Today's Message Index:
----------------------
1. 12:14 AM - Re: Carbs Popping off (Dabusmith@aol.com)
2. 01:58 AM - Re: Re: Carbs Popping off (Benford2@aol.com)
3. 05:00 AM - 601XL-HD/HDS/UL (dsherburn)
4. 05:44 AM - New Poster (Scott Noble)
5. 07:59 AM - Carbs popping off (Ronnie Koonce)
6. 09:56 AM - More Information on popping carbs (Lowell Metz)
7. 09:58 AM - Re: want to buy (k.jones)
8. 10:24 AM - WHEEL PANTS (Randy Hart)
9. 10:51 AM - another Carb solution (Lowell Metz)
10. 11:33 AM - Re: Re: Zenith List Re: 701 80hp or 100hp (Bob Miller)
11. 11:42 AM - Re: Re: Zenith List Re: 701 80hp or 100hp (Chuck Deiterich)
12. 11:42 AM - Re: another Carb solution (Leo Gates)
13. 12:24 PM - Re: More Information on popping carbs (Benford2@aol.com)
14. 12:47 PM - Re: another Carb solution - URL (Carlos Sa)
15. 12:49 PM - Re: 601XL-HD/HDS/UL (Jeffrey Davidson)
16. 01:05 PM - Re: another Carb solution (Jon Croke)
17. 01:40 PM - Re: 601XL-HD/HDS/UL (Dan Sherburn)
18. 02:34 PM - CH-601XL Material List (David Witt)
19. 05:51 PM - Re: 601XL-HD/HDS/UL (Traveling Man)
20. 05:55 PM - Stratus Subaru cooling (John Karnes)
21. 06:12 PM - Re: Re: 601XL-HD/HDS/UL (Dan Sherburn)
22. 07:05 PM - Center Stick Boot Photos (Bill Morelli)
23. 08:48 PM - Re: More Information on popping carbs (JERICKSON03E@aol.com)
24. 11:11 PM - Re: 601XL-HD/HDS/UL (Greg Ferris)
Message 1
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| Subject: | Re: Carbs Popping off |
--> Zenith-List message posted by: Dabusmith@aol.com
> was at a flyin today with Phil Lockwood and talked with him about
this becasue of this thread. The clutch is the fix.
I have the slipper clutch. The left carb on mine has shaken loose in the
socket on mine during starting when it is really cold out. This has happened when
the engine tries to start but stops abruptly. Not every time. I have flown it
with the carb loose in the socket without realizing it. It ran perfect. I
suppose the carb just sucked back into the socket when the throttle was advanced.
I don't expect to have the problem any more because of the tie wraps added as
suggested by Lowell will keep it snug. I have the primer system from
Lockwood. It is much easier to start the engine with the throttle opened a bit
and
priming while it is turning over. The engine runs smooth at all power settings.
Mine has the 70" 3 blade Warp drive prop.
Dave Smith
N701XL approx. 80hrs.
do not archive
Message 2
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| Subject: | Re: Carbs Popping off |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 2/1/2004 1:14:55 AM Mountain Standard Time,
Dabusmith@aol.com writes:
>
> I have the slipper clutch. The left carb on mine has shaken loose in the
> socket on mine during starting when it is really cold out. This has happened
> when
> the engine tries to start but stops abruptly. Not every time. I have flown
> it
> with the carb loose in the socket without realizing it. It ran perfect. I
> suppose the carb just sucked back into the socket when the throttle was
> advanced.
>
Accually, the carb gets sucked back in when you close the throttle,, More
vaccum then.
Do not archive.
Message 3
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--> Zenith-List message posted by: "dsherburn" <dsherburn@charter.net>
Listers,
I've gotten both info packs from Zenith (701 and 601). I'll try to
make that decission soon. I've gotten info from other companies, but
I like the "all metal" design and, more importantly, I like the fact
the company seems very stable and customer service oriented.
In looking at the 601 info., I see there are
actually 4 models:XL, HD, HDS, and UL. Obviously, the
XL is newest and has obvious advantages. My question is,
is the XL the only way to go, or is there merit in the older
HD design (or even the UL, for that matter. I'd be doing shorter
VFR hops-a lot of time alone, etc. I don't need a large useful
weight or maximum cruise speed.
