Today's Message Index:
----------------------
1. 06:24 AM - Re: Fiberglass wing tip installation (jaybannist@cs.com)
2. 07:43 AM - Zenair Newsletters mailed - surprise inside (Jon Croke)
3. 02:40 PM - Fuel Level (BobbyPaulk@comcast.net)
4. 02:52 PM - Dip Stick (BobbyPaulk@comcast.net)
5. 03:33 PM - Re: Dip Stick (steve)
6. 05:17 PM - Re: Zenair Newsletters mailed - surprise inside (Lawrence Webber)
7. 06:09 PM - Re: Zenair Newsletters mailed - surprise inside (DaveG601XL)
8. 07:28 PM - Re: ACS Primer Kit (leinad)
9. 07:31 PM - Re: Fiberglass wing tip installation (Ronald Steele)
10. 07:49 PM - Re: Fiberglass wing tip installation (Rick Lindstrom)
11. 07:50 PM - Re: Problem with fuel level senders (John Swartout)
12. 08:42 PM - Flight Training DVD's (D G)
13. 08:55 PM - Flight Training DVD's (D G)
14. 09:58 PM - Looking for a Corvair flight engine in Southern California (Dave Thompson)
Message 1
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| Subject: | Re: Fiberglass wing tip installation |
Ron,
I had the same problem.? I honestly don't remember how I held the fiberglass in
place while drilling.? I think I clamped the upper and lower rear corners and
just used "by guess and by gosh" to drill the nose.? I also had the slight wing
skin overhang and gap at the nose. I used SuperFil to fill and smooth it out
and make it look purtty.? It is really easy to mix, apply and sand to a nice
contour. That might not be the "kosher" way, but it worked for me.
This whole wingtip area is awkward from a fitting and fastening standpoint.? I
could find no way to clamp the upper crimped angle for the wingtip end plate.?
I was holding it by hand to drill.? When the drill bit popped through, my little
finger was in the way and I drilled right through the fingernail.? Ouch!
Jay in Dallas
-----Original Message-----
From: Ronald Steele <rsteele@rjsit.com>
Sent: Fri, 10 Oct 2008 9:26 pm
Subject: Zenith-List: 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?
?
?
?
?
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 2
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| Subject: | Zenair Newsletters mailed - surprise inside |
For Zenair newsletter subscribers:
The new issue (Sept/Oct) newsletter was recently mailed - please open
carefully as a DVD was inserted into each issue! On this DVD is video
from the recent Hangar Days at Zenith with the full presentation from
Gus Warren's preflight seminar on 601/701. And more - the detailed
presentation from Mathieu Heinz on the changes made to the 601XL to
create the 650 design and questions from the audience. We are
experimenting with this new video format to supplement the hardcopy
newsletter of all things Zenith (technical, builders, show stuff).
Please leave your opinions after watching at: www.zenair.org
Thanks
Jon
editor www.zenair.org
Message 3
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Listers,
i bent my fuel transmitter floats exactly like the drawing on 2 different 601 XLs.
when in calibration mode on a level surface both quit transmitting higher readings
at about 7.5 to 8.5 gallons.
we set one up to read 15 gallons when full and i set mine to read 7 gallons when
full. it will read 7 gallons untill it gets below that and then reads very accurately.
we used a calibrated 6 gal. plastic gas can and a 12v. high capacity
fuel pump and could pump out all but about a quart of fuel. we pumped what was
left in each tank back into the calibrated gas can after flying and found the
gauges to be very accurate. if you make a steep turn and do not stay co-ordinated
you will see the tanks change readings below about 6 gallons.
i am using a Dynon DEK-180. very fine piece of equipment.
Bobby
N131BP
68 hrs.
Message 4
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guys,
i made my dip stick out of 3/8" dowel and slanted it at an angle toward the fuselage
until it wedged against the sides of the filler neck with the end on the
bottom of thetank. that way you will get the same angle every time and the inclined
dowel will measure all the way down to a little less than 3 gals. make
it about 4" longer than where it strikes the filler neck so it will not be able
to fall into the tank. i put about 3 thin coats of varnish to cover the painted
inclined marks and sanded with 400 grit paper so i could see the wetted area.
works very accurately on both tanks. it will very accurately measure from
3 to 14 gallons.
Always do a visual fuel check before each flight.
Bobby
N131BP
Message 5
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I made my dipstick out of 1/4 inch clear PVC tubing.
