Today's Message Index:
----------------------
1. 02:47 AM - electrical switches / curcuit breakers (burbby)
2. 06:17 AM - Flap Switch Wiring Diagram (Dr. Andrew Elliott)
3. 07:09 AM - Re: Zenith- Alert To Aileron Cable Tension (japhillipsga@aol.com)
4. 07:15 AM - Re: electrical switches / curcuit breakers (Ken)
5. 07:20 AM - Re: electrical switches / curcuit breakers (Dirk Zahtilla)
6. 09:03 AM - 9 Hour X-Country, engine purred, cables loosened! (Scott Thatcher)
7. 09:41 AM - Re: 9 Hour X-Country, engine purred, cables loosened! (LarryMcFarland)
8. 12:34 PM - Re: 9 Hour X-Country, engine purred, cables loosened! (japhillipsga@aol.com)
9. 01:06 PM - Fluctuating tachometer readings (aprazer)
10. 01:09 PM - Zenith : [ Curt Thompson ] : New Email List PhotoShare Available! (Email List PhotoShares)
11. 01:12 PM - Zenith : [ Curt Thompson ] : New Email List PhotoShare Available! (Email List PhotoShares)
12. 01:12 PM - Re: I've moved to FLAG (and you can too) (Jimbo)
13. 02:48 PM - Re: Fluctuating tachometer readings (Pete Krotje)
14. 03:37 PM - Re: Zenith- Alert To Aileron Cable Tension (leinad)
15. 03:37 PM - Chat Room Reminder (George Race)
16. 03:47 PM - Re: Re: Zenith- Alert To Aileron Cable Tension (Roger & Lina Hill)
17. 04:58 PM - Great (U.S.) source for chocks (Dr. Andrew Elliott)
18. 06:20 PM - Re: 9 Hour X-Country, engine purred, cables loosened! (Ron Lendon)
Message 1
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| Subject: | electrical switches / curcuit breakers |
Its getting time to start planning the Electrical curcuits my plane.--
I am looking at the circuit breaker/ switch to act as both Switch and circu
it breaker also.-
-
http://www.aircraftspruce.com/catalog/elpages/pbcircuitbrkr.php-- W31 S
eries
-
Has anyone had a problem using this method?-- Pros. or cons--
Any ideas?
-
Gary Bassham
(N7601) resereved
Millsap, Tx
-
-=0A=0A=0A
Message 2
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| Subject: | Flap Switch Wiring Diagram |
I have a flap switch wiring diagram on a web page at
http://members.cox.net/n601ge/drawings/flap_switch.html
or you can use this tiny link (for a few days)
http://tinyurl.com/5owktt
FWIW,
Andy Elliott, Mesa, AZ
N601GE (registered)
601XL/TD, Corvair, finishing...
Message 3
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| Subject: | Re: Zenith- Alert To Aileron Cable Tension |
Dear 601XL Builders and Flyers, my eyes have been opened to an issue. All this
talk about flutter and cables, etc., led me to buy a tensionmeter and check the
cables in my XL. Wow was I surprised! The aileron cables were at 17 pounds and
the elevator at below 10 pounds. By ZAC they should have been 30 & 40 pds.
I reset them and flew. I was pleased at the difference in control and response.
Now before you think "that just can't happen to me"?I set my cables with my
hands plucking them, seemed good and tight.I have tightened mine twice since I
built her. No body has "calibrated" fingers. I alert you all and?hope everybody
will check their cables. I had flutter a couple years ago that scared the poop
out of me. Don't want it again or that anybody should be lost because of it.
The cable tester cost about $190. How much does having a wing come off cost?
Best wishes, Bill of Georgia
N505WP
601XL-3300 140 hours?
Message 4
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| Subject: | Re: electrical switches / curcuit breakers |
I'm not the voice of experience yet but I'm almost done wiring and I'll list some
considerations I had. The major downside is cost. I have several 3 amp breakers
on my panel and as you will note they are the most expensive on the entire
list. In my case I had to go back and replace a couple with a higher amperage
and now have breakers laying on the table which I won't use. Since I went
with w58's that isn't a big hit. Another downside is -- is there any visual
indication if they are tripped? (I don't know the answer.) A part of my goal
was the very minimum exposure of wires that could short while unprotected. If
you use a combination switch/breaker you either have to have it close to the
buss bar (maximum protection but possibly inconvenient location) or else have
a unprotected hot wire going to your switch/breaker(which you located conveniently).
