Today's Message Index:
----------------------
1. 01:35 AM - First flight Zodiac Special (Chris Weber)
2. 04:50 AM - 601 Flying in NZ (Bernie Gunn) (Brenton Battles)
3. 06:23 AM - Re: Zenith-List Digest: 20 Msgs - 01/19/04 stall speeds and sport p (WOldejr@aol.com)
4. 06:55 AM - Re: stall speeds and sport pilot (Jeff Small)
5. 07:39 AM - Sport Pilot and gross weights (Dejan Vucinic)
6. 08:04 AM - Re: stall speeds and sport pilot (Rick Pitcher)
7. 09:03 AM - Re: Sport Pilot and gross weights (Jim Kepford)
8. 10:43 AM - Fuel tank can-o-worms (David Barth)
9. 11:18 AM - Re: Sport Pilot and gross weights (Traveling Man)
10. 11:46 AM - Re: Sport Pilot and gross weights (bryanmmartin@comcast.net)
11. 02:12 PM - Re: First flight Zodiac Special (Randall Stout)
12. 03:22 PM - Re: First flight Zodiac Special (Fred or Sandy Hulen)
13. 05:26 PM - Re: Fuel tank can-o-worms (Larry McFarland)
14. 05:37 PM - Re: Fuel tank can-o-worms (Brett Ray)
15. 09:43 PM - How to bend rudder horn? (701) (awendt@uniserve.com)
16. 09:58 PM - fuel quanity instumentation (Joemotis@aol.com)
Message 1
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| Subject: | First flight Zodiac Special |
--> Zenith-List message posted by: "Chris Weber" <chrisoz@gmx.net>
Hello Listers,
June last year I threatened to build a heavily customized Zodiac, and I flew
it for the first time this morning. I wanted to keep it as simple as
possible, as the Zodiac I had finished April last year had turned out to be
quite complex, with BRS, gullwing doors, wingtanks, etc.
My work title was K.I.S.S, and thats what it turned out to be. It has an
aircooled Verner 1400, basically no plumbing required, and open cockpits in
tandem, no doors, no canopies. The fuselage is a stretched XL in taildragger
configuration, with the front cockpit for the passenger in the cg, and the
rear cockpit balanced by the engine (well, almost, I had to put 15 kg of
lead on the engine mount, I had underestimated the arm of my 6 feet four and
220 lbs). The wings, while having the same span and profile as the XL, are
square in planform, like the HD, and don't have flaps, as the empty weight
(including lead) is 560 lbs. Last not least I put a beefed up vertical
stabilizer in, as rollover protection. Besides, I always wanted to do that,
wondered wether my Zodiacs would have flown straighter, with less pilot
input, with a vertical stabilizer.
it took me 480 hours from cutting the first metal to first flight.
I had it ready to go early last week, and right on cue the weather turned
nasty, windy and monsoon like downpours. On top of that I couldn't get room
in the hangar at our airfield, so the poor thing was tied down outside, with
a tarp over the open cockpits. When the rain finally stopped I had to remove
an ant colony from the plane, they had sought refuge from the deluge. Plus
spiders and cockroaches, a brand new plane, wail!
Anyway, after a few hops along the runway I drooped the ailerons a bit, as
she came in quite fast, and this morning dawned with a few scattered clouds,
and a light wind from the north. As I did not have any more excuses I gunned
her down the runway, put up the tail and let her fly off when she was ready.
Establishing a 600ft/min climb at 65 knots I went easy on the new engine,
and leveled out at 1000ft and made a gentle turn to the left. No drama, so I
did some more, and steeper turns, in both directions. I had expected to need
a fair bit of rudder to get into the turns, but she is willing enough just
with ailerons. BTW, those hinges DO make a difference! She flies hands off,
easy to trim in pitch with the standard electrical setup, with a slight
tendency to turn to the left.
The plane teaches you to centre the ball, as soon as you skid a bit you
virtually get blown out of the cockpit! A straight and level run got me up
to 90 knots, approx. the maximum my wooden fixed pitch prop allows. I don't
think I want to go faster, as there is a lot of fresh air rushing past you,
and it almost blew my goggles off! Engine temps got a bit high at this
stage, so I elected to do the stalls the next time, and call it a day.
With the extra knots on for safety I came over the fence at 65 knots, flare
and a long float, and she settled somewhere around 40 knots, tailwheel
first. Just like the HD taildragger.
