Today's Message Index:
----------------------
1. 04:48 AM - upholstery glue (Grant Corriveau)
2. 04:54 PM - lumberton fly-in (Bob Miller)
3. 04:55 PM - N701TD back in the air again (briefly) (Mike Sinclair)
4. 05:04 PM - Paint Scheme Template (Fred Kirkland)
5. 05:58 PM - Re: N701TD back in the air again (briefly) (Jon Croke)
6. 06:05 PM - Re: N701TD back in the air again (briefly) (Ken Szewc)
7. 06:34 PM - Re: N701TD back in the air again (briefly) (Mike Sinclair)
8. 06:41 PM - Re: N701TD back in the air again (briefly) (cgalley)
9. 06:41 PM - Re: N701TD back in the air again (briefly) (george may)
10. 07:29 PM - Re: N701TD back in the air again (briefly) (Jon Croke)
11. 07:32 PM - Re: N701TD back in the air again (briefly) (cgalley)
12. 07:39 PM - Re: N701TD back in the air again (briefly) (Gary Gower)
13. 07:48 PM - Re: N701TD back in the air again (briefly) (Mike Sinclair)
14. 07:57 PM - Re: N701TD back in the air again (briefly) (Mike Sinclair)
Message 1
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--> Zenith-List message posted by: Grant Corriveau <grantc@ca.inter.net>
So my aircraft is back at the airport - at last. A few days to get things
back in order after being in the garage for the past 2 years, and it'll be
time to fly again.
Question: I added some nagahyde upholstery to the top of the 'dash' and
eye-brow panel, including a role that runs along the top to cover the
aluminum edge. As soon as this sat outside under the sun for a few minutes
the contact cement completely 'let go' and all this nice-looking detail is
coming apart.... groannn...
So - is there a better upholstery glue that will stand up to hot temps?
Thanks,
--
Grant Corriveau
C-GHTF / HDS / CAM100
Message 2
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| Subject: | lumberton fly-in |
--> Zenith-List message posted by: "Bob Miller" <drmiller@cvillepsychology.net>
Anybody on the list going to Lumberton this coming week? I'll be there from Wednesday
evening on, and hoping to get together with any other Zodiefolks that
might make the scene. Let's try to get together...
Bob Miller
Message 3
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| Subject: | N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
Status Report
Engine run ups Monday went well. All temps and pressures in the green. Static
RPM
was 5000 with the initial pitch setting of the new Warp Drive prop at 9 degrees.
Just a tad low but within 200 of what is recommended. Tuesday morning, winds calm,
engine and mags look good, take off normal, at about 300 feet engine starts to
get
rough and RPM drops to around 4000. My strip is a little short after not flying
for
7 months, so head north 2 miles to a friends strip that has 2500 feet (looking
at
ALL pastures within gliding distance along the way). On the ground we popped the
top
cowl and it appeared that the throttles arms on the carbs weren't going all the
way
open without giving it a slight touch. Ended up shortening the springs about 1/8"
and that works good now. Static run up looks good so the cowl goes back on and
taxi
to the end, run up good, mags good, take off seemed pretty normal but rpm looked
slightly low, 400 feet up and engine starts to get rough and loose rpm again. Back
around and land. Tried a run up and at full throttle it jumped right up to 5000.
Pulled the plugs, no fouling but does appear that it may have been a little lean.
Install a new set of plugs, static run up good, taxi to far end, mag check good,
take off just about like previous with rpm a little low, but on climb out the engine
started getting a little rougher and rpm was dropping. eventually the rpm was at
4300. Once I got to about 500 feet and started playing with the throttle the rpm
dropped back under 4000 and wouldn't come up again. By then I was back close to
my
strip so went ahead and landed. Once on the ground and after stopped I tried going
to full once again, and once again it jumps right up to 5000. Went and played golf
Wednesday, went and played golf Thursday, went bowling Friday, and went and played
golf again this morning. Thinking about starting to disassemble the fuel system
and
possibly the carburetors tomorrow to see if I can find some sort of blockage or
something stuck in a carb.