On the plus side is a lot of convenience. They take up much less space.
You don't have to worry about the quality of your crimps between a breaker
and your switch and save you the labor of wiring a separate switch.
Its getting time to start planning the Electrical curcuits my plane.
I am looking at the circuit breaker/ switch to act as both Switch and circuit breaker
also.
http://www.aircraftspruce.com/catalog/elpages/pbcircuitbrkr.php W31 Series
Has anyone had a problem using this method? Pros. or cons
Any ideas?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=214680#214680
Message 5
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| Subject: | Re: electrical switches / curcuit breakers |
That's my intention also. I think most people don't do it because they
cost a lot more. I like the concept of using one part instead of 2 to do
the job.
Dirk
----- Original Message -----
From: burbby
To: zenith-list@matronics.com
Sent: Monday, November 17, 2008 2:44 AM
Subject: Zenith-List: electrical switches / curcuit breakers
Its getting time to start planning the Electrical curcuits my
plane.
I am looking at the circuit breaker/ switch to act as both
Switch and circuit breaker also.
http://www.aircraftspruce.com/catalog/elpages/pbcircuitbrkr.php
W31 Series
Has anyone had a problem using this method? Pros. or cons
Any ideas?
Gary Bassham
(N7601) resereved
Millsap, Tx
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
Message 6
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| Subject: | 9 Hour X-Country, engine purred, cables loosened! |
Here is a rundown of my 9 hour x-country last month from Palm Beach
Gardens, FL to Andrews, NC. It's only a 700 mile (statute) flight but I
had headwinds and I kept the speed below 100 mph the entire trip. I put
40 pounds of baggage in the rear baggage area in order to help keep the
nose up without using full trim during flight. And it worked
beautifully. To alleviate my heavy left wing, I kept 12 gallons in the
right wing, 30 lbs baggage in the right locker, and 6 gallons in the
left wing. Now I could fly hands off most of the trip.
When I left Palm Beach Gardens, the aileron cables were tight although I
didn't use a tensionometer to measure the tautness of the cables. My
first stop was in Sebring for lunch. On takeoff, the left canopy lock
unlatched. After Jay's experience, I throttled back and made a 500'
pattern and retuned to land. Reseated the latch and again took off.
Because of light turbulence (heavy in these LSA's), and strong headwinds
with gusts, I decided to call it quits fairly early on Saturday
afternoon and spend the night in Ocala, FL. I asked the FBO to tie down
the aircraft and I headed to the Motel.
The next morning, I loaded the aircraft similar to above and noted that
the tie downs were extremely tight. I would say at least 50-100 lbs of
force were used to tie the wings down. At the time, I thought that was
a good idea because of the gusty conditions but later wondered what
affect the negative load had on the lower spar cap. A quick and dirty
analysis indicated that the bending moments of 1100 ft-lbs (old school)
would equate to a small 200 lb load at the center of the wing. That's
about 0.25 g negative. Nothing to worry about. At least yet.
The next 6 hours were spent cruising around 4500 feet and landing at
several locations for fuel. My first stop was at Tellfair-Wheeler in
Georgia and to my surprise, they had no fuel and were completely
unattended. So I made a short hop to Dublin and re-fueled there.
Talked to a fellow who worked at the AMD factory and he mentioned I
needed to look at the bearing covers on the wheels when I get a chance.
He also spoke very favorably about the quality of workmanship and he
really enjoyed the sound of that Corvair engine.
Next stop was to be Habersham at the foothills just south of Andrews,
NC. But, while I was now at 6500 feet, it was very difficult to descend
to land and make that long climb back up to altitude all over again so I
decided to just continue over the mountains to Andrews.
It was about now that I noticed a slight difference in the feel of the
ailerons. I could move the stick left and right about an inch without
any movement of the ailerons themselves. As anyone knows when you fly
over open water, the engine will invariably make small noises that you
have never heard before just about the time you reach a point of
no-return. And it is also true when flying over mountains, ailerons
will start to buzz, cables feel like they are no longer attached and the
engine starts making noises not heard before... you know the slight
decrease in rpm that lasts about a thousandth of a second and causes
your heart to momentarily stop.
30 minutes later I was pushing N601EL into my hangar in Andrews, NC.