I still struggle with the engine. I want a 4 stroke, and at the
Rotax prices I'll be leaning toward the ancient O-235, instead. I see
in the price sheet a Rotax "firewall forward" kit is over $5,000.
I see the bill of materials, but it seems like a lot. Any experience
with O-200's or O-235's? How does Zenith support "other" engines?
I've just joined the EAA and I'm lucky to have a gracious Zenith
builder 90 minutes north of where I live who has invited me up
to talk and see his project. I'll be doing that soon.
Thanks in advance!
Dan Sherburn
Spring Lake, MI
( very cold)
Message 4
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--> Zenith-List message posted by: "Scott Noble" <swnoble@verizon.net>
Everyone,
I can second Kevin Bond's experience with ZAC at Mexico.
At Veterans day (Nov 11th) of 2002, about a year ago, I got to fly the 601 XL.
This year, I purchased a kit and went to the workshop this week. While my parts
were being loaded into my Voyager Minivan (with a 1' x' 2' x 12' box on top
for the long stuff), I was able to get a second XL test flight. This time they
actually let me land the plane from the right side.
Still need to unpack, and a few things are on a back order list. The cost and
hassle of shipping parts (crating charge plus Yellow freight, etc.) and learning
more building skills made the whole trip worth it
Also I am more strongly looking at the Corvair conversion, especially the 120 HP
version (I need more power, Scotty). Hope to go to Sun-N-Fun to talk to William
Wynne.
Scott Noble
Fort Wayne, IN
601 XL Taildragger Corvair
Message 5
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| Subject: | Carbs popping off |
--> Zenith-List message posted by: "Ronnie Koonce" <rlk@granderiver.net>
For some reason, can't remember now, I thought my 912 ULS engine purchased from
ZAC came with the slipper clutch. My engine shutdown was bordering on violent!
Had a friend that flies ultralights from Fla. visiting this week and he called
Lockwood, who he deals with regularly, with my engine ser.#. They confirmed
NO Slipper clutch. They shipped me one that day. Almost $700. Install was simple.
Will give a report on results when I talk to my partner Monday. They left
on a 10 hour round trip flight after we got it back together.
701-signed off Nov. 5, '03. 200 hrs TT
Message 6
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| Subject: | More Information on popping carbs |
--> Zenith-List message posted by: "Lowell Metz" <lowellmetz@earthlink.net>
List,
I am the one that started this thread. So as to answer questions as to my
set-up , I have a slipper clutch, no heater box , use two K&N air cleaners, made
and used a 7mm feeler gage to set the distance on the clamps around the carb
boots. There are heavy springs attached to the top of the carbs that run forward
to brackets on the cross-over tube. I followed the installation manual
to the "T" and use the start-up and shut down procedure for the engine. I even
attended a Phil Lockwood one day seminar on the 912S and followed all of his
advice. The engine is very smooth from idle to full 5,800 rpm and the prop , a
warp drive three bladed G.A. is balanced and the pitch has been set as close
as the supplied instrument can set it.
Lockwood's folks said that the bigger starter might help and that my carbs
were not balanced. I can't believe a bigger starter would do anything to keep
the carbs in place and the bigger starter will not clear the ZAC motor mount
I have nor will the heater box. As for the balance of the carbs, they are right
on sync' now.
I do know that my initial set up would occasionally throw a carb out of a
socket either during start-up or shut-down and until I can feel I have the problem
resolved will not fly the plane. My last " fix" includes cleaning the inside
of the boot well and then wiping belt dressing on the inside of the boot
and the neck of the carb. I then slide the carb into the boot until the ring
engages, tighten the clamp to about a 4 mm spread. I then take two nylon ties
and cris-cross them from the manifold tangs to the carb tangs and tighten them
so as to hold the carbs snug in the boots yet gives them the freedom to move.
After several starts and shut-down with this " fix I have not had a carb part
ways.