Same type as Cessna uses. Stick it down to bottom of tank, put finger over
open end (like a kid with a soda straw) and remove. You will see exactly
how much fuel is in the tube. Calibrate as you fill the tank on the first
fill, ie. 5, 12 15 gallons....
SW
Still fighting with my weight and balance calculations.
601XL with Jabiru 3300..... and BRS (449mm)
----- Original Message -----
From: <BobbyPaulk@comcast.net>
Sent: Saturday, October 11, 2008 2:52 PM
Subject: Zenith-List: Dip Stick
>
> guys,
> i made my dip stick out of 3/8" dowel and slanted it at an angle toward
> the fuselage until it wedged against the sides of the filler neck with the
> end on the bottom of thetank. that way you will get the same angle every
> time and the inclined dowel will measure all the way down to a little less
> than 3 gals. make it about 4" longer than where it strikes the filler neck
> so it will not be able to fall into the tank. i put about 3 thin coats of
> varnish to cover the painted inclined marks and sanded with 400 grit paper
> so i could see the wetted area. works very accurately on both tanks. it
> will very accurately measure from 3 to 14 gallons.
>
> Always do a visual fuel check before each flight.
>
> Bobby
> N131BP
>
>
>
Message 6
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| Subject: | Zenair Newsletters mailed - surprise inside |
since i renewed my subscription in june i have received nothing whats up ?
Larry
From: Jon@joncroke.comTo: zenith-list@matronics.comSubject: Zenith-List: Ze
nair Newsletters mailed - surprise insideDate: Sat=2C 11 Oct 2008 09:42:32
-0500
For Zenair newsletter subscribers:
The new issue (Sept/Oct) newsletter was recently mailed - please open caref
ully as a DVD was inserted into each issue! On this DVD is video from the
recent Hangar Days at Zenith with the full presentation from Gus Warren's p
reflight seminar on 601/701. And more - the detailed presentation from Mat
hieu Heinz on the changes made to the 601XL to create the 650 design and qu
estions from the audience. We are experimenting with this new video format
to supplement the hardcopy newsletter of all things Zenith (technical=2C b
uilders=2C show stuff). Please leave your opinions after watching at: www
.zenair.org
Thanks
Jon
editor www.zenair.org
_________________________________________________________________
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Message 7
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| Subject: | Re: Zenair Newsletters mailed - surprise inside |
Jon,
It was a very nice surprise. Gus's pre-flight presentation was very informative.
Thanks!!
--------
David Gallagher
601 XL, first flight 7/24/08.
In Phase I flight test.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8327#208327
Message 8
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| Subject: | Re: ACS Primer Kit |
Gig asked what carb. I'm using an SU carberator from a 1959 MG. It has no choke,
or accelerator pump. There was a "choke" nob on the dash, but it actually
withdraws the mixture needed to give you full rich. This is going on a Corvair
engine. There is a place right where the intake manifold attaches to the
head that is drilled and tapped for 1/8 NTP. I have dual electronic fuel pumps
forward the firewall, and a gascolator on the cabin floor. I've got the engine
on a test stand now and am contemplating trying it without the primer. I'm
also considering forgoing the manual primer and opting for an electronic selenoid
valve after the fuel pumps. I'm probably a few weeks from being ready
to start the engine at the earliest.
leinad wrote:
> Has anyone else purchased the primer kit from ACS. It came with no instructions.
I'm not sure which is inlet and which is outlet. Also normally do you take
the fuel before the pump or after?
> Dan
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8331#208331
Message 9
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| Subject: | Re: Fiberglass wing tip installation |
On a related note, has anyone used nut plates to attach the tips? I'm
thinking this would allow access to strobe power supplies. Are there
any special requirements for attaching nut plates to fiberglass?
Ron
>
> 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
>
>
> Email message sent from CompuServe - visit us today at http://www.cs.com
>
>
Message 10
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| Subject: | Re: Fiberglass wing tip installation |
Y'know, you guys, there's a new combination wingtip position light/strobe assembly
from Aveo Engineering that is fully self-contained (requiring no separate
power supply). Someone asked me today at the Cloverdale Quality Sport Plane Fly-In
how I got to the strobe power supply on my 601, and I said drill out the
rivets. Which really is no big deal, except that they're painted.
But I plan to install the Aveo units, as they make the wingtip issue moot. And
since they're designed around very high intensity LEDs driven by on board circuitry,
they draw peanuts for current. I was actually running around Oshkosh with
a prototype, showing various manufacturers the unit and driving it fully with
a 9V transistor radio battery.