Other than directly over the mountains, she flew well and the engine ran
exceptionally. My G-Meter showed that I had only experienced a 1.7 G
positive and 0.4 G negative for the entire trip. But now I wanted to
know what was going on with the cables. I pulled the seats out and ran
my hand over the aileron cables and noticed they seemed much looser than
when they were installed. Then I found the balance cable and it was
limp... no tension at all.
I immediately ordered a Tensionometer from ACS and when I checked the
cable tensions, here is what I discovered. Rudder Cable: 12-15 lbs.
Aileron Cable: 10 lbs. Balance Cable: 0 (not measurable). Elevator
cable: 10-12 lbs. Now what worried me was, "How does an aileron and
balance cable become so loose in so short a time?" The only way I could
think of was that the bellcrank moved or the wing geometry changed, both
of which gave me a chill! But neither of these things occurred. I
checked the fairleads and they were still in place. And all nicopress
fittings were still attached and turnbuckes still safetied.
So I plan to re-tighten to the new specs of 40/30/22 +/- 5 (Elevator,
Aileron, Rudder respectively) and recheck the lower spar cap and the rib
attachment of the bellcrank. Anyone have any other ideas? From my
experience though, check those cable tensions often because they
seemingly loosen up without any reason! N601EL now has 25 hours of
total time.
Scott Thatcher, Palm Beach Gardens, FL
601XL with WW Corvair, Registered as E-LSA
N601EL, http://placestofly.com, http://eaa203.com,
http://mykitlog.com/sdthatcher
Webmaster: http://zenvair.com
Message 7
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| Subject: | Re: 9 Hour X-Country, engine purred, cables loosened! |
Scott,
I'd have recommended you go for 20/30/20 tension as you reference,
because the wing structure only has to give an extremely small amount to
give up tension. 6061 is
somewhat like bubble gum and a rib with channel reinforcement will
deflect and with additional tightening repeated, you will see more loose
cable. I don't think for a minute
that lack of tension could cause problems, but certainly over tightening
will eventually cause you grief. Look carefully at the skin where the
bellcrank is located and see if you find any indication of reading the
flange line. I've seen the rib pronounced at this location where cables
have been over tightened and for that reason I maintain the lesser
tensions without problems. Different wing on my HDS of course, but I
have the same concerns.
Larry McFarland 601HDS at www.macsmachine.com
Scott Thatcher wrote:
> So I plan to re-tighten to the new specs of 40/30/22 +/- 5 (Elevator,
> Aileron, Rudder respectively) and recheck the lower spar cap and the
> rib attachment of the bellcrank. Anyone have any other ideas? From
> my experience though, check those cable tensions often because they
> seemingly loosen up without any reason! N601EL now has 25 hours of
> total time.
>
> Scott Thatcher, Palm Beach Gardens, FL
> 601XL with WW Corvair, Registered as E-LSA
> N601EL, http://placestofly.com, http://eaa203.com,
> http://mykitlog.com/sdthatcher
> Webmaster: http://zenvair.com
> *
> *
Message 8
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| Subject: | Re: 9 Hour X-Country, engine purred, cables loosened! |
Scott, 1/8 cable will stretch. Also in the early flying time fittings, bellcranks?and
bolts will seat themselves and all this will create slack in the system.
Ask me how I know. Further, I can't tell the difference between a cable at 20
and 30 pounds tension. Maybe others can, but I can't. So the tension meter gage
is the real answer. Since I found my slack cables my new maintenance is check
the cables with the meter with every tire air pressure check. Chances are
your cables were below standard margin when you got started.? Great story and
best of luck, Bill of Georgia 601XL-3300 140 hrs
-----Original Message-----
From: Scott Thatcher <s_thatcher@bellsouth.net>
Sent: Mon, 17 Nov 2008 11:59 am
Subject: Zenith-List: 9 Hour X-Country, engine purred, cables loosened!
Here is a rundown of my 9 hour x-country last month from Palm Beach Gardens, FL
to Andrews, NC.? It's only a 700 mile (statute) flight but I had headwinds and
I kept the speed below 100 mph the entire trip.? I put 40 pounds of baggage
in the rear baggage area in order to help keep the nose up without using full
trim during flight. And it worked beautifully.? To alleviate my heavy left wing,
I kept 12 gallons in the right wing, 30 lbs baggage in the right locker, and
6 gallons in the left wing.? Now I could fly hands off most of the trip.
