Today's Message Index:
----------------------
1. 05:07 AM - Microair and PS PM 1000 intercom (Johann G.)
2. 05:53 AM - Re: 701 Leading Edge Slats (Robert Eli)
3. 06:42 AM - Re: Microair and PS PM 1000 intercom (Michael D Crowe)
4. 06:58 AM - Re: Subaru ICM failure? and ignition performance (Larry McFarland)
5. 07:12 AM - 701 engines VW vs Corvair vs Jabiru 2200 (baileys)
6. 07:15 AM - Bush pilot - off topic subject (baileys)
7. 07:47 AM - Re: Subaru ICM failure? and ignition performance (Dave Alberti)
8. 07:56 AM - Re: 701 engines VW vs Corvair vs Jabiru 2200 (Patrick Panzera)
9. 08:20 AM - Re: 701 Leading Edge Slats (Benford2@aol.com)
10. 09:06 AM - Corvair in 701 (Brandon Tucker)
11. 10:25 AM - Just when you thought the elections were over... (Jeff Small)
12. 11:54 AM - Re: Bush pilot - off topic subject (Robert Schoenberger)
13. 12:49 PM - nose rib layout (ron wehba)
14. 01:08 PM - Re: nose rib layout (ron wehba)
15. 01:37 PM - Re: Corvair in 701 (Jim and Lucy)
16. 02:14 PM - Re: Just when you thought the elections were over... (Zed Smith)
17. 02:18 PM - Zenith Leading Edge Slat (Howard Carter)
18. 08:32 PM - Re: Zenith Leading Edge Slat (Hal Rozema)
19. 09:13 PM - Exchanging engine (Cleone Markwell)
Message 1
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| Subject: | Microair and PS PM 1000 intercom |
--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello list members.
I am working on the installation of the radio and intercom in my Z 701, and would
need some help from you who have installed a separate intercom (PM 1000) with
the Microair 760 Transceiver.
I know the Microair has its own built in intercom, but I'd rather have it in a
separate unit.
I did go to Microair's homepage and downloaded their manual and installation wiring
diagram, but they only have the drawing for the PM 501 intercom, which is
nothing similar to the PM 1000.
Does anyone have a wiring diagram for that setup?
I asked Microair, but have not received any reply.
Hope you can help,
Best wishes,
Johann G.
Iceland.
Message 2
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| Subject: | 701 Leading Edge Slats |
--> Zenith-List message posted by: "Robert Eli" <robert.eli@adelphia.net>
In the book "Fluid-Dynamic Drag" by Sighard F. Hoerner (1965), page 6-14,
the fixed versus movable slats are discussed. Hoerner states: "Generally,
however, leading edge slots and slats do not appear to be promising as far
as drag is concerned. Their application is rather a necessity in certain
wing shapes, to prevent stalling. Figure 20a presents drag characteristics
of an open (fixed slat). It is seen that in condition (b) with no flow
through the slot, drag is comparatively small." Figure 20a shows a drag
coefficient of 0.03 at moderate angles of attack (flow through the slot) and
a drag coefficient (Cd) of 0.018 at low angles of attack (no flow through
the slot). This latter value compares to a CD of 0.015 for stowed (retracted
slat). This implies that the drag of a fixed slat is about the same as a
retracted slat at low angles of attack. It should be noted that the Cd
quoted is based on the "profile, or form drag", and does not include
"induced drag" as a result of the rearward component of the lift vector.
The above results are supported by a article in Sport Aviation, March 2004,
"Looking for Lift" by Neal Willford EAA-169108. On page 70: " Wind tunnel
testing by Fieseler (of the Fieseler Storch) showed that the drag of a
carefully located fixed slat was 65% higher than the airfoil without a slat.
This is a big penalty, but the testing also showed that with the slat
stowed, the drag was still 60 percent higher than the clean airfoil. Not
surprisingly, Fieseler went with a fixed slat in production." On page 71:
"The leading edge slat does not increase lift in the same way as a trailing
edge flap. The slat slows the airspeed down at the leading edge and reduces
the "Cp spike" shown in Figure 1. This results in less lift at a given angle
of attack than the same wing without a slat." This latter information is
important to note. Figure 5 shows that the lift of the clean airfoil is a
little higher all the way up to the point of stall, as compared to the same
airfoil with the fixed slat. Stall begins at about 16 degrees angle of
attack with the clean airfoil, as compared to 24 degrees angle of attack
with the slat. Therefore, the slat only helps in delaying the stalling
point, and does not contribute to extra lift below the stall angle of attack
of the clean airfoil. Of course, with the slat, the wing continues to
develop large lift well beyond the clean airfoil stall point.