If anyone has ran into a similar situation with their Rotax (or any others), or
just
has an idea as to what may be a possible problem beyond fuel blockage I would add
them to a list of fixes (in assending order of expense).
By the way, the new Grove mainspring feels much better on ground handling than
the
original Zenith mainspring. The old gear would kind of wallow on rough ground,
both
at low and higher speeds. This don't.
Mike Sinclair N701TD grounded for now until engine will produce power in both
takeoff attitude and level, for an suitable period of time in each.
Do Not Archive
Message 4
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| Subject: | Paint Scheme Template |
--> Zenith-List message posted by: "Fred Kirkland" <fdk0154.tx@cox.net>
Does anyone have a digital file of a Zodiac 601 template for trying different paint
schemes?
Message 5
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
Mike,
Just one thought, something to check... since it seems that the rough
running comes only when actually flying and not on the ground, please check
that those little tubes on each carb (that have one end hanging in the open)
are not some way in the slip stream... these are the overflow tubes that
must always be at 0 pressure... it is a known issue that if they get in any
slipstream and get even a little bit negative pressure they will cause this
very problem you describe. You may already know that because these tubes
are designed to overflow gas from an overloaded float bowl, many builders
extend this tube away from the exhaust and out the cowl into the airstreams.
Must keep it inside the cowl!
Im sure you'll get a lot of other ideas..
Good luck, keep us posted and congrats on getting her back in the air!
Super!
Jon
(the spring man)
701US
----- Original Message -----
From: "Mike Sinclair" <mike.sinclair@att.net>
Subject: Zenith-List: N701TD back in the air again (briefly)
> --> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
>
> Status Report
>
>> If anyone has ran into a similar situation with their Rotax (or any
>> others), or just
> has an idea as to what may be a possible problem beyond fuel blockage I
> would add
> them to a list of fixes (in assending order of expense).
>
> By the way, the new Grove mainspring feels much better on ground handling
> than the
> original Zenith mainspring. The old gear would kind of wallow on rough
> ground, both
> at low and higher speeds. This don't.
>
>
Message 6
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| Subject: | N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Ken Szewc <szewc@direcway.com>
Have you extended the carburetor bowl drain lines to below the fuselage?
This is not recommended by Rotax on the bing carbs. I know of a few
people that have done this and when the airplane gets up to speed the
extended drain lines act like a venturi and sucks all the fuel out of
the carburetor.
Engine run ups Monday went well. All temps and pressures in the
green. Static RPM
was 5000 with the initial pitch setting of the new Warp Drive prop at 9
degrees.
Just a tad low but within 200 of what is recommended. Tuesday morning,
winds calm,
engine and mags look good, take off normal, at about 300 feet engine
starts to get
rough and RPM drops to around 4000.
Do not archive
Message 7
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
Jon
This is exactly the kind of input I may have needed. I did just make a change to
the tubes. During the rebuild I noticed that the way the tubes were, if there
would be an overflow, the right one would pour fuel on the exhaust. So I
"naturally" thought I should make them longer. I installed longer tubing and
routed them down toward the bottom center of the firewall. This finally makes
sense of why I can get full RPM during a static run up, yet have an RPM drop on
climb out, and it all goes to ---- when I level out. And then when I get back on
the ground it will run up again. Wow! I may be able to get off the golf course
and back into the air after all. One more question, is there a minimum or
maximum length that these tubes can be? I'm not really happy with where the fuel
would go if there should be an over flow with the short ones. Any suggestions as
to a simple (and safe) place to vent these? By the way, original empty weight
was 635 lbs. New empty weight is 612.5 and I can't find any extra parts that I
forgot to attach. The only real changes are a steel tailspring vs. aluminum,
Grove gear vs. Zenith, and Warp Drive vs. GSC on the prop. I don't think it
really completely explains 23 lbs. (same scales and double & triple checked both
times), but I'm not going to complain. Going by the calculations the weight did
come off the nose though and the cg shifted aft a little over a half inch.