It was, by far, the coolest thing I saw at the show. A bit pricy at $660 for a
pair, but man! How they simplify installation with no further maintenance required!
Rick Lindstrom
N42KP / Corvair
-----Original Message-----
>From: Ronald Steele <rsteele@rjsit.com>
>Sent: Oct 11, 2008 7:28 PM
>To: zenith-list@matronics.com
>Subject: Re: Zenith-List: Fiberglass wing tip installation
>
>On a related note, has anyone used nut plates to attach the tips? I'm
>thinking this would allow access to strobe power supplies. Are there
>any special requirements for attaching nut plates to fiberglass?
>
>Ron
Message 11
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| Subject: | Re: Problem with fuel level senders |
Andy,
I made the same mistake--not testing them with the gauge before sealing them
into the four tanks on my CH-801. I installed them exactly according to the
instructions, but the gauge (when I finally checked them) read full when
full, but 1/12 full when they were empty--not a good situation. I had
sealed them to the tank flanges with PR-2 instead of using the rubber
gaskets because I had a clearance issue with the center terminal being too
high and interfering with the access cover. It was quite a job to drill out
the rivets in the access cover and not letting any of the rivets disappear
into the wing bays, then heat the VDO sender to probably 250 degrees until
the PR-2 softened enough to pry it loose. This of course melted the nylon
part of the sender, destroying it. I replaced them with Stewart Warner
240-30 ohm senders, which have a bit lower profile, at about half the price
of VDO's, but of course then I couldn't use the Mitchell gauges because they
go from about 8 to 185 ohms. I replaced them with Chief gauges (2 1/4"),
which are compatible with the Stewart Warner senders, at about $40 each for
the two. And I tested them before final installation, using the gaskets
this time. Total cost of my error: about 6 hours and $180.
If you made an access hole in the top skin of the wing over the
senders--with nutplates or rivets--it's not that big a deal to pull them out
and re-adjust them. It sounds to me like your float arms are too long
(which doesn't allow the variable resistor to realize its full range) and
the pivot pin is located above the vertical mid-point of the tank, so travel
below the horizontal is adequate but travel above the horizontal is not.
John
On Fri, Oct 10, 2008 at 9:25 PM, Dr. Andrew Elliott <a.s.elliott@cox.net>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?
>
> Andy Elliott, Mesa, AZ
> N601GE (registered)
> 601XL/TD, Corvair, finishing...
>
>
> *
>
> *
>
>
Message 12
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| Subject: | Flight Training DVD's |
I was wondering if anyone on the list have any
Training DVD's they're done with, and would want to sell? I was looking at the
Sporty's DVD's but would entertain others. Any thoughts on what is best? Thanks.
Dean
Message 13
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| Subject: | Flight Training DVD's |
I was wondering if anyone on the list have any
Training DVD's they're done with, and would want to sell? I was looking at the
Sporty's DVD's but would entertain others. Any thoughts on what is best? Thanks.
Dean
Message 14
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| Subject: | Looking for a Corvair flight engine in Southern California |
People,
I have made several requests to several places including Flycorvair.com with
no responses so I thought I'd make the request here.
I am a member of Vintage Corsa, the Orange County, California chapter of
CORSA, Corvair Society of America (cars & trucks). Our chapter is hosting
the Great Western Fan Belt Toss this year. It is one of the largest Corvair
(car & truck) events on the west coast each year. The 'Toss will be held at
the Orange County Fair Grounds on October 31st, November 1st and 2nd. It has
been moved from Palm Springs to Orange County this year to try to give the
Corvair more exposure to the general public. The 'Toss will share the
fairgrounds that weekend with a national woodworking convention and the
Orange County Market Place. The OC Market place boasts that they are the
largest swap meet in Southern California. Thousands of people are expected
to attend the fairgrounds that weekend. See our website for more information
about the 'Toss. Vintagecorsa.com
The reason that I have posted here is that we were wondering if someone
wanted to represent the flight segment of the Corvair movement. Is there
someone with a flight Corvair engine that might want to bring it to the
show? (Could I dream of a fuselage with mounted engine?) If we can get
someone, I'll see to it the display space is free.
If you can think of a local So Cal guy that might be interested in
displaying, please forward this email. It sure would be cool if we had a
flight engine at the show! If someone wanted to travel to the show, I have a
spare bedroom.
Anyone should contact me directly.
Thanks,
Dave Thompson
Westminster, CA
Dave.thompson@verizon.net
714-334-3833
1963 turbo Spyder Convertable
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