Today's Message Index:
----------------------
1. 12:03 AM - Re: 601XL Fuel System Questions (K Dilks)
2. 10:36 AM - Re: Zenith Aero (Dave Austin)
3. 11:40 AM - Wing Locker Questions (david van lanen)
4. 02:23 PM - Compiled Sheet Metal List (Samm)
5. 04:05 PM - Re: 601XL Fuel System Questions (crvsecretary)
6. 07:19 PM - Re: Corvair Intake (available) (william Clapp)
7. 08:08 PM - Re: Re: 601XL Fuel System Questions (Craig Payne)
8. 08:21 PM - Re: Wing Locker Questions (Ron Lendon)
9. 08:33 PM - Re: Wing Locker Questions (Ronald Steele)
10. 08:54 PM - Re: Re: 601XL Fuel System Questions (Roger & Lina Hill)
11. 09:03 PM - Re: Re: 601XL Fuel System Questions (Roger & Lina Hill)
Message 1
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| Subject: | Re: 601XL Fuel System Questions |
In the UK a vapour return line is required by the gods.
If you fit a 0.35 mm carb jet in the return fuel line it will relive the vapour
pressure but only return a small amount per hour , approx 2 liters . This way
you just return straight to your primary tank, left in my case and label the
change valve to use left tank first. As you will change tanks to keep trim about
every 1/2 hour then there will be no problem over flooding the return tank.
This also help priming the system when empty as the pumps dont have to force the
empty line air through the carb which may have enough fuel to close its needle
valve, important if you forgetto change tanks in the air..................done
that and have the T shirt! Doh! [Embarassed]
Cheers
Kevin
--------
Austria .............
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234315#234315
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Hey Mark,
I'll give it a try!
Dave Austin 601HDS - 912
Message 3
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| Subject: | Wing Locker Questions |
I have studied plans page 6-WLO-1 thoroughly, but there are a few of things
I still can't figure out. Perhaps someone who has recently completed the
wing locker installation could help me.
* The plans show the locker rear panel being positioned 440 mm back
from the front spar, but I cannot tell from the plans what I should be
measuring from and to - is it from the center of the spar cap to the front
edge of the locker rear panel (i.e. rear side of the rib-mounted L-angles)?
If so, does the thickness of the rear upper spar cap, the length of the top
flange of the top spar cap angle, and the width of the spins on the hinge
combine to make up the difference between this 440 mm measurement and the
410 mm length of the cover plate?
* A note at the top middle of the page says to use shims .032" + .025"
on top of piano hinge to raise the cover plate flush with the rear top skin.
>From the diagram, it looks like the front flange of the hinge is mounted
under the top flange of the top spar cap angle, and the rear top skin lays
on top of this same top spar cap angle flange. If this is true, then it
seems that I would only need to shim the thickness of the top spar cap angle
(.032") to bring the cover plate up flush with the top skin. Or am I
supposed to also shim the top rear skin up off of the top spar cap angle
with .025", so that it matches the "height" of the top rear skin on the
sides and rear of the locker opening where the .025" dzus strips have been
inserted between the ribs / locker rear panel L-angle and the top rear skin?
* The top left diagram for the cover plate (6WLO1-1) shows the Dzus
corner fastener holes positioned 25mm from the sidse of the cover plate.
Since the side Dzus strips are 20mm wide, this would put the center of the
Dzus holes only 5mm in from the edges of the rear Dzus strip. Will this
result in an inadequate edge distance for these holes?
I hope these questions make sense. Any help would be appreciated.
Dave Van Lanen
601XL - tail, flaps & ailerons done, starting on left wing
Message 4
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| Subject: | Compiled Sheet Metal List |
I had a disk crash and lost some information. Somewhere, I had acquired
a compiled sheet metal list of all the aluminum required to build a
CH-601XL. I would greatly appreciate anyone either emailing me such a
list or directing me to the URL where I can get it.