Making a slight modification to the cowl due to the larger bolt circle pattern
of the Warp Drive right now and then will check out the tubes. Will keep you
posted. Thanks
Mike
Jon Croke wrote:
> --> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
> Mike,
>
> Just one thought, something to check... since it seems that the rough
> running comes only when actually flying and not on the ground, please check
> that those little tubes on each carb (that have one end hanging in the open)
> are not some way in the slip stream... these are the overflow tubes that
> must always be at 0 pressure... it is a known issue that if they get in any
> slipstream and get even a little bit negative pressure they will cause this
> very problem you describe. You may already know that because these tubes
> are designed to overflow gas from an overloaded float bowl, many builders
> extend this tube away from the exhaust and out the cowl into the airstreams.
> Must keep it inside the cowl!
>
> Im sure you'll get a lot of other ideas..
>
> Good luck, keep us posted and congrats on getting her back in the air!
> Super!
>
> Jon
> (the spring man)
> 701US
>
> ----- Original Message -----
> From: "Mike Sinclair" <mike.sinclair@att.net>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: N701TD back in the air again (briefly)
>
> > --> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
> >
> > Status Report
> >
> >> If anyone has ran into a similar situation with their Rotax (or any
> >> others), or just
> > has an idea as to what may be a possible problem beyond fuel blockage I
> > would add
> > them to a list of fixes (in assending order of expense).
> >
> > By the way, the new Grove mainspring feels much better on ground handling
> > than the
> > original Zenith mainspring. The old gear would kind of wallow on rough
> > ground, both
> > at low and higher speeds. This don't.
> >
> >
>
Message 8
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
Did you extend the bowl drains on the carb? Rotax is very specific that
they should not be extended.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Mike Sinclair" <mike.sinclair@att.net>
Subject: Zenith-List: N701TD back in the air again (briefly)
> --> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
>
> Status Report
>
> Engine run ups Monday went well. All temps and pressures in the green.
> Static RPM
> was 5000 with the initial pitch setting of the new Warp Drive prop at 9
> degrees.
> Just a tad low but within 200 of what is recommended. Tuesday morning,
> winds calm,
> engine and mags look good, take off normal, at about 300 feet engine
> starts to get
> rough and RPM drops to around 4000. My strip is a little short after not
> flying for
> 7 months, so head north 2 miles to a friends strip that has 2500 feet
> (looking at
> ALL pastures within gliding distance along the way). On the ground we
> popped the top
> cowl and it appeared that the throttles arms on the carbs weren't going
> all the way
> open without giving it a slight touch. Ended up shortening the springs
> about 1/8"
> and that works good now. Static run up looks good so the cowl goes back on
> and taxi
> to the end, run up good, mags good, take off seemed pretty normal but rpm
> looked
> slightly low, 400 feet up and engine starts to get rough and loose rpm
> again. Back
> around and land. Tried a run up and at full throttle it jumped right up to
> 5000.
> Pulled the plugs, no fouling but does appear that it may have been a
> little lean.
> Install a new set of plugs, static run up good, taxi to far end, mag check
> good,
> take off just about like previous with rpm a little low, but on climb out
> the engine
> started getting a little rougher and rpm was dropping. eventually the rpm
> was at
> 4300. Once I got to about 500 feet and started playing with the throttle
> the rpm
> dropped back under 4000 and wouldn't come up again. By then I was back
> close to my
> strip so went ahead and landed. Once on the ground and after stopped I
> tried going
> to full once again, and once again it jumps right up to 5000. Went and
> played golf
> Wednesday, went and played golf Thursday, went bowling Friday, and went
> and played
> golf again this morning. Thinking about starting to disassemble the fuel
> system and
> possibly the carburetors tomorrow to see if I can find some sort of
> blockage or
> something stuck in a carb.
>
> If anyone has ran into a similar situation with their Rotax (or any
> others), or just
> has an idea as to what may be a possible problem beyond fuel blockage I
> would add
> them to a list of fixes (in assending order of expense).
>
> By the way, the new Grove mainspring feels much better on ground handling
> than the
> original Zenith mainspring. The old gear would kind of wallow on rough
> ground, both
> at low and higher speeds. This don't.
