Today's Message Index:
----------------------
1. 12:15 AM - Re: Carburetor bypass overflowed (Richard McLachlan)
2. 05:51 AM - Re: Carburetor bypass overflowed (Larry McFarland)
3. 06:16 AM - Painting ()
4. 07:09 AM - Re: Painting (Jimmy Parker)
5. 07:20 AM - Lift Reserve Indicator (Elwood140@aol.com)
6. 07:21 AM - 701 Digest (KEITH B SHOAPS)
7. 08:04 AM - Re: Sport plane Vs. Sport Pilot (Jim Pellien)
8. 08:07 AM - Re: 701 Digest (88tierra)
9. 08:37 AM - Re: 701 Digest (Larry McFarland)
10. 08:44 AM - Re: Carburetor bypass overflowed (Thilo Kind)
11. 09:00 AM - Re: Lift Reserve Indicator (Gary Gower)
12. 10:12 AM - Re: 701 Digest (Chuck Deiterich)
13. 10:48 AM - Re: Zinc Chromate or Zinc Oxide (Fred Sanford)
14. 11:40 AM - Re: 701 Digest (John Williamson)
15. 12:17 PM - Re: SportPilot, SportAircraft (Bob Miller)
16. 01:38 PM - Re: 701 Digest (baileys)
17. 02:42 PM - Fuel Mizer vrs NavMan (Aircraft Spruce)
18. 04:17 PM - Re: Lift Reserve Indicator (Roger Roy)
Message 1
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| Subject: | Re: Carburetor bypass overflowed |
--> Zenith-List message posted by: "Richard McLachlan" <richard@rodsley.net>
There was an incident here in the UK a while back where somebody decided
they didn't like the drain venting into the engine near the exhaust
manifold. So they extended the tube down below the aircraft. Unfortunately
this was a dynamic low pressure area and as soon as the aircraft got up to
flying speed the fuel got sucked out of the float chamber and the engine
stopped.
Richard
----- Original Message -----
From: "Mike Fothergill" <mfothergill@sympatico.ca>
Subject: Re: Zenith-List: Carburetor bypass overflowed
> --> Zenith-List message posted by: Mike Fothergill
<mfothergill@sympatico.ca>
>
> Hi;
> You should fabricate a drain system that will allow spillage to drop
> out the bottom of the cowl avoiding the exhaust with its fire hazard.
> I made funnel like devices with an inlet into the side to which the
> overflow is attached. The bottom of the funnel is extended with 1/4 inch
> fuel tubing down to the bottom of the cowl. Remember that this
> "overflow" tube must feel the same ambient pressure as exists at the
> inlet to the carburetor for the diaphram to work properly. Some
> operators have attached the tube to the carb filter so that excess fuel
> would be sucked into the engine.(I'm not sure that this will absolutely
> prevent some spill onto the exhaust)
> My opinion.
> Mike
> UHS Spinners
>
> Larry McFarland wrote:
> > --> Zenith-List message posted by: "Larry McFarland"
<larrymc@qconline.com>
> >
> > Hi Guys,
> > This morning with serious intent to fly, I found the left carburetor
bypass
> > flowing fuel after turning on the fuel valve. Of course, this required
the
> > carburetor be taken apart to check float bowl, float action and the gage
> > 10.5mm distance with arms parallel with the gasket surface. It all came
down
> > to some crud in the fuel that kept the needle from closing off fuel.
Tried to make
> > it happen again, but it wouldn't repeat.
> >
> > I've real concern for this because the overflow could easily start a
fire if it weren't
> > noticed. It's another thing to check each time, as the Bing manual says
this is
> > a common occurance. I thought my gascolator screen which is very fine
would
> > sort stuff like this out.
> >
> > If you have this problem, don't fly it until you get it stopped, because
the manual
> > says full throttle might be successful until landing and then at half
throttle, the carb would
> > flood the system and the engine might stop in the middle of a landing
sequence.