I will send a jpg file to any one that wants to see the picture I took of this
tie wrap routing but am not advocating this is the correct way to go.
Lowell Metz
701/912S
Venice, FL
Message 7
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--> Zenith-List message posted by: "k.jones" <kevin-jones@snet.net>
Sorry, guys. I meant to say I want anything to go with a 601 kit.
kj
----- Original Message -----
From: "k.jones" <kevin-jones@snet.net>
Subject: Zenith-List: want to buy
> --> Zenith-List message posted by: "k.jones" <kevin-jones@snet.net>
>
> Does anyone have a partly built Zenith kit for sale. I'll take it off
your hands.
> Kevin Jones
>
>
Message 8
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--> Zenith-List message posted by: "Randy Hart" <rdh91577@alltel.net>
I WAS WONDERING IF ANY BODY HAD A SET OF WHEEL PANTS FOR THE 601XL THEY MIGHT WANT
TO SALE IF SO E-MAIL ME AT rdh91577@alltel.net
Message 9
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| Subject: | another Carb solution |
--> Zenith-List message posted by: "Lowell Metz" <lowellmetz@earthlink.net>
List,
I am beginning to learn that my carb problem is not unique and is being dealt
with all over this globe. Through a lead I contacted a fellow named Michael
Coates who passed on a solution that definitely has a lot more thought and engineering
into the solution than my nylon tie wraps. It tells me this is a wide
spread problem and eludes to the fact that Rotax's spring is not as good of
a solution as hoped for.
Those of you wishing to view an engineered concept may go to the site sent
to me by Michael.
http://www.mcp.com.au/sting/newsletters/news-no9/newsletter-9.html
Do not archive
Lowell Metz
Message 10
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| Subject: | Re: Zenith List Re: 701 80hp or 100hp |
--> Zenith-List message posted by: "Bob Miller" <drmiller@cvillepsychology.net>
Jim,
I ordered a prop for my Jabiru 2200 (on a Zenith 601) from Props, Inc. Jeff
was a pleasure to deal with, and the propeller is beautiful. His props
are half-the price of Sensenich, and he makes one that should work well on
the 2200. I found no bad references on Matronics, and one that compared
two of his props to two Sensenich and two of another custom prop maker.
Jeff's outperformed them all. propsinc@newportnet.com
Bob
Message 11
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| Subject: | Re: Zenith List Re: 701 80hp or 100hp |
--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
Jim,
One item to note is that props for the Jabiru must be pitched close to the
hub to push air into cowl air inlets. Warp drive props do not do this, but
the Prince and I think the Sensenich do as well as the prop that Jabiru
supplies. When loaded and in a climb at low speeds and high RPM the Prince
prop flexes to reduce the pitch and acts like a climb prop.
Chuck D.
N701TX
Subject: Zenith-List: Re: Zenith List Re: 701 80hp or 100hp
> --> Zenith-List message posted by: "Jim Fosse" <jfosse1@shawneelink.net>
>
> I'm a long ways from needing an engine for the 701 that I ordered but I'm
really scratching my head trying to sort out what will and what will not
work for the 701. While at Zenith this week I asked both Roger and Chris
about the Jab 2200 and both said they would not recommend it. The gist of
the conversation was that it could not handle the right prop for the 701's
advertised performance. I was encouraged by Chuck Deiterich's experience
with the 2200 and the Prince P-Tip 64" prop while at the same time wondering
whether Leo Corbalis's commentary was favorable or unfavorable for that set
up. I appreciate the expertise that exists out there on the List and would
surely welcome more commentary. For instance, Jabiru lists the Sensenich
W58HJ and the W62HJ for the 2200 on the 701. Will anyone venture a
commentary on those match ups? Whatever is out there will be appreciated.
>
> Jim Fosse jfosse1@shawneelink.net Goreville, Illinois
>
>
Message 12
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| Subject: | Re: another Carb solution |
--> Zenith-List message posted by: Leo Gates <leogates@allvantage.com>
URL did not work for me.
Leo Gates
Do not archive.