Based on all of this, it doesn't appear that there is much to be gained by
just moving the slat to a stowed condition, unless the shape of the slat is
specifically designed to give a very clean fit to the remaining airfoil in
the stowed condition. My bet is that this would be very hard to achieve in
the typical homebuilt design. It is also my bet that the moveable slat
designs (as seen on the CH-701) do not perform significantly better than the
fixed Chris Heintz fixed slat, when it comes to drag at low angles of
attack.
Bob Eli
CH-701
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com] On Behalf Of Chuck Deiterich
Subject: Re: Zenith-List: 701 Leading Edge Slats
--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
At Oshkosh C. Heintz told me that a low angles of attack (cruise) the slat
does not funnel air and acts more like a leading edge. I'd be cautious
about changing the wing shape without talking to Heintz.
Chuck D.
N701TX
----- Original Message -----
From: "Ken Lyons" <krl55@ccser.com>
Subject: Re: Zenith-List: 701 Leading Edge Slats
> --> Zenith-List message posted by: Ken Lyons <krl55@ccser.com>
>
> I was under the impression that at cruise angle of attack, there was
> very little drag penalty for the slats. I think this was because there
> is little air flow through the slat at that AOA. I would be interested
> to hear of the results of an A-B comparison between a plane with its
> slats open and covered.
>
> Ken Lyons
> 701 kit
>
> Robert Eli wrote:
>
> > --> Zenith-List message posted by: "Robert Eli"
<robert.eli@adelphia.net>
> >
> >
> > I talked to Chris Heintz about the design details of the 701 airfoil and
> > origins of the slat during AirVenture this past summer. He used a very
old
> > classic airfoil, the NACA 640-18. The slat slot was created by simply
taking
> > the standard airfoil cross section drawing and adding a properly shaped
> > channel from the lower side to the upper side of the airfoil. Thus, the
> > slat is the nose portion of the standard NACA 640-18 airfoil. If you
remove
> > the slat, you have, for all practical purposes, cut the nose off the
> > airfoil. If you look at the airfoil shape from the slot back, it has a
very
> > blunt nose and is not an acceptable airfoil. In my opinion, in removing
the
> > slat, some effective wing area is lost (the slat produces some lift on
its
> > own)and the very blunt nose will result in very unsatisfactory
performance,
> > possibly very dangerous. I suspect the stall characteristics might be
very
> > poor, and certainly unpredictable. My advice is NOT TO REMOVE THE SLAT.
> >
> > The proper modification (if one must) is to build covers for the slat
slots,
> > which maintains the original NACA 640-18 shape. Of course, by removing
the
> > slots, the lift distribution and behavioral characteristics of the
airfoil
> > are changed, and the aircraft flight characteristics will be
significantly
> > affected. I have been toying with the idea of making removable slat slot
> > covers, but have given it up because of the danger of flying the same
> > aircraft with drastically different low speed handling characteristics,
> > depending on whether the covers are on or off. I'm an "absent-minded
> > professor", and I'm afraid that I might react to an emergency as if the
> > plane were in the opposite wing configuration.
> >
> > Bob Eli
> > CH-701
> >
> > -----Original Message-----
> > From: owner-zenith-list-server@matronics.com
> > [mailto:owner-zenith-list-server@matronics.com] On Behalf Of Larry
Martin
> > To: zenith-list@matronics.com
> > Subject: Re: Zenith-List: 701 Leading Edge Slats
> >
> > --> Zenith-List message posted by: "Larry Martin" <lrm@isp.com>
> >
> > There is no logical reason it shouldn't, you might have to adjust you
CG.