Thanks,
Samm Munn
CH-601XL/Corvair
Message 5
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| Subject: | Re: 601XL Fuel System Questions |
Gentlemen:
Thank you very much for the replies - THIS is the fellowship of building ! Since
I have the fuel selector, I'll install it...but I really liked the simplicity
of ball valves. I will NOT install a return line - again, keeping with simplicity.
I will, however, put the pumps in the wing roots to keep the entire
system under pressure and I'll firesleeve EVERYTHING forward of the firewall.
One last question: I'll be installing a Corvair with a mechanical fuel pump. Do
I abandon it and just go with the electric pumps? or put it in series inline
to the carb? Will this cause an over-pressure condition at the carb?
Thank you again, everyone.
Tracy
--------
Zenith 601XL N458XL (reserved)
Naugatuck, CT
Tail Complete; working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234390#234390
Message 6
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| Subject: | Re: Corvair Intake (available) |
For those who are interested I have aluminum intake manifold available.-
Call 229-241-1175-or email me if interested.=0A-=0ABill Clapp - Aeromax
Aviation Manager=0A-KR2S builder and pilot =0AValdosta, GA=0Aaeromaxavia
tion.com-/ billclapp.com=0A-=0A=0A=0A=0A=0A____________________________
____=0AFrom: Lawrence Webber <lawrencewebber@HOTMAIL.COM>=0ATo: zenith-list
@matronics.com=0ASent: Wednesday, March 11, 2009 8:25:28 PM=0ASubject: RE:
Zenith-List: Corvair Intake=0A=0ApAUL-- =0A-go to homers or lowes and
go to bathdept buy some SS safety hand rails =0Aalready curved 1 piece wil
l do both sides of intake cut to angle you want=0Acost 20 $-- go to jun
k yard get piece of ss flat- about 3$- weld and drill=0A=0Asome of them
even have a dimpled non slip surface for the hose to secure to=0A=0ALarry
601xl corvair chugger=0A=0A=0A- =0A________________________________=0AFro
m: paulrod36@msn.com=0ATo: zenith-list@matronics.com=0ASubject: Zenith-List
: Corvair Intake=0ADate: Wed, 11 Mar 2009 17:57:32 -0500=0A=0A=0AHomebuiler
s are nothing if not ingenious and adaptable, so I bring this to youse.-
I need an idea.........I'm having a tough time trying to bend some 1-1/8 al
uminum tubing to make the intakes on the Corvair heads.- So far, I've fab
ricated the flanges, but bending the tubing into tight 90 degree curves has
me stuck. My local muffler shops have tried, but without the exact size bl
ocks, they can't get the bends right without crushing the bend somewhere. I
've looked for conduit benders, but none are the right size.- As a fallba
ck I've thought about using a wall pipe from Ace Hardware's plumbing depart
ment, (pretty chrome) but it's thin wall brass, and likely to crack from th
e vibration. Any ideas?- How'd everybody else do it?=0A=0AThanks,=0APaul
Rodriguez=0A=0A=0A>http://www.matronics.com/Navigator?Zenith-List=0Aronics.
com=0Aww.matronics.com/contribution=0A=0A=0A_______________________________
_=0AHotmail=AE is up to 70% faster. Now good news travels really fast. Find
=======================0A=0A=0A
Message 7
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| Subject: | Re: 601XL Fuel System Questions |
In general William Wynne says junk the mechanical Corvair pump. He has seen
plenty of reliability issues. Search his web site.
So with no mechanical pump you will want a back-up electrical pump and a
largish battery. So make sure you choose pumps (primary and backup) which
will pass fuel when not pumping. As to over-pressuring it depends on the
carb. The aerocarb is intended for gravity feed and doesn't like any pump.
The Ellison TBI can take some pump pressure, see the Ellison site.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of crvsecretary
Sent: Thursday, March 12, 2009 5:03 PM
Subject: Zenith-List: Re: 601XL Fuel System Questions
Gentlemen:
Thank you very much for the replies - THIS is the fellowship of building !