Lowell Metz wrote:
>--> Zenith-List message posted by: "Lowell Metz" <lowellmetz@earthlink.net>
>
>List,
> I am beginning to learn that my carb problem is not unique and is being dealt
with all over this globe. Through a lead I contacted a fellow named Michael
Coates who passed on a solution that definitely has a lot more thought and engineering
into the solution than my nylon tie wraps. It tells me this is a wide
spread problem and eludes to the fact that Rotax's spring is not as good of
a solution as hoped for.
> Those of you wishing to view an engineered concept may go to the site sent
to me by Michael.
>
>http://www.mcp.com.au/sting/newsletters/news-no9/newsletter-9.html
>
>Do not archive
>Lowell Metz
>
>
Message 13
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| Subject: | Re: More Information on popping carbs |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 2/1/2004 10:57:44 AM Mountain Standard Time,
lowellmetz@earthlink.net writes:
> My last " fix" includes cleaning the inside of the boot well and then
> wiping belt dressing on the inside of the boot and the neck of the carb. I then
> slide the carb into the boot until the ring engages, tighten the clamp to
> about a 4 mm spread. I then take two nylon ties and cris-cross them from the
> manifold tangs to the carb tangs and tighten them so as to hold the carbs snug
> in the boots yet gives them the freedom to move. After several starts and
> shut-down with this " fix I have not had a carb part ways.
> I will send a jpg file to any one that wants to see the picture I took
> of this tie wrap routing but am not advocating this is the correct way to go.
> Lowell Metz
> 701/912S
> Venice, FL
>
Lowell. I would have done the exact same thing as you did. Putting on a
bigger starter will cure nothing. They must be smokin some pretty good stuff to
come up with an idea like that. The only thing I can think of is the stock airbox
ties both carbs together and the would stabilize them a bit. I bet your criss
crossed tie wraps would do the same thing.. Let us know if this cures the
problem.
Ben Haas N801BH do not archive.
Message 14
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| Subject: | Re: another Carb solution - URL |
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Lowell, the URL you provided is incorrect.
I went through the "front door" and got to the correct page (note the additional
dash between "no"
and "9"):
http://www.mcp.com.au/sting/newsletters/news-no-9/newsletter-9.html
Arriving there, do a find on "engine mods"
Carlos
> Those of you wishing to view an engineered concept may go to the site sent
to me by Michael.
>
> http://www.mcp.com.au/sting/newsletters/news-no9/newsletter-9.html
>
> Do not archive
> Lowell Metz
Message 15
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| Subject: | Re: 601XL-HD/HDS/UL |
--> Zenith-List message posted by: "Jeffrey Davidson" <jeffrey.davidson@earthlink.net>
> In looking at the 601 info......... My question is,
> is the XL the only way to go
Dan,
I'll see if I can offer a little help here. Of the 4 models of the
601, here are the differences as I see them:
The UL version is not usually seen in the US. As I remember, it qualifies
as an "Ultralight" outside of the US. I can't remember anyone building one
on the list in quite a while. The HD is the same airplane, but with some
parts beefed up. It has the constant cord (hershey bar) wings. They are
pretty thick and give a little lower stall speed. The HDS has the "speed"
wings. These are tapered like a later model Piper Warrior. Speeds (top and
bottom) are increased with the HDS wings. Both the HD and the HDS share the
same 3 part wing design. The center section is the same on both. Current
thinking is that the HDS will probably not meet LSA criteria while the HD
might. The XL is marketed as having an easier to build wing and should meet
LSA criteria when final. For myself, if starting over now, I'd go with the
XL. I suspect others will jump in with additional comments.
Jeff Davidson
CH 601 HD
Message 16
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| Subject: | Re: another Carb solution |
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
Those carb-popping 912S vibrations can cause the keyboard to miss a
character once in a while... this should work:
http://www.mcp.com.au/sting/newsletters/news-no-9/newsletter-9.html
Cold and just staying warm with RonRico near Green Bay, Wi.....
Jon
701US rebuild in progress
wathcing Superbowl but just intersted in those those million dollar
commercials...