> >
> > I was curious if anyone had had this problem with their Bings and if you
had a
> > better solution.
> >
> >
> > Larry McFarland - 601HDS doing the reliability thing at 18.5 hours.
> >
> >
>
>
Message 2
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| Subject: | Re: Carburetor bypass overflowed |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Ray,
The engine is a Stratus Subaru, but the carburetor is a Bing which is
common to several types of engines in use.
Larry
Do not archive
>> It all came down
>> to some crud in the fuel that kept the needle from closing off fuel.
>
> And that would be what kind of engine?
>
> DO NOT ARCHIVE
>
> Best Regards, Ray Montagne
> Cupertino, CA
Message 3
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--> Zenith-List message posted by: <rfg842@cox.net>
At Cessna. aircraft are painted after all flight testing is done. Saves having
to redo the paint if adjustments are needed.
Bob, Wichita
>
>
Message 4
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--> Zenith-List message posted by: Jimmy Parker <jwestie1@juno.com>
Thanks Bob for the info,
Jim
Do Not Archive
Message 5
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| Subject: | Lift Reserve Indicator |
--> Zenith-List message posted by: Elwood140@aol.com
Hi, All
I am about to install a lift reserve (or AOA) indicator probe on the left
wing of my 701 while the wing is still open. I wonder if any other 701 builders
have had experience on placing the probe. My thought is to place the probe
between the last two ribs inboard of the wing tip and about a foot back of the
spar. This would seem to be an area clear of prop wash. I'm wondering about
the effect of the slat on airflow over (or under) the wing. The LRI is from
InAir Instruments, LLC.
Larry Wood
N701LW Still Aborning
Message 6
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--> Zenith-List message posted by: "KEITH B SHOAPS" <kshoaps@verizon.net>
A short time ago someone noticed that this digest has mostly 601 info and very
little 701 help. Is there a better 701 site?
kshoaps
Message 7
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| Subject: | Sport plane Vs. Sport Pilot |
--> Zenith-List message posted by: "Jim Pellien" <jim@pellien.com>
John,
Based upon your response I researched this further and you are right.
Light Sport Aircraft can fall into any of 5 categories.
The following is from the EAA Sport Pilot site:
"An aircraft that meets the definition of a light-sport aircraft may
hold an airworthiness certificate in any one of the following categories
of FAA certification:
- an experimental aircraft, including amateur-built aircraft, for which
the owner must construct more than 51-percent of the aircraft.
- a Standard category aircraft; that is, a ready-to-fly aircraft that is
type-certificated in accordance with FAR Part 43.
- a Primary category aircraft; that is, a ready-to-fly aircraft that is
type-certificated in accordance with Primary category regulations.
- a special light-sport aircraft (S-LSA) or an experimental light-sport
aircraft (E-LSA)."
So a Sport Pilot can fly any aircraft that fits into the above 5
categories provided that the aircraft's performance falls within the
defined performance envelope for light sport aircraft.
One principal difference between E-LSA and S-LSA is that S-LSA can be
used for commercial flight instruction, whereas E-LSA can only be used
for flight instruction of its builder/pilot.
Jim
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of
Johnny0464@aol.com
Subject: Re: Zenith-List: Sport plane Vs. Sport Pilot
--> Zenith-List message posted by: Johnny0464@aol.com
In a message dated 9/16/2004 7:42:28 AM Eastern Standard Time,
jim@pellien.com writes:
John,
The sport plane certification only applies to an aircraft that has been
wholly manufactured within the aircraft manufacturer's factory. No
home-building is allowed for a certificated sport plane.
Jim
WOW...This is the first time I've heard of this.
I suppose I should just read the rule myself. This way I will have the
correct information.