?
When I left Palm Beach Gardens, the aileron cables were tight although I didn't
use a tensionometer to measure the tautness of the cables.? My first stop was
in Sebring for lunch.? On takeoff, the left canopy lock unlatched. After Jay's
experience, I throttled back and made a 500' pattern and retuned to land.? Reseated
the latch and again took off. Because of light turbulence (heavy in these
LSA's), and strong headwinds with gusts, I decided to call it quits fairly
early on Saturday afternoon and spend the night in Ocala, FL.? I asked the FBO
to tie down the aircraft and I headed to the Motel.
?
The next morning, I loaded the aircraft similar to above and noted that the tie
downs were extremely tight. I would say at least 50-100 lbs of force were used
to tie the wings down.? At the time, I thought that was a good idea because
of the gusty conditions but later wondered what affect the negative load had on
the lower spar cap.? A quick and dirty analysis indicated that the bending moments
of 1100 ft-lbs (old school) would equate to a small 200 lb load at the
center of the wing. That's about 0.25 g negative.? Nothing to worry about.? At
least yet.
?
The next 6 hours were spent cruising around 4500 feet and landing at several locations
for fuel.? My first stop was at Tellfair-Wheeler in Georgia and to my
surprise, they had no fuel and were completely unattended.? So I made a short
hop to Dublin and re-fueled there.? Talked to a fellow who worked at the AMD factory
and he mentioned I needed to look at? the bearing covers on the wheels
when I get a chance. He also spoke very favorably about the quality of workmanship
and he really enjoyed the sound of that Corvair engine.
?
Next stop was to be Habersham at the foothills just south of Andrews, NC. But,
while I was now at 6500 feet, it was very difficult to descend to land and make
that long climb back up to altitude all over again so I decided to just continue
over the mountains to Andrews.
?
It was about now that I noticed a slight difference in the feel of the ailerons.?
I could move the stick left and right about an inch without any movement of
the ailerons themselves.? As anyone knows when you fly over open water, the engine
will invariably make small noises that you have never heard before just
about the time you reach a point of no-return.? And it is also true when flying
over mountains, ailerons will start to buzz, cables feel like they are no longer
attached and the engine starts making noises not heard before... you know
the slight decrease in rpm that lasts about a thousandth of a second and causes
your heart to momentarily stop.
?
30 minutes later I was pushing N601EL into my hangar in Andrews, NC.? Other than
directly over the mountains, she flew well and the engine ran exceptionally.?
My G-Meter showed that I had only experienced a 1.7 G positive and 0.4 G negative
for the entire trip. But now I wanted to know what was going on with the
cables. I pulled the seats out and ran my hand over the aileron cables and noticed
they seemed much looser than when they were installed.? Then I found the
balance cable and it was limp... no tension at all.
?
I immediately ordered a Tensionometer from ACS and when I checked the cable tensions,
here is what I discovered.? Rudder Cable: 12-15 lbs.? Aileron Cable: 10
lbs.? Balance Cable: 0 (not measurable).? Elevator cable: 10-12 lbs.? Now what
worried me was, "How does an aileron and balance cable become so loose in so
short a time?"? The only way I could think of was that the bellcrank moved or
the wing geometry changed, both of which gave me a chill!? But neither of these
things occurred.? I checked the fairleads and they were still in place.? And
all nicopress fittings were still attached and turnbuckes still safetied.
?
So I plan to re-tighten to the new specs of 40/30/22 +/- 5 (Elevator, Aileron,
Rudder respectively) and recheck the lower spar cap and the rib attachment of
the bellcrank.? Anyone have any other ideas?? From my experience though, check
those cable tensions often because they seemingly loosen up without any reason!?
N601EL now has 25 hours of total time.
?
Scott Thatcher, Palm Beach Gardens, FL
601XL with WW Corvair, Registered as E-LSA
N601EL, http://placestofly.com, http://eaa203.com,
http://mykitlog.com/sdthatcher
Webmaster: http://zenvair.com
Message 9
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| Subject: | Fluctuating tachometer readings |
Scenerio: 3300 Jabiru; Dynon DK180; Pulse/Revolution values are set @ 6; tach wired
to alternator with 1 amp fuse; Problem fluctuating tach readings on taxi
testing.