I have to put a trim tab on the left wing, a scoop in front of the oil
cooler, baffels in the exhaust stubs (loud, very Harley like), and doublers
on the spring undercarriage, as she rides a bit too soft.
Apart from that? A pleasure to fly, a lot of fun! Responsive, more stable in
pitch than the HD, due to the longer fuselage. Easy to take off and land,
and a million dollar view from the open cockpit!
After building a kit 601 and a customized 601 from scratch, this started out
as a pipe dream while chewing the fat with other pilots. I sometimes asked
myself what the heck I thought I was doing, building a plane like that(I am
a Geologist by profession), but I got feedback from my builder friends, and
stuck to the Zodiac wherever I could. All us builders are standing on the
shoulders of Giants, thanks Chris H.!
I put some pictures on the photo share,
Cheers from Downunder,
Chris
Message 2
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| Subject: | 601 Flying in NZ (Bernie Gunn) |
--> Zenith-List message posted by: Brenton Battles <brentbattles@charter.net>
Several years ago this list was blessed by frequent posts from Bernie
Gunn, a 601 builder in New Zealand. I came across links to a website
he runs when visiting the latest photo archives at the Zenith website.
In case anyone might be wondering what one might do with a Zodie once
it's built, you have to visit this site:
http://www.alpinenz.com/index.html
Regards,
Brent Battles N16BZ 601HD 448 hrs
Message 3
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| Subject: | Re: stall speeds and |
sport p
--> Zenith-List message posted by: WOldejr@aol.com
Jeff
My most sincere thanks !!!!
Obviously you have followed the rule change more closely than the rest of us.
My original post was out of admitted ignorance of the details of the new
rules and its purpose. Your response was thorough and infromatve. Gives us all
a
lot to think about.
Respectfully
Ted
Message 4
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| Subject: | Re: stall speeds and sport pilot |
Seal-Send-Time: Mon, 19 Jan 2004 23:11:30 -0500
--> Zenith-List message posted by: "Jeff Small" <zodiacjeff@msn.com>
>Be careful in your interpretations here! Sport Pilot is a classification of
>pilot, not aircraft. LSA or light sport aircraft will be manufactured by a
>company like Zenith and sold as completed aircraft. Some Certificated
>Aircraft "will" be eligible to be flown by a sport pilot. Your "homebuilt"
>aircraft will be classified as experimental regardless of SP or LSA because
>you (probably) will not be identified as a LSA Manufacturer. A LSA
>manufacturer may not have the paper trail of a certificated manufacturer
>like Cessna but they will be still required to have many procedures and a
>lot of documentation to show compliance with the LSA standards.
Thanks for weighing in Dave. You're on the nose about the semantics involved here.
SP is us (part 61) and the light-sport aircraft is part 91. Looking at 21.193
on the NPRM (on EAA site) echoes what Zenith has on their site:
>The NPRM establishes two new aircraft airworthiness certificates in the "Special"
category:
>a "Special light-sport" aircraft and an "experimental light-sport aircraft." (from
ZAC)
>The bottom line is build your plane, if the weight, performance, and flight
>characteristics of your plane conform to Sport Pilot standards then a Sport
>pilot will be able to fly it.
..and those standards will be set, in our case, by Zenith through what the NPRM
calls meeting "consensus standards."
>(4) States that the manufacturer has determined the aircraft conforms to the manufacturer's
design data, using a quality system that complies with the consensus
standard;(5) Identifies the applicable pilot operating handbook, maintenance
and inspection procedures, pilot flight-training manual and states that this
information will be made available to any interested person;
..and
>(e) In the case of a light-sport aircraft assembled from a kit to be certificated
in accordance with =A7 21.191(i)(2), a registered owner must provide the following:
>(1) Evidence that any aircraft of the same make and model previously has been
issued a special airworthiness certificate in the light-sport aircraft category
and has been manufactured and assembled by the aircraft kit manufacturer;
Builders cannot make changes claimed to reduce certain V speeds, whether they be
Vso or Vh and be in compliance with the light-sport aircraft (proposed) rule.
These changes must come from the light-sport aircraft manufacturer or the light-sport
aircraft kit manufacturer.