John W. Tarabocchia
Project Supervisor / Engineering CFT
E-mail: john_tarabocchia@wgresorts.com
johnny0464@aol.com
Phone: 407-709-7255
Nextel: 158*17047*156
==
==
==
==
Message 8
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--> Zenith-List message posted by: "88tierra" <lnk@cis.net>
We 601 builders just seem to be more vocal. This is evident in our choice
of aircraft. 701 builders tend to be more reclusive, hiding under the
shelter of a high wing whereas 601 builders are more open, exposing
themselves to the world around riding on top of the wing ;
)
Definitely do not archive!!
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of KEITH B SHOAPS
Subject: Zenith-List: 701 Digest
--> Zenith-List message posted by: "KEITH B SHOAPS"
--> <kshoaps@verizon.net>
A short time ago someone noticed that this digest has mostly 601 info and
very little 701 help. Is there a better 701 site?
kshoaps
Message 9
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--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
Keith,
There's an archive here that you should visit because a lot of the questions
you'd ask are probably answered here. The popularity of the 701 isn't
lacking, just
at the moment, there's a lapse in chatter on the type. Use your search for
relevant info and you'll see the 701 is well covered.
Larry McFarland - 601HDS plans builder
Do not archive
----- Original Message -----
From: "KEITH B SHOAPS" <kshoaps@verizon.net>
Subject: Zenith-List: 701 Digest
> --> Zenith-List message posted by: "KEITH B SHOAPS" <kshoaps@verizon.net>
>
> A short time ago someone noticed that this digest has mostly 601 info and
> very little 701 help. Is there a better 701 site?
>
> kshoaps
Message 10
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| Subject: | Carburetor bypass overflowed |
--> Zenith-List message posted by: "Thilo Kind" <thilo.kind@gmx.net>
Hi Frank and All,
I have installed larger diameter hoses (something like 1/2") runing
downwards and outside of the cowling. The smaller hoses coming from the
carburetor bypass valve extend approx. 5 mm into the large diameter
hoses. The large hoses are open at the top - thus no trouble with the
pressure.
Thilo Kind
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Hinde,
Frank George (Corvallis)
Subject: RE: Zenith-List: Carburetor bypass overflowed
--> Zenith-List message posted by: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com>
You really have to have a paper element type of filter on the discharge
of your pump(s). Never,never on the inlet to your pump(s)...If it plugs
you vapour lock and die...well at least your engine will.
As I have pumps next to the wing tanks I put the filters at the
discharge of each pump...If one plugs you can simply switch to the
other.
I've changed them once in 5 years and they cost about $2 each...Never
had a needle valve problem.
Frank
342 hours Stratus with Ram heads 601 HDS
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry
McFarland
Subject: Zenith-List: Carburetor bypass overflowed
--> Zenith-List message posted by: "Larry McFarland"
--> <larrymc@qconline.com>
Hi Guys,
This morning with serious intent to fly, I found the left carburetor
bypass flowing fuel after turning on the fuel valve. Of course, this
required the carburetor be taken apart to check float bowl, float action
and the gage 10.5mm distance with arms parallel with the gasket surface.
It all came down to some crud in the fuel that kept the needle from
closing off fuel. Tried to make it happen again, but it wouldn't
repeat.
==
==
==
==
Message 11
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| Subject: | Re: Lift Reserve Indicator |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hello Larry,
We installed our LRI probe out of the prop wash but protected (from
head strikes) by the strut area. If you look at the plane from the
front, looks like is inside the triangle betwen the strut and the jury
strut, but is located properly near the leading edge, as the
instructions manual says. We havent test it yet, we are waiting for
the final paperwork to do the test flights.
Saludos
Gary Gower
701 912S
Guadalajara, Jalisco, Mexico.
--- Elwood140@aol.com wrote:
> --> Zenith-List message posted by: Elwood140@aol.com
>
> Hi, All
> I am about to install a lift reserve (or AOA) indicator probe on the
> left
> wing of my 701 while the wing is still open. I wonder if any other
> 701 builders
> have had experience on placing the probe. My thought is to place the
> probe
> between the last two ribs inboard of the wing tip and about a foot
> back of the
> spar. This would seem to be an area clear of prop wash. I'm
> wondering about
> the effect of the slat on airflow over (or under) the wing. The LRI
> is from
> InAir Instruments, LLC.