Readings: At idle 2000+/- RPM -- hand held tack shows 1050+/- 10;
As I add throttle Dynon RPM drops to 1600;
Slowly adding more power tach reading comes up then drops until it reaches full
throttle and reads 2300 (static should be 2800).
Has anyone had this problem? If so, how did you solve it? Any and all help will
be greatly appreciated!
Thanks,
Mack Kreizenbeck
601XL N990MK
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=214749#214749
Message 10
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| Subject: | Zenith : [ Curt Thompson ] : New Email List PhotoShare Available! |
A new Email List PhotoShare is available:
Poster: Curt Thompson <Curt.Thompson@verizon.net>
Lists: Zenith-List,Zenith801701-List
Subject: TurboCAD drawings of CH701 form blocks and other parts.
http://www.matronics.com/photoshare/Curt.Thompson@verizon.net.11.17.2008
----------------------------------------------------------
o Main PhotoShare Index
http://www.matronics.com/photoshare
o Submitting a PhotoShare
If you wish to submit a PhotoShare of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
----------------------------------------------------------
Message 11
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| Subject: | Zenith : [ Curt Thompson ] : New Email List PhotoShare Available! |
A new Email List PhotoShare is available:
Poster: Curt Thompson <Curt.Thompson@verizon.net>
Lists: Zenith-List,Zenith801701-List
Subject: TurboCAD drawings of CH701 form blocks and other parts.
http://www.matronics.com/photoshare/Curt.Thompson@verizon.net.11.17.2008
----------------------------------------------------------
o Main PhotoShare Index
http://www.matronics.com/photoshare
o Submitting a PhotoShare
If you wish to submit a PhotoShare of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
----------------------------------------------------------
Message 12
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| Subject: | Re: I've moved to FLAG (and you can too) |
For those in the Los Angeles / North OC area, EAA Chapter 96- at Compton
Woodley Airport (CPM) has similar facilities available. Contact Keith Spreu
er at (310)-692-5648
www.eaa96.org
Jim LoBue
601XL/Corvair
--- On Fri, 11/14/08, Richard Vetterli <richvetterli@yahoo.com> wrote:
From: Richard Vetterli <richvetterli@yahoo.com>
Subject: Zenith-List: I've moved to FLAG (and you can too)
<richvetterli@yahoo.com>
Attention Northern California (SF Bay Area) builders.
After building in my garage for the past four years,
I've moved my project to "First Light Aviation Group"
(FLAG) in Livermore, California, adjacent to the
Livermore Airport (lvk). FLAG has individual building
bays, each one complete with plenty of power,
compressed air, large locking tool boxs, work tables,
shelves and a pallet rack for large parts. FLAG also
supplies large tools (drill press, shear, brake, etc)
with convenient bathrooms, vending machines, fridge
and microwave. And, it's available 24/7. In the
lobby is a retail store with pilot supplies and
building supplies. A large meeting room upstairs
rounds out the facility. I found that when I moved my
airplane to FLAG, I was able to work in the company of
fellow builders/pilots and without the distractions of
building at home. Now I'm confident that I'll get my
plane flying in short order. No one asked me to post
this and I'm not affiliated with FLAG, I'm just a
happy customer. Check it out at www.flaglvk.com
Rich Vetterli
601XL/Corvair
95% done, 95% to go
Check out my progress at www.geocities.com/stixx5a
Message 13
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| Subject: | Fluctuating tachometer readings |
Your Dynon is picking up stray signals from other wiring. Typical sources
are CHT or EGT wires. A fuel pressure sender is also a good source of stray
signal if located too close to the distributor.
Another possibility is a bad fuse with increased resistance. Try running
without the fuse.
Pete
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of aprazer
Sent: Monday, November 17, 2008 3:06 PM
Subject: Zenith-List: Fluctuating tachometer readings
Scenerio: 3300 Jabiru; Dynon DK180; Pulse/Revolution values are set @ 6;
tach wired to alternator with 1 amp fuse; Problem fluctuating tach readings
on taxi testing.
Readings: At idle 2000+/- RPM -- hand held tack shows 1050+/- 10;
As I add throttle Dynon RPM drops to 1600;
Slowly adding more power tach reading comes up then drops until it reaches
full throttle and reads 2300 (static should be 2800).
Has anyone had this problem? If so, how did you solve it? Any and all help
will be greatly appreciated!