Message 5
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| Subject: | Sport Pilot and gross weights |
--> Zenith-List message posted by: "Dejan Vucinic" <n713z@hotmail.com>
Oops, I stand corrected. In my previous post I wrote 54 mph at 1200 lbs
stall speed for 601HDS. That would be 58 mph at 1200, 54 at 1050, 51
at 1020. Which fits nicely with the 58 mph observed in the real world.
So, to explain in some detail why I might consider declaring my HDS at
1020 lbs: with a rotax 912 and without bells and whistles 601HDS might
weigh in at 600 lbs. I weigh 180 and my wife 110, so with 120 lbs of
fuel we'd have enough allowance for a nice picnic basket and we're still
legal under Sport Pilot, even at takeoff. Solo I could load a bunch of
camping gear and full fuel and still be fine. Not that I would ever break a
law (gasp!), but there's also the nice insurance that physics would let me
eat a 180-pound hamburger before flight and still be SAFE while not
strictly legal. ;)
For me personally it's a non-issue since I'm a PPL and won't have to
worry about medical for several decades, knock on wood, but I might
consider it for a couple of reasons: I could have a non-pilot friend learn to
fly as a sport pilot and share the cost of building or ownership, and my
plane's resale value may be higher.
On the other hand I'd have to live with more limitations, as Jeff pointed out:
> ++ No night flight
> ++ All flight with visual reference to the surface (no IRF)
> ++ Fixed pitch or ground adjustable prop only (no in-flight adjustables)
which I really wouldn't mind unless I changed my flying habits.
Jeff also wrote:
> Back to the point of the above statement; The stall/landing speed must be 44
mph
> in the landing condition, Vso (using flaps if the a/c is so equipped) and 51
> mph in the "clean" landing position Vs1 (gear and flaps up, yes the gear is welded
> on an HDS). Since the HD and HDS models don't have flaps, they must meet
> the 44 mph limit, that's their Vso. If you go by Nick's figures then Vso for
> the HDS is 58 mph.
Now this is a crucial point, and I was led to believe that planes without flaps
do not have to satisfy the 44 mph Vs0 limit, only the 51 mph limit. In particular
the stall speed of 601HD is 44 mph at 1050 lbs, not at 1200, so at 1200 it
comes out to 47 mph yet it was still listed as eligible to fly under the new rules
without modifications. Can someone provide a decisive answer either way?
I could not find it in the NPRM, all I have is anecdotal.
> The Zenith site has very, very accurate information on the NPRM as ZAC has a
lot
> to gain here.
Several days ago I sent this question to ZAC and received the following answer:
>> Another question: I just noticed that a flap-less airplane must
>> have a stall speed under 51 mph to fly under Sport Pilot. If I
>> declare my 601HDS as 1020 lbs max gross, which gives me the
>> 51 mph stall, does it qualify?
>
>It should.
So, not authoritative but certainly an informed opinion.
And to reiterate: please oh please do not modify your perfectly good airplane
just because of a written law!
Fly safe,
Dejan Vucinic, N713Z
Message 6
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| Subject: | Re: stall speeds and sport pilot |
--> Zenith-List message posted by: Rick Pitcher <rick.pitcher@verizon.net>
Jeff, don't the consensus standards only apply to airplanes built by the
manufacturer? Seems like this wouldn't apply to an "Experimental Amateur
Built" CH601-HDS.
Rick P.
Jeff Small wrote:
> --> Zenith-List message posted by: "Jeff Small" <zodiacjeff@msn.com>
>
>
>>Be careful in your interpretations here! Sport Pilot is a classification of
>>pilot, not aircraft. LSA or light sport aircraft will be manufactured by a
>>company like Zenith and sold as completed aircraft. Some Certificated
>>Aircraft "will" be eligible to be flown by a sport pilot. Your "homebuilt"
>>aircraft will be classified as experimental regardless of SP or LSA because
>>you (probably) will not be identified as a LSA Manufacturer. A LSA
>>manufacturer may not have the paper trail of a certificated manufacturer
>>like Cessna but they will be still required to have many procedures and a
>>lot of documentation to show compliance with the LSA standards.
>
>
> Thanks for weighing in Dave. You're on the nose about the semantics involved
here. SP is us (part 61) and the light-sport aircraft is part 91. Looking at
21.193 on the NPRM (on EAA site) echoes what Zenith has on their site:
>
>
>>The NPRM establishes two new aircraft airworthiness certificates in the "Special"
category:
>>a "Special light-sport" aircraft and an "experimental light-sport aircraft."