>
> Larry Wood
> N701LW Still Aborning
>
>
>
>
>
>
>
>
>
_______________________________
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Message 12
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--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
There is some 701 info on my web page. look under airplane
www.geocities.com/cffd66
Chuck D.
N701TX
----- Original Message -----
From: "KEITH B SHOAPS" <kshoaps@verizon.net>
Subject: Zenith-List: 701 Digest
Message 13
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| Subject: | Re: Zinc Chromate or Zinc Oxide |
--> Zenith-List message posted by: Fred Sanford <sonar1@cox.net>
For those of you that are still looking for zinc chromate in guarts,
West Marine has it. Around $24 per quart. Have had no trouble getting it
in Santa Barbara, but apparently not available in the San Francisco
area. Don't know how much longer it will be available. They are on line,
or your local store can order it.
Seems almost as thick as the Randolph was..................
Fred Sanford.
701
putting fuselages together
Message 14
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--> Zenith-List message posted by: "John Williamson" <stol_airplane@comcast.net>
----- Original Message -----
From: "KEITH B SHOAPS" <kshoaps@verizon.net>
Subject: Zenith-List: 701 Digest
> --> Zenith-List message posted by: "KEITH B SHOAPS" <kshoaps@verizon.net>
>
> A short time ago someone noticed that this digest has mostly 601 info and
> very little 701 help. Is there a better 701 site?
>
> kshoaps
Maybe a better reason for the lack of 701 chatter is it is easier to build
or the 701 requires less modification or the builders are more proficient at
airplane building.
It does seem that the 601 builders run into more questions than the 701
builders.
John Williamson
Arlington, TX
Kolb Kolbra, Rotax 912ULS, 648 hours
http://home.comcast.net/~kolbrapilot
Zenith CH701 Project
http://home.comcast.net/~stol_airplane
http://www.zenithair.com/bldrlist/profiles/stol_airplane
do not archive
Message 15
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| Subject: | Re: SportPilot, SportAircraft |
--> Zenith-List message posted by: "Bob Miller" <drmiller@cvillepsychology.net>
Is it possible to take an aircraft out of certification, such as when it is
not airworthy due to large essential structural parts (i.e., wings) being
removed or damaged?
If so, could it then be eligible for a new "original" certification when new
parts (such as HD wings) were put on it?
Bob
Message 16
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--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
Well as one 701 builder that is definitely not more proficient, IMHO I think it
is because
the 601 is a more complex design. I'm not saying the 701 is better just simpler.
Bob B. 701 #7-5552
Maybe a better reason for the lack of 701 chatter is it is easier to build
or the 701 requires less modification or the builders are more proficient at
airplane building.
It does seem that the 601 builders run into more questions than the 701
builders.
Message 17
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| Subject: | Fuel Mizer vrs NavMan |
da2a@yahoogroups.com, Aircar@yahoogroups.com,
canard-aviators@yahoogroups.com, Corby_Starlet@yahoogroups.com,
navion_aircraft_mail@yahoogroups.com, piper-cub-builders@yahoogroups.com,
quicksilverultralightowners@yahoogroups.com, RV10@yahoogroups.com,
subaruaircraft@yahoogroups.com, europa-list@matronics.com,
kitfox-list@matronics.com, kolb-list@matronics.com
--> Zenith-List message posted by: Aircraft Spruce <fun_plane@yahoo.com>
Builders,
Thanks for bringing the matter of Fuel Mizer vs.