>
> Mike Sinclair N701TD grounded for now until engine will produce power in
> both
> takeoff attitude and level, for an suitable period of time in each.
>
> Do Not Archive
>
>
>
Message 9
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| Subject: | N701TD back in the air again (briefly) |
--> Zenith-List message posted by: "george may" <gfmjr_20@hotmail.com>
Mike--
I had a similar issue on a Rotax 582 equiped Kitfox on my first few
flights.
Long story short --it was a partial fuel blockage that only acted up at full
power AND
a climb attitude. What you might try is to find a significant incline to
simulate climb
attitude. Tie the plane down and power to full throttle. As soon as you see
a reduction
in rpms shut the engine down and check the fuel bowls to determine the
offending
carb. Assuming you are succesful in identifying a particular carb, it's
just a matter
of careful disassembly to find the problem. This beats trying to trouble
shoot in the air!
Good luck
George May 601XL
>From: Mike Sinclair <mike.sinclair@att.net>
>Reply-To: zenith-list@matronics.com
>To: zenith-list@matronics.com
>Subject: Zenith-List: N701TD back in the air again (briefly)
>Date: Sat, 07 May 2005 18:55:34 -0500
>
>--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
>
>Status Report
>
> Engine run ups Monday went well. All temps and pressures in the green.
>Static RPM
>was 5000 with the initial pitch setting of the new Warp Drive prop at 9
>degrees.
>Just a tad low but within 200 of what is recommended. Tuesday morning,
>winds calm,
>engine and mags look good, take off normal, at about 300 feet engine starts
>to get
>rough and RPM drops to around 4000. My strip is a little short after not
>flying for
>7 months, so head north 2 miles to a friends strip that has 2500 feet
>(looking at
>ALL pastures within gliding distance along the way). On the ground we
>popped the top
>cowl and it appeared that the throttles arms on the carbs weren't going all
>the way
>open without giving it a slight touch. Ended up shortening the springs
>about 1/8"
>and that works good now. Static run up looks good so the cowl goes back on
>and taxi
>to the end, run up good, mags good, take off seemed pretty normal but rpm
>looked
>slightly low, 400 feet up and engine starts to get rough and loose rpm
>again. Back
>around and land. Tried a run up and at full throttle it jumped right up to
>5000.
>Pulled the plugs, no fouling but does appear that it may have been a little
>lean.
>Install a new set of plugs, static run up good, taxi to far end, mag check
>good,
>take off just about like previous with rpm a little low, but on climb out
>the engine
>started getting a little rougher and rpm was dropping. eventually the rpm
>was at
>4300. Once I got to about 500 feet and started playing with the throttle
>the rpm
>dropped back under 4000 and wouldn't come up again. By then I was back
>close to my
>strip so went ahead and landed. Once on the ground and after stopped I
>tried going
>to full once again, and once again it jumps right up to 5000. Went and
>played golf
>Wednesday, went and played golf Thursday, went bowling Friday, and went and
>played
>golf again this morning. Thinking about starting to disassemble the fuel
>system and
>possibly the carburetors tomorrow to see if I can find some sort of
>blockage or
>something stuck in a carb.
>
>If anyone has ran into a similar situation with their Rotax (or any
>others), or just
>has an idea as to what may be a possible problem beyond fuel blockage I
>would add
>them to a list of fixes (in assending order of expense).
>
>By the way, the new Grove mainspring feels much better on ground handling
>than the
>original Zenith mainspring. The old gear would kind of wallow on rough
>ground, both
>at low and higher speeds. This don't.
>
>Mike Sinclair N701TD grounded for now until engine will produce power in
>both
>takeoff attitude and level, for an suitable period of time in each.
>
>Do Not Archive
>
>
Dont just search. Find. Check out the new MSN Search!
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
Message 10
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
Mike,
Notice the many great minds that think alike on this list!
The BEST solution, if money is no object, is to purchase or fabricate the
official Rotax carb drip pans which are made for this pupose... they are
basically small metal pans that fit under each carb... they have a
connection for a hose to collect any fuel that drips ito the pan and you can
make this hose as long as you want and route it anywhere you want. (the
overflow tube simply drips ito this pan.) But Rotax wants $175 for a pair
(I just checked the other day!)
