after some
time laying on the shelf, so you may have to apply some gentle heat to
them and bend them back into their correct shape. When I did my wing
tips, I shoved the fiberglass parts into the nose of the wing until
there was a minimum of gap and then put a couple of clamps at the rear
of the fairing to hold it in place. Even then, I had to hold the part
tight to the nose skin as I drilled the first few holes in the front
of the part and got some clecos in place.
On Oct 10, 2008, at 10:26 PM, Ronald Steele wrote:
>
> How you go about getting a good fit of the forward (fiberglass) wing
> tip on the 601XL? I have a couple for problems. One is how to hold
> the tip in place while drilling, as there doesn't seem to be a way
> to clamp it. The other is that it looks like I'll have to trim the
> skin around the front of the tip to prevent it extending past the
> curve of the fiberglass. Is this normal? If I install the tip so
> that front of the skin blends smoothly into the tip, there is only
> about 4mm of space to rivet the tip. I know this isn't very clear.
> Trying to come up with a better description.
>
--
Bryan Martin
N61BM, CH 601 XL,
RAM Subaru, Stratus redrive.
do not archive.
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