Since I have the fuel selector, I'll install it...but I really liked the
simplicity of ball valves. I will NOT install a return line - again,
keeping with simplicity. I will, however, put the pumps in the wing roots
to keep the entire system under pressure and I'll firesleeve EVERYTHING
forward of the firewall.
One last question: I'll be installing a Corvair with a mechanical fuel pump.
Do I abandon it and just go with the electric pumps? or put it in series
inline to the carb? Will this cause an over-pressure condition at the carb?
Thank you again, everyone.
Tracy
--------
Zenith 601XL N458XL (reserved)
Naugatuck, CT
Tail Complete; working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234390#234390
Message 8
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| Subject: | Re: Wing Locker Questions |
Dave,
Make the cover first then attach the hinge with silver clecoes. Make up the shims.
The hinge will attach to the spar flange. The dzus strips are 40mm wide
and that allows you 10mm center to edge distance in the cover.
With the cover made first you can lay it on the wing skin and use it as a cut out
template.
You can look at my kit log site here to get some ideas.
http://mykitlog.com/users/display_log.php?user=rlendon&project=113&category=1683&log=56993&row=88
--------
Ron Lendon, Clinton Township, MI
WW Corvair with Roy's Garage 5th bearing
Zodiac XL, ScrapBuilder ;-)
http://www.mykitlog.com/rlendon
Corvair Engine Prints:
http://home.comcast.net/~rlendon/site/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234412#234412
Message 9
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| Subject: | Re: Wing Locker Questions |
I don't know where you are on your wing, but putting in the locker is
much easier done after the skins are cleco'ed on. Then, just lay they
locker cover on the top skin. Carefully align the front with the rear
edge of the spar cap and between the ribs. Mark around the cover,
measure in about 5mm on sides and rear, for the cut line. Drill the
corners and cut the straight edges with an Olfa knife. Now the rear
bulkhead of the locker will just fit in place under the rear of the
cutout. If carefully positioned, the side edges will align closely to
the ribs. I tried fitting the bulkhead before the skins and made a
hash of it. On my second wing I'll not put any stiffeners in around
the wing locker until the skin is cut and the bulkhead is cleco'ed to
the L channel. Then I'll drill the L channel to the ribs.
I got this technique from the HomebuildHelp videos and got
everything straighten out easily. This is one place where both the
plans and builder's guide could give more info.
Re, the shims. Since the cover lays on top of the top skin, the
second shim is just to account for the skin thickness.
The layout of the Dzuz's on my plans seem to be different than the
pictures and planes I see, so I'm assuming placement isn't too critical.
Ron
tail done, working on first wing
On Mar 12, 2009, at 2:39 PM, david van lanen wrote:
> I have studied plans page 6-WLO-1 thoroughly, but there are a few of
> things I still can=92t figure out. Perhaps someone who has recently
> completed the wing locker installation could help me.
>
> =A7 The plans show the locker rear panel being positioned 440 mm
> back from the front spar, but I cannot tell from the plans what I
> should be measuring from and to ' is it from the center of the spar
> cap to the front edge of the locker rear panel (i.e. rear side of
> the rib-mounted L-angles)? If so, does the thickness of the rear
> upper spar cap, the length of the top flange of the top spar cap
> angle, and the width of the spins on the hinge combine to make up
> the difference between this 440 mm measurement and the 410 mm length
> of the cover plate?
>
> =A7 A note at the top middle of the page says to use shims .032=94
> + .025=94 on top of piano hinge to raise the cover plate flush with
> the rear top skin. =46rom the diagram, it looks like the front flange
> of the hinge is mounted under the top flange of the top spar cap
> angle, and the rear top skin lays on top of this same top spar cap
> angle flange. If this is true, then it seems that I would only need
> to shim the thickness of the top spar cap angle (.032=94) to bring the
> cover plate up flush with the top skin. Or am I supposed to also
> shim the top rear skin up off of the top spar cap angle with .025=94,
> so that it matches the =93height=94 of the top rear skin on the sides
> and rear of the locker opening where the .025=94 dzus strips have been
> inserted between the ribs / locker rear panel L-angle and the top
> rear skin?