> --> Zenith-List message posted by: "Lowell Metz"
<lowellmetz@earthlink.net>
>
> List,
> I am beginning to learn that my carb problem is not unique and is being
dealt with all over this globe. Through a lead I contacted a fellow named
Michael Coates who passed on a solution that definitely has a lot more
thought and engineering into the solution than my nylon tie wraps. It tells
me this is a wide spread problem and eludes to the fact that Rotax's spring
is not as good of a solution as hoped for.
> Those of you wishing to view an engineered concept may go to the site
sent to me by Michael.
>
> http://www.mcp.com.au/sting/newsletters/news-no9/newsletter-9.html
>
> Lowell Metz
>
>
Message 17
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| Subject: | Re: 601XL-HD/HDS/UL |
--> Zenith-List message posted by: "Dan Sherburn" <dsherburn@charter.net>
Jeff,
Thanks...that's what I was looking for, just
opinions. At the end of the day, the final decission will
still be up to me, but it's great to get input.
I'll need to research the LSA criteria, but if I'm already a
liscensed pilot, it looks like the only benefit would be the relaxed
medical requirement. So, the HD might still be a good choice
as well as the XL.
Thanks again....
ds
----- Original Message -----
From: "Jeffrey Davidson" <jeffrey.davidson@earthlink.net>
Subject: Re: Zenith-List: 601XL-HD/HDS/UL
> --> Zenith-List message posted by: "Jeffrey Davidson"
<jeffrey.davidson@earthlink.net>
>
> > In looking at the 601 info......... My question is,
> > is the XL the only way to go
>
> Dan,
> I'll see if I can offer a little help here. Of the 4 models of the
> 601, here are the differences as I see them:
> The UL version is not usually seen in the US. As I remember, it qualifies
> as an "Ultralight" outside of the US. I can't remember anyone building
one
> on the list in quite a while. The HD is the same airplane, but with some
> parts beefed up. It has the constant cord (hershey bar) wings. They are
> pretty thick and give a little lower stall speed. The HDS has the "speed"
> wings. These are tapered like a later model Piper Warrior. Speeds (top
and
> bottom) are increased with the HDS wings. Both the HD and the HDS share
the
> same 3 part wing design. The center section is the same on both.
Current
> thinking is that the HDS will probably not meet LSA criteria while the HD
> might. The XL is marketed as having an easier to build wing and should
meet
> LSA criteria when final. For myself, if starting over now, I'd go with
the
> XL. I suspect others will jump in with additional comments.
> Jeff Davidson
> CH 601 HD
>
>
Message 18
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| Subject: | CH-601XL Material List |
--> Zenith-List message posted by: "David Witt" <david@davidwitt.com>
I have been working on a Raw Material List so that I can order aluminium. I
have seen some different listing for other versions of the 601 but not the
XL.
If you visit my builders web site at www.davidwitt.ca/builderslog you will
find a log entry on the main page dated February 01, 2004 titled Material
Take Offs. It is also listed under the Misc Section. If you read through
it and follow the links you will be able to access the data I have compiled
including a listing of the material needed for the CH-601XL. I have focused
on the aluminium requirements primarily so the hardware etc is not included
yet.
If you have questions you can email me directly.
Dave Witt
david@davidwitt.com
Ontario, Canada
CH601-XL
Ordering Materials
Message 19
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| Subject: | Re: 601XL-HD/HDS/UL |
--> Zenith-List message posted by: "Traveling Man" <travliman58@hotmail.com>
Dan,
I just decided to build an HD model, presuming its figures fall within the
final LSA/SP parameters, and I just returned from the January builder
workshop with my rudder.
I also wanted an all metal aircraft, my decision to go with the HD model is
based on two factors:
1. I am a heavy guy by myself, add the wife and it starts to get close to
the XL models useful load before I get fuel on board. Due to the high lift
slab wing the HD has the highest useful load of all the 601's. Since I am
diabetic and asthmatic the FAA doesn't want me going faster than whatever
the top speed for Sport Pilot winds up being.
2. Due to shallow pockets I am going to have to build from plans (and a few
bits from Zenith). Since the HD has the slab wing I only have to build two
sets of rib forms for the wings (one left, one right), as opposed to having
to build a rib form for every single rib, as on the XL.