> > You should pick you some speed too. If you really don't want the slats
you
> > might consider not having the slats to stand off, just attack flush to
the
> > leading edge. Larry N1345L
> > ----- Original Message -----
> > From: "Jake Reyna" <jake@lockhart-tx.com>
> > To: <Zenith-List@matronics.com>
> > Subject: Zenith-List: 701 Leading Edge Slats
> >
> >
> >
> >>--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
> >>
> >>I'm bored, can't even take the boat out because of the wind ....
> >>
> >>Here's a question to help burn some holiday calories.
> >>
> >>Has anyone flown the 701 without leading edge slats? Zenith states "The
> >>disadvantage of leading-edge slats is that the air acceleration in the
> >
> > slot
> >
> >>requires energy (it creates additional drag)" My warped thinking tells
me
> >>that the wing would still fly, but you would lose the STOL performance.
I
> >>live in Texas, the shortest airfield I'm going to fly into will be at
> >
> > least
> >
> >>3,000', maybe I'll fly out from the ranch, but I have at least 1,000'
> >>unobstructed. The 701 is a great airplane, but what if you don't need
the
> >>high lift? There's no doubt that take off roll would increase, as would
> >>stall speed, but that's not an issue. Would the airplane fly safely?
What
> >>about using vortex generators instead of leading edge slats?
> >>
> >>I have an enquiring mind .... And time on my hands :-)
> >>
> >>Jake
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 3
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| Subject: | Microair and PS PM 1000 intercom |
--> Zenith-List message posted by: "Michael D Crowe" <rv8a@bellsouth.net>
Johann,
I put a PM1000 and an ICOM in my brothers 701. If you do not get someone to
send you a wiring diagram I could come up with one in a couple of days.
Mike Crowe
Subject: Zenith-List: Microair and PS PM 1000 intercom
--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello list members.
I am working on the installation of the radio and intercom in my Z 701, and
would need some help from you who have installed a separate intercom (PM
1000) with the Microair 760 Transceiver.
I know the Microair has its own built in intercom, but I'd rather have it in
a separate unit.
I did go to Microair's homepage and downloaded their manual and installation
wiring diagram, but they only have the drawing for the PM 501 intercom,
which is nothing similar to the PM 1000.
Does anyone have a wiring diagram for that setup?
I asked Microair, but have not received any reply.
Hope you can help,
Best wishes,
Johann G.
Iceland.
Message 4
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| Subject: | Re: Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: "Larry McFarland" <larrymc@qconline.com>
The only failure I experienced was the magnetic pickup that reads the
flywheel on the electronic ignition. I added dual pickup ignition to the
distributor as a precautionary measure. Never had a failure of the ND
system
module. Seems that everyone else has and that's why I went with the Paul's
dual ignition and TP45s. I'm still only using one of the pickups in the
distributor
and the electronic MSD type as B-ignition. Dual source adds to the security
and
if one module or the magnetic pickup goes, connection of two wires will
restore
a second backup. Both pickups are LX600, Coils are original Stratus IC107s.
Larry
Subject: Re: Zenith-List: Subaru ICM failure? and ignition performance
> --> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
>
> OK... but when the ICM failed, what coils were used?
> what pickup? (I assume it was a subaru ND picktup)
>
> Michel
>
>
> --- Larry McFarland <larrymc@qconline.com> wrote:
>
>> --> Zenith-List message posted by: "Larry McFarland"
>> <larrymc@qconline.com>
>>
>> Michel,
>> I believe the flyweight advance in the Stratus
>> ignition...
>
Message 5
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| Subject: | 701 engines VW vs Corvair vs Jabiru 2200 |
--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
Hello Everyone,
I have spent a lot of time considering and discussing various engines for the 701.
IMHO the Corvair (WW version) makes and excellent aircraft engine, but it's
weight the fact that Williams recommends that you use only aero fuel disqualifies
it for me.
I have had extensive conversations with Jeremy Monnett (AeroVee) about the desirability
of using one of their engines in a 701. His advice is that it will work
just fine with the correct prop. The fact the there is at least one 701 flying
with a direct drive Jabiru 2200 that has almost the same RPM/Power characteristic
as the AeroVee adds credence to his claim.. The Jabiru 2200 is also
a fine engine but out of my price range. Price wise the Corvair is the cheapest.