>
> =A7 The top left diagram for the cover plate (6WLO1-1) shows the
> Dzus corner fastener holes positioned 25mm from the sidse of the
> cover plate. Since the side Dzus strips are 20mm wide, this would
> put the center of the Dzus holes only 5mm in from the edges of the
> rear Dzus strip. Will this result in an inadequate edge distance
> for these holes?
>
> I hope these questions make sense. Any help would be appreciated.
>
> Dave Van Lanen
>
> 601XL ' tail, flaps & ailerons done, starting on left wing
>
>
Message 10
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| Subject: | Re: 601XL Fuel System Questions |
Howdy all;
If you think you might have high fuel pressure problems at the carb, or just
want to maintain a even fuel pressure, install an inline fuel pressure
regulator. I got mine at the auto parts store cheap, it adjust from 1/2 psi
to 5 psi and was intended (I guess) for a motorcycle. Of course, you will
need a fuel return line off of it back up to your tank.
I set mine to 1 psi and ran a fuel pump to the aerovee carb because my
header tank would give low pressure below 1/2 full and start to lean out the
carb.
Roger
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Craig Payne
Sent: Thursday, March 12, 2009 10:05 PM
Subject: RE: Zenith-List: Re: 601XL Fuel System Questions
In general William Wynne says junk the mechanical Corvair pump. He has seen
plenty of reliability issues. Search his web site.
So with no mechanical pump you will want a back-up electrical pump and a
largish battery. So make sure you choose pumps (primary and backup) which
will pass fuel when not pumping. As to over-pressuring it depends on the
carb. The aerocarb is intended for gravity feed and doesn't like any pump.
The Ellison TBI can take some pump pressure, see the Ellison site.
-- Craig
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of crvsecretary
Sent: Thursday, March 12, 2009 5:03 PM
Subject: Zenith-List: Re: 601XL Fuel System Questions
Gentlemen:
Thank you very much for the replies - THIS is the fellowship of building !
Since I have the fuel selector, I'll install it...but I really liked the
simplicity of ball valves. I will NOT install a return line - again,
keeping with simplicity. I will, however, put the pumps in the wing roots
to keep the entire system under pressure and I'll firesleeve EVERYTHING
forward of the firewall.
One last question: I'll be installing a Corvair with a mechanical fuel pump.
Do I abandon it and just go with the electric pumps? or put it in series
inline to the carb? Will this cause an over-pressure condition at the carb?
Thank you again, everyone.
Tracy
--------
Zenith 601XL N458XL (reserved)
Naugatuck, CT
Tail Complete; working on wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234390#234390
Message 11
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| Subject: | Re: 601XL Fuel System Questions |
As far as vapor lock.
Don't forget your fire sleeve on the fuel lines, they act as insulation for
the fuel against engine heat too, which protect against vapor lock.
Also, I put a remote temperature monitor on the fuel filter before my carb,
on a hot day it would show fuel temps of 122 degrees, but usually less than
115 on a normal day.
Finally, I don't think vapor occurs while flying, it's something associated
with trying to start the engine after it's been trying to cool off on a hot
day and the fuel has heat soaked enough to go to vapor. Get the cooling air
flowing again, and the problem goes away.
Roger
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of K Dilks
Sent: Thursday, March 12, 2009 2:02 AM
Subject: Zenith-List: Re: 601XL Fuel System Questions
In the UK a vapour return line is required by the gods.
If you fit a 0.35 mm carb jet in the return fuel line it will relive the
vapour pressure but only return a small amount per hour , approx 2 liters .
This way you just return straight to your primary tank, left in my case and
label the change valve to use left tank first. As you will change tanks to
keep trim about every 1/2 hour then there will be no problem over flooding
the return tank.
This also help priming the system when empty as the pumps dont have to
force the empty line air through the carb which may have enough fuel to
close its needle valve, important if you forgetto change tanks in the
air..................done that and have the T shirt! Doh! [Embarassed]
Cheers
Kevin
--------
Austria .............
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=234315#234315
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