My recommendations, for whatever they may be worth to you -
I would go with the XL if the higher load limit wasn't a factor and I could
afford the kit, Zenith is ramping up production to support the XL and while
I was there I noticed that XL parts were all they were building for the 601
family. They do still support the others, but parts are not as available
off the shelf as they are for the XL.
Consider going to the builders workshop. Its the best avaiation related
money I've ever spent, EAA membership included. Those people just bent over
backwards to answer questions and made themselves and their faciltiy ours
for three whole days (to those of you out there waiting for kits or parts, I
appologize).
Unless you can afford a full kit and have the time to spend assembling it
right away I wouldn't sweat the engine too much, who knows what will be
available in two or three years, or what they will cost. Right now I'm
leaning towards a Corvail conversion, but that could easily change, I have
four to five years to figure that out. As to 601 or 701. I wanted the
cross country capability most, and I really like the looks of the 601. But
as soon as I'm done with it I want to start a 701. I'm gonna start working
on the wife about that soon.....
Good Luck!
Bob Lindley
CH601-HD - I got a Rudder now!
High-speed usersbe more efficient online with the new MSN Premium Internet
Message 20
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| Subject: | Stratus Subaru cooling |
--> Zenith-List message posted by: "John Karnes" <jpkarnes@earthlink.net>
Flew today in a rare clear day in the Pacific NW. After converting my
muffler to two motorcycle mufflers on each side (thus opening up the space
in front of the radiator), I am pleased to announce that my cooling
problems are apparently over. My water temp pegged at 185 deg. and only
exceeded that when taxiing with no airflow through the rad. Just flew
around the patch admiring the scenery. Now I remember why I built this
thing...
The only glitch was that the MAC elevator trim kept sticking in one
direction or the other. A press of the button made the trim peg in that
direction. After tapping in several times, I finally got the thing to
stop. Will probably change out the rocker switch and trip the size of the
trim tab. Couldn't believe how much force on the stick it required to
stay straight and level...
John Karnes
Port Orchard, WA
N601JK
Message 21
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| Subject: | Re: 601XL-HD/HDS/UL |
--> Zenith-List message posted by: "Dan Sherburn" <dsherburn@charter.net>
Bob,
Thanks a ton....I think your observations about all the XL parts around
the shop tell me what I kinda suspected. It's really the way tey're leaning,
which is OK, I liked the simpler wing, higher useful load, and lower kit
price of the HD.
Thanks again....and I'll get to Mexico this summer!
Dan
----- Original Message -----
From: "Traveling Man" <travliman58@hotmail.com>
Subject: Zenith-List: Re: 601XL-HD/HDS/UL
> --> Zenith-List message posted by: "Traveling Man"
<travliman58@hotmail.com>
>
> Dan,
>
> I just decided to build an HD model, presuming its figures fall within the
> final LSA/SP parameters, and I just returned from the January builder
> workshop with my rudder.
>
> I also wanted an all metal aircraft, my decision to go with the HD model
is
> based on two factors:
>
> 1. I am a heavy guy by myself, add the wife and it starts to get close to
> the XL models useful load before I get fuel on board. Due to the high
lift
> slab wing the HD has the highest useful load of all the 601's. Since I am
> diabetic and asthmatic the FAA doesn't want me going faster than whatever
> the top speed for Sport Pilot winds up being.
>
> 2. Due to shallow pockets I am going to have to build from plans (and a
few
> bits from Zenith). Since the HD has the slab wing I only have to build
two
> sets of rib forms for the wings (one left, one right), as opposed to
having
> to build a rib form for every single rib, as on the XL.
>
> My recommendations, for whatever they may be worth to you -
>
> I would go with the XL if the higher load limit wasn't a factor and I
could
> afford the kit, Zenith is ramping up production to support the XL and
while
> I was there I noticed that XL parts were all they were building for the
601
> family. They do still support the others, but parts are not as available
> off the shelf as they are for the XL.