Next is the direct drive VW, then the Redive/VW. I have a friend with a
1915 cc redrive VW in a 701 and he is very satisfied with performance. His plane
will take off at cruise power and will jump the chocks at full power with
brakes applied. (I think he is on this list so he can out himself if he wishes.)
IMHO The biggest problem I see with the VW in a slow aircraft is cooling the heads/valves.
The more power you try to pull out of the engine the more heat it
must dissipate. Heat damage to the heads is cumulative. Run it too hot too
many times and you can be 100% sure you are going to have a very short engine
life.
Another problem you are going to run into with a big bore/stroker engine is the
crankcase. The case is now considered a throw away item. Of course you can
buy an aluminum case, but there is a weight penalty. Also don't over stress the
engine, watch manifold pressure to insure that the engine isn't working too
hard.
What are my plans? I plan on using a redrive/VW no larger than 1915 cc. This
allows the use of a stock crank. It will have an oil cooler and will be baffled
very carefully to insure the heads are getting enough airflow around them..
I plan on flying it conservatively, maintaining it well, doing a valve somewhere
around every 200 hours. I'm not advising anyone else this is just what I
my plans are. There are people around with years and years of experience flying
VW's listen to there advice very carefully.
Bob B. 701 #75552
P.S. I'm also a member in good standing of the Poverty Pilots Association.
----- Original Message -----
From: Jake Reyna
To: Zenith-List@matronics.com
Sent: Saturday, November 27, 2004 4:22 PM
Subject: Zenith-List: Re: corvair
--> Zenith-List message posted by: "Jake Reyna" <jake@lockhart-tx.com>
Another option for the 701 would be the AeroVee 2002
http://www.aeroconversions.com/ 2180cc, 80hp, 161 lb VW conversion that you
assemble for $5,700. This could be a sweet package .....
Jake
Message 6
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| Subject: | Bush pilot - off topic subject |
--> Zenith-List message posted by: "baileys" <baileys@ktis.net>
http://teamhouse.tni.net/humor/bushpilot/bush_pilot.htm
Here is problem I hope never to encounter. ROFLOL
Bob B.
Message 7
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| Subject: | Subaru ICM failure? and ignition performance |
--> Zenith-List message posted by: "Dave Alberti" <daberti@execpc.com>
That sounds like a weak ground connection.
-----Original Message-----
From: owner-zenith-list-server@matronics.com
[mailto:owner-zenith-list-server@matronics.com]On Behalf Of Michel
Therrien
Subject: Re: Zenith-List: Subaru ICM failure? and ignition performance
--> Zenith-List message posted by: Michel Therrien <mtherr@yahoo.com>
Hi Larry,
Today, I went back to airport to look at my
installation some more before doing the conversion. I
could not replicate the results I got yesterday... to
the point I'm wondering if I only had such dream. I'm
puzzled. Today, both Subaru and HEI ignition systems
were showing the same performance.
Message 8
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| Subject: | 701 engines VW vs Corvair vs Jabiru 2200 |
--> Zenith-List message posted by: "Patrick Panzera" <panzera@experimental-aviation.com>
> Hello Everyone,
>
> I have spent a lot of time considering and discussing various engines for the
> 701. IMHO the Corvair (WW version) makes and excellent aircraft engine, but
> it's weight the fact that Williams recommends that you use only aero fuel
> disqualifies it for me.
WW recommends avgas for anything flying, not just the Corvair. He runs mogas in
his land based Corvair (as do countless other Corvair drivers), and the engine
does just fine. Many people flying Corvairs run mogas too. From the engine
standpoint, there's nothing wring with running mogas in a Corvair converted for
aviation... but there are many other reasons why one should use avgas in an
airplane.
The decision is yours, I'm not trying to change your mind, I just don't want
others getting the wrong idea about the Corvair engine.
Pat
Message 9
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| Subject: | Re: 701 Leading Edge Slats |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 11/28/2004 6:53:51 AM Mountain Standard Time,
robert.eli@adelphia.net writes:
>
> Based on all of this, it doesn't appear that there is much to be gained by
> just moving the slat to a stowed condition, unless the shape of the slat is
> specifically designed to give a very clean fit to the remaining airfoil in
> the stowed condition. My bet is that this would be very hard to achieve in
> the typical homebuilt design. It is also my bet that the moveable slat
> designs (as seen on the CH-701) do not perform significantly better than the
> fixed Chris Heintz fixed slat, when it comes to drag at low angles of
> attack.