(from ZAC)
>
>
>>The bottom line is build your plane, if the weight, performance, and flight
>>characteristics of your plane conform to Sport Pilot standards then a Sport
>>pilot will be able to fly it.
>
>
> ..and those standards will be set, in our case, by Zenith through what the NPRM
calls meeting "consensus standards."
>
>
>
>>(4) States that the manufacturer has determined the aircraft conforms to the
manufacturer's design data, using a quality system that complies with the consensus
standard;(5) Identifies the applicable pilot operating handbook, maintenance
and inspection procedures, pilot flight-training manual and states that this
information will be made available to any interested person;
>
>
>
> ..and
>
>
>>(e) In the case of a light-sport aircraft assembled from a kit to be certificated
in accordance with =A7 21.191(i)(2), a registered owner must provide the
following:
>
>
>>(1) Evidence that any aircraft of the same make and model previously has been
issued a special airworthiness certificate in the light-sport aircraft category
and has been manufactured and assembled by the aircraft kit manufacturer;
>
>
> Builders cannot make changes claimed to reduce certain V speeds, whether they
be Vso or Vh and be in compliance with the light-sport aircraft (proposed) rule.
These changes must come from the light-sport aircraft manufacturer or the
light-sport aircraft kit manufacturer.
>
>
>
>
>
>
>
Message 7
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| Subject: | Re: Sport Pilot and gross weights |
--> Zenith-List message posted by: Jim Kepford <snowy_91@yahoo.com>
Dejan Vucinic <n713z@hotmail.com> wrote:
>On the other hand I'd have to live with more limitations, as Jeff pointed out:
> ++ No night flight
I have read the document, I believe if a sport plane is equipped with nav lights
it can be flown at night by a pilot with a PPL.
Jim
---------------------------------
Message 8
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| Subject: | Fuel tank can-o-worms |
--> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
At the risk of sounding like an idiot, has anyone had
any experience with brazing aluminum tanks? It is
hard to find anyone in my area to do the welding and
it is really beyond my capabilities even if I had the
TIG to do the job. I ran across a website for
HTS-2000
http://www.aluminumrepair.com/more_info.htm
This is supposedly a second generation fluxless
brazing rod that is supposed to be as strong as a
weld, easy to use and work at temps below the melting
temp of aluminum. If that is true it would be a
dream.
I know a lot of you will say that the fuel system
isn't the best area to get "experimental" but does
anyone have any thoughts on this product - good or
bad.
Thanks for your help.
Currently drilling the slowest holes in my life. First
spar drilled and clecoed, drilling second spar and
center spar.
=====
David Barth
601 XL Plansbuilder
Still making parts. Nose Ribs Done and about half the rear ribs for the wings.
Stab and elevator waiting for skins. Flaps, ailerons and Rudder ready for inspection.
__________________________________
http://hotjobs.sweepstakes.yahoo.com/signingbonus
Message 9
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| Subject: | Re: Sport Pilot and gross weights |
--> Zenith-List message posted by: "Traveling Man" <travliman58@hotmail.com>
As luck would have it I just got off the phone after speaking with EAA's
Sport Pilot representative asking this very question. I quote:
>Now this is a crucial point, and I was led to believe that planes without
>flaps
do not have to satisfy the 44 mph Vs0 limit, only the 51 mph limit......
Can someone provide a decisive answer either way? I could not find it in
the NPRM, all I have is anecdotal.<
Per the EAA Rep. the 44Kt (51 MPH) clean stall speed applies only to aircrat
equipped with modifiying features (flaps) for cruise configuration. The
39Kt (44 MPH) stall speed will apply to ALL aircraft under the Sport
Pilot/Light Sport Aircraft rule when in landing configuration. That means
if you don't have flaps, you still gotta meet the 39 Knot rule.
But don't lose hope yet!
The rep also said that the rule MAY HAVE BEEN MODIFIED since the NPRM was
published and the stall speed numbers MAY BE CHANGED, hopefully in the
upward direction.
It is vitally important to all of us interested in SP/LSAl that we
remember.. We still don't know what the rule is. I have been assured by
several sources that some things in the NPRM have been changed, what they
are and to what degree, I do not know. Since its only going to be a couple
more months I'm sitting back and waiting.