>
> Consider going to the builders workshop. Its the best avaiation related
> money I've ever spent, EAA membership included. Those people just bent
over
> backwards to answer questions and made themselves and their faciltiy ours
> for three whole days (to those of you out there waiting for kits or parts,
I
> appologize).
>
> Unless you can afford a full kit and have the time to spend assembling it
> right away I wouldn't sweat the engine too much, who knows what will be
> available in two or three years, or what they will cost. Right now I'm
> leaning towards a Corvail conversion, but that could easily change, I have
> four to five years to figure that out. As to 601 or 701. I wanted the
> cross country capability most, and I really like the looks of the 601.
But
> as soon as I'm done with it I want to start a 701. I'm gonna start
working
> on the wife about that soon.....
>
> Good Luck!
>
> Bob Lindley
> CH601-HD - I got a Rudder now!
>
> High-speed usersbe more efficient online with the new MSN Premium Internet
>
>
Message 22
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| Subject: | Center Stick Boot Photos |
--> Zenith-List message posted by: "Bill Morelli" <billvt@together.net>
I think I have the photos on my web site for the center stick boot
straightened out now.
Take a look. (web site address below - go to construction then center stick
boot)
I will also be adding a CAD drawing of the boot template provided by Kelly
Meiste (as soon as I get a bit more time).
Regards,
Bill (N812BM - HDS - Tri - Stratus (RAM Heads) - Vermont - 300.9 flight
hrs. - 414 landings, (1 ON ICE!!)
web site -> http://homepages.together.net/~billvt/
Message 23
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| Subject: | Re: More Information on popping carbs |
--> Zenith-List message posted by: JERICKSON03E@aol.com
In a message dated 2/1/2004 11:57:44 AM Central Standard Time,
lowellmetz@earthlink.net writes:
> . There are heavy springs attached to the top of the carbs that run forward
> to brackets on the cross-over tube
Did you safety wire each carb to the cross tube fittings as shown in the ZAC
Photo Guide, Fire Wall Forward Installation????
Message 24
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| Subject: | Re: 601XL-HD/HDS/UL |
--> Zenith-List message posted by: "Greg Ferris" <ferret@wmtel.net>
Keep in mind that the 912UL will burn significantly less fuel. I truely see
4 gph with mine. With my Cessna 150, I usually planned for 6.5 gph. For
round numbers, fly 1000 hours burning 2.5 gph more at $2.50/gal and you just
spent $6,250 more in fuel. You won't gain much (if any) speed because the
Cont and Lyc weigh so much more. There is much discussion about the cost of
the Rotax, but I don't see a certified engine being a cost savings. I think
the Subarus are less expensive to operate, but there have been many posts
about reliability issues.
Greg
----- Original Message -----
From: "dsherburn" <dsherburn@charter.net>
Subject: Zenith-List: 601XL-HD/HDS/UL
> --> Zenith-List message posted by: "dsherburn" <dsherburn@charter.net>
>
> Listers,
> I've gotten both info packs from Zenith (701 and 601). I'll try to
> make that decission soon. I've gotten info from other companies, but
> I like the "all metal" design and, more importantly, I like the fact
> the company seems very stable and customer service oriented.
>
> In looking at the 601 info., I see there are
> actually 4 models:XL, HD, HDS, and UL. Obviously, the
> XL is newest and has obvious advantages. My question is,
> is the XL the only way to go, or is there merit in the older
> HD design (or even the UL, for that matter. I'd be doing shorter
> VFR hops-a lot of time alone, etc. I don't need a large useful
> weight or maximum cruise speed.
>
> I still struggle with the engine. I want a 4 stroke, and at the
> Rotax prices I'll be leaning toward the ancient O-235, instead. I see
> in the price sheet a Rotax "firewall forward" kit is over $5,000.
> I see the bill of materials, but it seems like a lot. Any experience
> with O-200's or O-235's? How does Zenith support "other" engines?
>
> I've just joined the EAA and I'm lucky to have a gracious Zenith
> builder 90 minutes north of where I live who has invited me up
> to talk and see his project. I'll be doing that soon.
>
> Thanks in advance!
> Dan Sherburn
> Spring Lake, MI
> ( very cold)
>
>
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