NavMan fuel computers to our attention. We have
carried Fuel Mizer for a couple of years and had never
heard of NavMan. We asked the manufacturer of NavMan
about the difference in the units, and as you can see
from the following commentary there is definitely a
difference, only the Fuel Mizer is recommended for
Aviation use. Fuel Mizer has been thoroughly tested
in aviation applications and is certified for
CAO-95-45 aircraft in the Australia.
Best Regards,
Jim Irwin
President, Aircraft Spruce
----- Original Message -----
From: SlipStream Industries, Inc.
Subject: Questions Regarding Fuel Mizer
Dear Jim:
I am forwarding an email I received from Ole Jensen,
President of Boss Products, the manufacturer of the
Fuel Mizer under license from Navman. SlipStream is
Boss Product's North American distributor. In his
response to the questions posed yesterday, he
references certain modifications and approvals
received for use of this product in aviation. The
exact language found on the cover of the Installation
and Instruction manual is as follows:
This instrument has been modified to comply with
Australian Engineering order HEO-469 and certified for
CAO 95-25 type aircraft in Australia.
Please let me know if you have any questions, or
desire any further information.
Kindest regards,
Mike Puhl
SlipStream International
----- Original Message -----
From: Ole Jensen
Subject: Re: Mizer.
Dear Mike:
The question raised regarding the Navman fuel
flow meter and the Mizer is a common one that has been
around for many years and a lot of people have lost
money and endangered themselves by purchasing the
Navman for use in aviation. Nearly all the Navman
units purchased for this application have failed and
Navman refuses to replace them under warranty. Several
years ago we negotiated with Navman and paid a
licensing fee that enabled us to make the appropriate
modifications for use in aviation. In addition, the
Mizer has been registered with CASA (the equivalent to
your FAA) and certified by a qualified aeronautical
engineer. Boss Products paid to have the appropriate
modifications made for use in civil aviation, and
these modifications have been improved upon several
times since. As a result, the Mizer enjoys an
excellent reliability record and has been certified
according to CAO order no.HEO-469 as printed on the
cover of the installation manual.
Any one doubting the validity of our agreement
with Navman is free to contact the Vice President of
Navman in New Zealand, Mr. Mark Michell, and he will
verify these facts. Boss Products is the only company
in the world licensed to modify and distribute this
particular product. Unfortunately, some unscrupulous
marine dealers still offer the Navman for use in
unapproved applications despite the knowledge that the
manufacturer strictly prohibits this practice. Greed
and ignorance are usually the motivator. I can also
tell you that the price differences between the Navman
and Fuel Mizer are reasonably close, especially
considering the potential danger for misuse in a
non-approved aviation application. Further, I spoke
with Navman earlier today and was told that no one in
the U.S. is offering this unit for anywhere close to
US $99.00, and that the suggested retail price is US
$299.00, though they offer special MAP pricing from
time to time.
Hope this helps to clear up this issue. Please let me
know if I can be of further assistance in any way.
Regards,
Ole Jensen
President
_______________________________
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Message 18
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| Subject: | Re: Lift Reserve Indicator |
Seal-Send-Time: Fri, 17 Sep 2004 19:17:19 -0400
--> Zenith-List message posted by: "Roger Roy" <Savannah174@msn.com>
Larry, does InAir Instruments have a web site? Thanks
DO NOT ARCHIVE
RJ
----- Original Message -----
From: <Elwood140@aol.com>
Subject: Zenith-List: Lift Reserve Indicator
> --> Zenith-List message posted by: Elwood140@aol.com
>
> Hi, All
> I am about to install a lift reserve (or AOA) indicator probe on the left
> wing of my 701 while the wing is still open. I wonder if any other 701
> builders
> have had experience on placing the probe. My thought is to place the
> probe
> between the last two ribs inboard of the wing tip and about a foot back of
> the
> spar. This would seem to be an area clear of prop wash. I'm wondering
> about
> the effect of the slat on airflow over (or under) the wing. The LRI is
> from
> InAir Instruments, LLC.
>
> Larry Wood
> N701LW Still Aborning
>
>
>
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