>
> Bob Eli
> CH-701
>
Very well explained Bob !!!!!!!!! On a further note a few local pilots I
hangar fly with often pilot Sabreliners. There planes have spring loaded leading
edge slats that retract at about 160 mph due to the forces of air pushing in
on them. When they do nest they fit real tight into the leading edge of the
wing which makes them almost invisible to drag. All the pilots agree this design
is very effective in modifying the wing for slow speed flight. Bob is correct
that it would take alot of work to make a nesting spot in our wings so Chris
kept it simple and made them fixed. . Folks, we have to admit the 701/ 801
design is very aerodymanically dirty, this is the trade off of having the
outstanding slow flight numbers we all see in our birds. On a side note there are
a
few quirks of the Sabreliner that does get these pilots attention from time to
time. In rough air on final sometimes the slats will deploy and retract
independant from one another, this does make for a handful of control but nothing
to
take the plane out of the sky. All these pilots say you know it's going to
happen so be ready for it.. Also the slats are NOT heated and they will ice up,
this makes for a little faster approach speed. The real problem starts when the
slot starts to fill up with ice on those severe icing conditions. All they
can do is land it using good piloting skills and either deice it or put the
plane in a heated hangar till the slot melts clear.
Ben Haas N801BH Jackson Hole Wy
Message 10
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=UcJAtiRr6Ya2eOgIlNd0YfHqC2o20ijjPoi4UzI4XTZ64ZIzI6ZDlf1aIvGts4sZi0TgfEm5gQTYsTBzUeqOIxCDqmTt00J4TqL22RvaH3dg7hka1jjOsgilKp0NBUV+6qo+0JpGKq99iKt04tTdtUjGnK25JH9sR4VvGcNYdj4=
;
--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
Rog & John,
I know of a 701 in Australia that had a subaru installed. -Let's just say
that these guys don't ask for clearance through ZAC when they modify! The EMPTY
weight came in at 1200 lbs!!! I am told that it flew fine with "no dramas."
Obviously I would not recommend this, but my point is that it has been done,
and someone has already mentioned that the Corvair comes in lighter than the
Subie.
Another option you could look into that hasn't been mentioned in this thread is the GEO conversion. Check out: http://www.raven-rotor.com/ Their set up is comprable in price to the Subie conversion, much lighter than the Subie and Corvair, and they even have a turbo setup.
Disclaimer: I am not a 701 guy, and never played one on tv.
PS. Rog. -That post about naked flying was freakin' funny!
John. -Stay safe in the gulf. I was there when the festivities started.
No fun!
Respectfully,
Brandon Tucker
601 HDS
wings done, tail done, center wing done
working on aft fuselage
---------------------------------
Message 11
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| Subject: | Just when you thought the elections were over... |
Seal-Send-Time: Sun, 28 Nov 2004 13:21:22 -0600
--> Zenith-List message posted by: "Jeff Small" <zodiacjeff@msn.com>
>I know of a 701 in Australia that had a subaru installed. -Let's just say that
these guys don't ask for >clearance through ZAC when they modify! The EMPTY
weight came in at 1200 lbs!!!
1200 pounds!!!! Far, far exceeds the credibility limit. Those Aussie just finished
off a case of Fosters when they told that one.
do not archive
Message 12
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| Subject: | Re: Bush pilot - off topic subject |
--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
This is the funniest thing I've seen in weeks. Thanks for sharing it.
Robert Schoenberger do not archive
----- Original Message -----
From: "baileys" <baileys@ktis.net>
Subject: Zenith-List: Bush pilot - off topic subject
> --> Zenith-List message posted by: "baileys" <baileys@ktis.net>
>
>
> http://teamhouse.tni.net/humor/bushpilot/bush_pilot.htm
>
> Here is problem I hope never to encounter. ROFLOL
> Bob B.