Bob Lindley
CH601-HD - Just paper on the table, for now
Get a FREE online virus check for your PC here, from McAfee.
Message 10
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| Subject: | Re: Sport Pilot and gross weights |
--> Zenith-List message posted by: bryanmmartin@comcast.net
Don't confuse sport pilot restrictions with light sport aircraft restrictions.
The gross weight, stall speed, fixed gear and fixed pitch prop restrictions are
light sport aircraft restrictions. The restrictions against night flight and
IFR flight are sport pilot restrictions. An airplane that can qualify as a light
sport aircraft can also be legally flown at night or in IFR conditions or any
other conditions if the plane is properly equpped for those operations and
it is flown by a pilot with at least a private pilot certificate with the proper
ratings and endorsements and medical certificate. A sport PILOT can't fly at
night or when visibility is less than 3 miles.
According to the summary on EAAs Sport Pilot web site, a sport pilot is not restricted
to flying only airplanes that have a light sport aircraft certificate,
he can fly any aircraft that meets the definition of a light sport aircraft.
If you build a kit plane, as long as it meets the minimum requirements for light
sport aircraft and is certified within those limits, you should be able to
fly it under the sport pilot rules even if it has a regular experimental homebuilt
certificate. Of course, if the kit manufacturer says one thing about the
performance of the plane and you say something else, you might have difficulty
convincing the FAA that you are legal. And don't forget, the stall speed requirements
are calibrated airspeed not indicated airspeed.
Bryan Martin
do not archive
> --> Zenith-List message posted by: "Dejan Vucinic" <n713z@hotmail.com>
> On the other hand I'd have to live with more limitations, as Jeff pointed out:
>
> > ++ No night flight
> > ++ All flight with visual reference to the surface (no IRF)
> > ++ Fixed pitch or ground adjustable prop only (no in-flight adjustables)
>
Message 11
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| Subject: | Re: First flight Zodiac Special |
--> Zenith-List message posted by: "Randall Stout" <n282rs@sbcglobal.net>
Chris
Congratulations on your first flight. Can't wait for the photoshare pics to
show up. I've got to see this!
Randy Stout - San Antonio TX
CH601HD N282RS
n282rs@sbcglobal.net
http://www.geocities.com/r5t0ut21
----- Original Message -----
From: "Chris Weber" <chrisoz@gmx.net>
Subject: Zenith-List: First flight Zodiac Special
> --> Zenith-List message posted by: "Chris Weber" <chrisoz@gmx.net>
>
> Hello Listers,
>
> June last year I threatened to build a heavily customized Zodiac, and I
flew
> it for the first time this morning. I wanted to keep it as simple as
> possible, as the Zodiac I had finished April last year had turned out to
be
> quite complex, with BRS, gullwing doors, wingtanks, etc.
> My work title was K.I.S.S, and thats what it turned out to be. It has an
> aircooled Verner 1400, basically no plumbing required, and open cockpits
in
> tandem, no doors, no canopies. The fuselage is a stretched XL in
taildragger
> configuration, with the front cockpit for the passenger in the cg, and the
> rear cockpit balanced by the engine (well, almost, I had to put 15 kg of
> lead on the engine mount, I had underestimated the arm of my 6 feet four
and
> 220 lbs). The wings, while having the same span and profile as the XL, are
> square in planform, like the HD, and don't have flaps, as the empty weight
> (including lead) is 560 lbs. Last not least I put a beefed up vertical
> stabilizer in, as rollover protection. Besides, I always wanted to do
that,
> wondered wether my Zodiacs would have flown straighter, with less pilot
> input, with a vertical stabilizer.
> it took me 480 hours from cutting the first metal to first flight.
>
> I had it ready to go early last week, and right on cue the weather turned
> nasty, windy and monsoon like downpours. On top of that I couldn't get
room
> in the hangar at our airfield, so the poor thing was tied down outside,
with
> a tarp over the open cockpits. When the rain finally stopped I had to
remove
> an ant colony from the plane, they had sought refuge from the deluge. Plus
> spiders and cockroaches, a brand new plane, wail!
>
> Anyway, after a few hops along the runway I drooped the ailerons a bit, as
> she came in quite fast, and this morning dawned with a few scattered
clouds,
> and a light wind from the north. As I did not have any more excuses I
gunned
> her down the runway, put up the tail and let her fly off when she was
ready.
