Today's Message Index:
----------------------
1. 05:41 AM - Re: Nose wheel fork failure (mhubel)
2. 08:57 AM - Cowling attachment, O200 (Jim Belcher)
3. 10:58 AM - Re: First Flight ()
4. 11:55 AM - Re: First Flight (mhubel)
5. 04:28 PM - Re: Cowling attachment, O200 (Doug - SportAviation)
6. 05:47 PM - Re: Cowling attachment, O200 (Sabrina)
7. 10:35 PM - Re: Nose wheel fork failure (Ianrat)
Message 1
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| Subject: | Re: Nose wheel fork failure |
I might add that I had a slightly similar event. It was on the second landing.
The aircraft clearly "landed" very nose heavy. One seasoned observer said he thought
no aircraft could survive un-damaged.
I bent the nose wheel assembly back under the fuseloge and of course broke the
prop. Without going into all the details of how this happened as there are always
multiple things that typically add up to cause such an event. My thoughts
were that after flying 20 years in an AA-5, I am still convinced that the AA-5
with its long nose assembly and castering wheel, just might have survived with
a large bounce. This assumes that one did full power go-around. I still think
the nose wheel of the 601 design is a weak point.
On the prop strike, Jabiru has a specific procedure to check the crank without
engine the tear down. According to Jabiru USA, they have had over 20 prop strikes
reported and none have resulted in damaged cranks so far. This includes the
ones where an engine tear down was done. Check with Pete at Jabiru USA for the
details. They are not available on-line. I have attached the procedure.
--------
Mark Hubelbank
N708HU
CH601XL
Jabiru 3300
Rotec TBI 40 carb
Sensenich ground adj prop.
28 hr TAF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269453#269453
Attachments:
http://forums.matronics.com//files/prop_strike_inspection_171.pdf
http://forums.matronics.com//files/prop_strike_check_crank_run_out_156.tif
Message 2
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| Subject: | Cowling attachment, O200 |
This is a query to anyone who used the Continental O200 on their 601XL. How
did you attach the fiberglass cowling to the rest of the aircraft?
I'm looking for ideas. Whilwe I can comew up with something, I hate to
reinvent the wheel if someone already has a good solution.
============================================
Jim B Belcher
BS, MS Physics, Math, Computer Science
A&P/IA
Retired aerospace technical manager
Mathematics and alcohol do not mix.
Do not drink and derive.
============================================
Message 3
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| Subject: | Re: First Flight |
Jeff, could you detail the problems you had with the Aerocarb? I've
been thinking about maybe using one, and could use the info.
Thanks,
Paul R
----- Original Message -----
From: Afterfxllc@aol.com<mailto:Afterfxllc@aol.com>
To: zenith601-list@matronics.com<mailto:zenith601-list@matronics.com>
; zenith-list@matronics.com<mailto:zenith-list@matronics.com>
Sent: Sunday, October 25, 2009 7:05 PM
Subject: Zenith601-List: First Flight
Hi All
Well today after much aggravation with the Aero Carb on the Corvair
engine we decided to switch to a MA-3A and had it rebuilt with a MA-3SPA
nozzle to richen it up slightly. We taxied the plane 4 or 5 times thru
all power setting before our test pilot was called to duty. Ralph (test
pilot) had flown with me in the first 601xl I built so he was not as
nervous as a first time test pilot would be flying behind a Corvair or
even the 601 for that matter.
The first flight went off without a hitch and the Corvair preformed as
expected the prop is set at 10 1/2 degrees 2700 to 2800 static and 2900
109 MPH climb out. The CHT's were around 300 and the oil temp was 210
degrees before the cooler EGT's were around 1,200 degrees.
All the parts on this plane are from Aerolite and the new Tech that
picks up from the AC side of the alt worked great also (No more flywheel
pickup).
The new cowling and ram air Baffles really keep the temps down but I
know our oil cooler setup works better than any other cooler out there
when combined with our baffles.
Tomorrow I will fit the wheel Pants and tinker with the trim a bit but
all and all a great day.
Watch the First Flight on U-tube
http://www.youtube.com/watch?v=XwNrpIMhr_A<http://www.youtube.com/watch
?v=XwNrpIMhr_A>
Jeff
www.aeroliteproducts.com<http://www.aeroliteproducts.com/>
http://www.matronics.com/Navigator?Zenith601-List<http://www.matronics.co
m/Navigator?Zenith601-List>
http://www.matronics.com/contribution<http://www.matronics.com/contributi
on>
Message 4
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| Subject: | Re: First Flight |
I had also tried an Aerocarb on a CH601XL. It was with a Jabiru 3300. I had two
problems and both may have been due to the fuel pressure. One was difficulty
getting a reasonable idle mixture. It was difficult to get it lean enough. This
might have been solved but the other issue was the leaking fuel. With a Aerocarb
(even with a pressure regulator), if the electric fuel pump is on (and it
is assumed all low wing fuel systems have a backup electric pump), the carb will
allow fuel to flow even if the engine is not running. This can result in a
large amount of fuel dripped near the exhaust system.
The only solution is to ALWAYS remember to have the electric pump off if the engine
is not running. As one usually puts the pump on for landing, then shuts down
the engine after a short taxi, this seems like asking for too much. Even using
the mixture control to stop the engine does not insure that there will be
no fuel drip as the engine will stop before the fuel flow is completely stopped.
It is effectively a single point failure mode.
I understand that with the lower pressure of gravity feed, these things are better.
Perhaps a pressure regulator that could be set below 1 PSI might help.
--------
Mark Hubelbank
N708HU
CH601XL
Jabiru 3300
Rotec TBI 40 carb
Sensenich ground adj prop.
28 hr TAF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269533#269533
Message 5
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| Subject: | Cowling attachment, O200 |
Take a look at what AMD does (www.newplane.com). If you need detail pictures
I can probably photograph my cowling and send them to you.
Doug Norman
(AMD N601DN)
-----Original Message-----
From: owner-zenith601-list-server@matronics.com
[mailto:owner-zenith601-list-server@matronics.com] On Behalf Of Jim Belcher
Sent: Monday, October 26, 2009 11:34 AM
Subject: Zenith601-List: Cowling attachment, O200
This is a query to anyone who used the Continental O200 on their 601XL. How
did you attach the fiberglass cowling to the rest of the aircraft?
I'm looking for ideas. Whilwe I can comew up with something, I hate to
reinvent the wheel if someone already has a good solution.
============================================
Jim B Belcher
BS, MS Physics, Math, Computer Science
A&P/IA
Retired aerospace technical manager
Mathematics and alcohol do not mix.
Do not drink and derive.
============================================
Message 6
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| Subject: | Re: Cowling attachment, O200 |
I used 13 (7 top, 6 bottom) Camloc CM1 adjustable depth receptacles. I made up
my own brackets and mounted them to the firewall. My cowling is mounted outside
the sideskins.
At 4 minutes into this video you can see the brackets:
http://www.youtube.com/watch?v=_ZQfypsw8k4
I am at school and do not have access to my plans or build photos.
They are not cheap, but they hold much better than my attempts with Dzus fasteners.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269579#269579
Message 7
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| Subject: | Re: Nose wheel fork failure |
Thruster 87 sorry to here about your plane. Glad to here that you are Ok
Ianrat
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=269610#269610
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