Thanks,
Mack Kreizenbeck
601XL N990MK
Read this topic online here:
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Message 14
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| Subject: | Re: Zenith- Alert To Aileron Cable Tension |
I think it was Larry McFarland that had plans to make a cable tension guage on
his website. I took his lead and made my own, modifying his design somewhat.
I made it smaller and amplified the motion. I put pictures on my website on
the tools page. When I checked my cables, also done by feel I found the same
thing that you did. I had around 18 lbs on the rudder and 15 pounds on the elevator
(my ailerons are not cabled yet). The 40 pounds specified for the elevator
seams like a lot of load to put on those flimsy horns. I haven't readjusted
them yet, but I have some time (a lot) before first flight.
Dan
http://daniel.dempseyfamily.us
[quote] ="japhillipsga(at)aol.com"]Dear 601XL Builders and Flyers, my eyes have
been opened to an issue. All this talk about flutter and cables, etc., led me
to buy a tensionmeter and check the cables in my XL. Wow was I surprised! The
aileron cables were at 17 pounds and the elevator at below 10 pounds. By ZAC
they should have been 30 & 40 pds. I reset them and flew. I was pleased at the
difference in control and response. Now before you think "that just can't happen
to me" I set my cables with my hands plucking them, seemed good and tight.I
have tightened mine twice since I built her. No body has "calibrated" fingers.
I alert you all and hope everybody will check their cables. I had flutter a
couple years ago that scared the poop out of me. Don't want it again or that
anybody should be lost because of it. The cable tester cost about $190. How much
does having a wing come off cost? Best wishes, Bill of Georgia
N505WP
601XL-3300 140 hours
> [b]
--------
Scratch building XL with Corvair Engine
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Message 15
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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::blocked::blocked::blocked::blocked::http://www.mykitairpl
ane.com/chat/> http://www.mykitairplane.com/chat/
George
Do Not Archive
Message 16
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| Subject: | Re: Zenith- Alert To Aileron Cable Tension |
Hey Billl
Are you going to rent that test out to us? I would sure like to use it on
my 601 HDS.
Roger
_____
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
japhillipsga@aol.com
Sent: Monday, November 17, 2008 9:08 AM
Subject: Zenith-List: Re: Zenith- Alert To Aileron Cable Tension
Dear 601XL Builders and Flyers, my eyes have been opened to an issue. All
this talk about flutter and cables, etc., led me to buy a tensionmeter and
check the cables in my XL. Wow was I surprised! The aileron cables were at
17 pounds and the elevator at below 10 pounds. By ZAC they should have been
30 & 40 pds. I reset them and flew. I was pleased at the difference in
control and response. Now before you think "that just can't happen to me" I
set my cables with my hands plucking them, seemed good and tight.I have
tightened mine twice since I built her. No body has "calibrated" fingers. I
alert you all and hope everybody will check their cables. I had flutter a
couple years ago that scared the poop out of me. Don't want it again or that
anybody should be lost because of it. The cable tester cost about $190. How
much does having a wing come off cost? Best wishes, Bill of Georgia
N505WP
601XL-3300 140 hours
Message 17
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| Subject: | Great (U.S.) source for chocks |
Gang:
Recently picked up a set of excellent wheel chocks for my 601 (with
5.00x5 tires), from www.chocks.com, which is Worden Safety Products.
The set I chose was the A4R-R Small Extruded Wedge chock, made from EPDM
rubber and sold in pairs, with a connecting rope, for $7.50/pair. With
shipping, total was about $25. The specific link for this choice is
http://www.chocks.com/chock.php?sn=2340402924
FWIW,
Andy Elliott, Mesa, AZ
N601GE (registered)
601XL/TD, Corvair, finishing...
Message 18
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| Subject: | Re: 9 Hour X-Country, engine purred, cables loosened! |
Scott,
Great report.
The only experience I have with keeping cables under consistent tension is my guitar
strings. I have been restringing guitars for many years and what I do is
bring them all in to tune then stretch them slightly by pulling them away from
the finger board. Then I re-tune and for the most part they stay in tune.
Experience has taught me that without the stretching step I chase the tune of
the guitar for about a week before it settles in. I would imagine this also
applies to cables but haven't found the documentation that states so.
YMMV
--------
Ron Lendon, Clinton Township, MI
WW Corvair with Roy's Garage 5th bearing
Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
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