> Establishing a 600ft/min climb at 65 knots I went easy on the new engine,
> and leveled out at 1000ft and made a gentle turn to the left. No drama, so
I
> did some more, and steeper turns, in both directions. I had expected to
need
> a fair bit of rudder to get into the turns, but she is willing enough just
> with ailerons. BTW, those hinges DO make a difference! She flies hands
off,
> easy to trim in pitch with the standard electrical setup, with a slight
> tendency to turn to the left.
> The plane teaches you to centre the ball, as soon as you skid a bit you
> virtually get blown out of the cockpit! A straight and level run got me up
> to 90 knots, approx. the maximum my wooden fixed pitch prop allows. I
don't
> think I want to go faster, as there is a lot of fresh air rushing past
you,
> and it almost blew my goggles off! Engine temps got a bit high at this
> stage, so I elected to do the stalls the next time, and call it a day.
> With the extra knots on for safety I came over the fence at 65 knots,
flare
> and a long float, and she settled somewhere around 40 knots, tailwheel
> first. Just like the HD taildragger.
>
> I have to put a trim tab on the left wing, a scoop in front of the oil
> cooler, baffels in the exhaust stubs (loud, very Harley like), and
doublers
> on the spring undercarriage, as she rides a bit too soft.
> Apart from that? A pleasure to fly, a lot of fun! Responsive, more stable
in
> pitch than the HD, due to the longer fuselage. Easy to take off and land,
> and a million dollar view from the open cockpit!
>
> After building a kit 601 and a customized 601 from scratch, this started
out
> as a pipe dream while chewing the fat with other pilots. I sometimes asked
> myself what the heck I thought I was doing, building a plane like that(I
am
> a Geologist by profession), but I got feedback from my builder friends,
and
> stuck to the Zodiac wherever I could. All us builders are standing on the
> shoulders of Giants, thanks Chris H.!
>
> I put some pictures on the photo share,
>
> Cheers from Downunder,
>
> Chris
>
>
Message 12
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| Subject: | Re: First flight Zodiac Special |
--> Zenith-List message posted by: "Fred or Sandy Hulen" <hulens61@comcast.net>
Congratulations Chris........ what a feeling, eh !
Fred Hulen
do not archive
Message 13
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| Subject: | Re: Fuel tank can-o-worms |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Fuel tank can-o-worms
> --> Zenith-List message posted by: David Barth <davids601xl@yahoo.com>
>
> At the risk of sounding like an idiot, has anyone had
> any experience with brazing aluminum tanks?
David,
I'd recommend you look a little closer at riviting a tank if you can't
get comfortable with TIG. The process is really simple and the construction
can be seen on Piper Aircraft and others.
I weld aluminum with either Oxy-Acetylene or TIG and wouldn't touch
"brazing"
materials for aluminum or steel because of the risk of getting cold-flow
joints.
It's not easy to test for either.
With TIG, its like a sewing machine. With Oxy-Acetylene, you have to be
very on
top of it to get it right. With rivets, you form, punch or drill, fasten
and seal. There
are lots of examples of riveted tanks out there.
Larry McFarland - 601HDS close to the 98% done www.macsmachine.com
Message 14
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| Subject: | Re: Fuel tank can-o-worms |
--> Zenith-List message posted by: "Brett Ray" <brett@hog-air.com>
Don't do it! It is not as strong as welding and will break. If you
need them welded send them to me and I will weld them for you. That is
the business I am in. I make aluminum motorcycle parts and Harley
frames. I won't do it for free but I will do it for you cheap. If you
need it done just let me know.
Brett
Message 15
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| Subject: | How to bend rudder horn? (701) |
--> Zenith-List message posted by: awendt@uniserve.com
Hello All!
I've searched hi and low as best as I could with my s l o w dial-up connection
I get out here in the wilderness, but can't find a resource for how to bend the
angle for the rudder horn. Beating it with a hammer won't do. Suggestions?
Thanks!
Armin
(This is my first post, please be gentle)
Message 16
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| Subject: | fuel quanity instumentation |
--> Zenith-List message posted by: Joemotis@aol.com
Does any one have any results good/bad on the Skysports capacitance fuel
quanity system?
Joe Motis
601 XL
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