>
>
>
Message 13
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--> Zenith-List message posted by: "ron wehba" <rwehba@cox.net>
on 7-V-1 what am I missing ,cannot find the total length of the nose rib blank?
for a 701.
thanks ron w in tx
Message 14
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| Subject: | Re: nose rib layout |
--> Zenith-List message posted by: "ron wehba" <rwehba@cox.net>
I found the measurements, just needed to stare at it for a minute.
----- Original Message -----
From: "ron wehba" <rwehba@cox.net>
Subject: Zenith-List: nose rib layout
> --> Zenith-List message posted by: "ron wehba" <rwehba@cox.net>
>
> on 7-V-1 what am I missing ,cannot find the total length of the nose rib
> blank?
> for a 701.
>
> thanks ron w in tx
>
>
>
Message 15
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| Subject: | Re: Corvair in 701 |
--> Zenith-List message posted by: Jim and Lucy <jpollard@ciaccess.com>
At 09:03 AM 11/28/2004 -0800, you wrote:
>The EMPTY weight came in at 1200 lbs!!!
It almost sounds like he must have had 3 subarus in that
plane to get 1200 lbs.
Jim Pollard
Merlin Ont
ch601hds
ea81
wireing
do not archive
Message 16
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| Subject: | Re: Just when you thought the elections were over... |
--> Zenith-List message posted by: Zed Smith <zsmith3rd@earthlink.net>
I would guess that this the same 701 which has the R-985 radial engine installed
as a pusher.
More than a little Wild Turkey this weekend.
Nice photo of sleeping kitty-cats.
Zed Smith
701/r912/90% etc
do not archive
Message 17
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| Subject: | Zenith Leading Edge Slat |
--> Zenith-List message posted by: Howard Carter <howado@cwia.com>
To Bob Eli and others interested in the slat issues;
The Pegastol wing used on the CH701 uses a NACA 2415 airfoil, so this
may account for the increased cruise speed of 15 mph, rather than the
fact that the slat is retracted at speeds greater than 30 mph. The slat
is also different in shape, so it may actually have less drag when
retracted. The Pegastol wing has four slats, two on each side, and they
are independent of each other.. The flight shown on the Dedalius DVD
clearly shows the sections retracting and extending as the aircraft is
maneuvered in slow flight. Some other features also contribute to the
cruise speed increase, such as streamlined struts, and no jury struts.
Howard Carter
Message 18
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| Subject: | Re: Zenith Leading Edge Slat |
--> Zenith-List message posted by: Hal Rozema <hartist1@cox.net>
Howard Carter wrote:
>--> Zenith-List message posted by: Howard Carter <howado@cwia.com>
>
>To Bob Eli and others interested in the slat issues;
>
>The Pegastol wing used on the CH701 uses a NACA 2415 airfoil, so this
>may account for the increased cruise speed of 15 mph, rather than the
>fact that the slat is retracted at speeds greater than 30 mph. The slat
>is also different in shape, so it may actually have less drag when
>retracted. The Pegastol wing has four slats, two on each side, and they
>are independent of each other.. The flight shown on the Dedalius DVD
>clearly shows the sections retracting and extending as the aircraft is
>maneuvered in slow flight. Some other features also contribute to the
>cruise speed increase, such as streamlined struts, and no jury struts.
>
>Howard Carter
>
>
>
Now your starting to catch on... Red apples are red because they aren't
oranges. All the other changes are "go fast". The retracting slats add
nothing in cruise (lowest angle of incidence). The numbers are not for
equal aircraft ... if they were the cruise speeds would be identical.
Hal
ThePlaneFolks.Net
Message 19
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| Subject: | Exchanging engine |
--> Zenith-List message posted by: Cleone Markwell <cleone@rr1.net>
I flew my CH601HD with the Rotax 912UL 80 for the last time today and it is
working well. However, recently I bought a new Corvair engine from William
Wynne and plan to put it on this airframe. This afternoon I started
removing the Rotax. Rather than trying to store it I am considering
selling my Fire Wall Forward if anyone is interested. This is all from
Zenith; motor mount to carbon fiber 3 blade warp drive prop. This engine
started flying June 27, 2001 and now has 284.5 hours of tach time. The
first reasonable offer will be accepted from anyone near enough to come and
get it. I live in Casey, Illinois, 62420 and the engine is at our airport:
1H8. Cleone
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