The other solution I have seen is to install a large diameter tube (maybe
1/2 inch or bigger) and attach to the firewall (or similar); route one end
near the carb, the other end to the bottom of the cowl. Then simply insert
the overflow tube into this larger tube. The idea is to make sure the
overflow tube does not see any negative pressure from the slipstream. It is
not that fuel is sucked out (tho Im sure you could make this happen) as much
as those are altitude compesating carbs (the big plunger inside is measuring
atmosphere referenced to a spring) and if the overflow tube sees negative
pressure, it makes the carb think you're at 30,000 feet or something like
that! (hence rough running engine) I know you get the idea. You can even
remove the tube, but then you lose the ability to direct fuel IF the float
bowl overflows for any reason. Others have routed the tube into a hole in
the air cleaner, yet another solution.
I am curious, please report if your tubes were actually in the slipstream,
or were they just longer than usual. I was of the belief that if kept
inside the cowl, there shoudl be no problem. But your feedback on this will
be invaluable to us!
Thanks, and still more congrats!
Jon
> --> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
>
> Jon
>
> This is exactly the kind of input I may have needed. I did just make a
> change to
> the tubes. During the rebuild I noticed that the way the tubes were, if
> there
> would be an overflow, the right one would pour fuel on the exhaust. So I
> "naturally" thought I should make them longer.
Message 11
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: "cgalley" <cgalley@qcbc.org>
If I remember right Rotax has a service bulletin on the bowl vent tubes.
That is the ONLY reason that I even knew about the problem.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Mike Sinclair" <mike.sinclair@att.net>
Subject: Re: Zenith-List: N701TD back in the air again (briefly)
> --> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
>
> Jon
>
> This is exactly the kind of input I may have needed. I did just make a
> change to
> the tubes. During the rebuild I noticed that the way the tubes were, if
> there
> would be an overflow, the right one would pour fuel on the exhaust. So I
> "naturally" thought I should make them longer. I installed longer tubing
> and
> routed them down toward the bottom center of the firewall. This finally
> makes
> sense of why I can get full RPM during a static run up, yet have an RPM
> drop on
> climb out, and it all goes to ---- when I level out. And then when I get
> back on
> the ground it will run up again. Wow! I may be able to get off the golf
> course
> and back into the air after all. One more question, is there a minimum or
> maximum length that these tubes can be? I'm not really happy with where
> the fuel
> would go if there should be an over flow with the short ones. Any
> suggestions as
> to a simple (and safe) place to vent these? By the way, original empty
> weight
> was 635 lbs. New empty weight is 612.5 and I can't find any extra parts
> that I
> forgot to attach. The only real changes are a steel tailspring vs.
> aluminum,
> Grove gear vs. Zenith, and Warp Drive vs. GSC on the prop. I don't think
> it
> really completely explains 23 lbs. (same scales and double & triple
> checked both
> times), but I'm not going to complain. Going by the calculations the
> weight did
> come off the nose though and the cg shifted aft a little over a half inch.
> Making a slight modification to the cowl due to the larger bolt circle
> pattern
> of the Warp Drive right now and then will check out the tubes. Will keep
> you
> posted. Thanks
>
> Mike
>
> Jon Croke wrote:
>
>> --> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>>
>> Mike,
>>
>> Just one thought, something to check... since it seems that the rough
>> running comes only when actually flying and not on the ground, please
>> check
>> that those little tubes on each carb (that have one end hanging in the
>> open)
>> are not some way in the slip stream... these are the overflow tubes that
>> must always be at 0 pressure... it is a known issue that if they get in
>> any
>> slipstream and get even a little bit negative pressure they will cause
>> this
>> very problem you describe. You may already know that because these tubes
>> are designed to overflow gas from an overloaded float bowl, many builders
>> extend this tube away from the exhaust and out the cowl into the
>> airstreams.
>> Must keep it inside the cowl!
>>
>> Im sure you'll get a lot of other ideas..
>>
>> Good luck, keep us posted and congrats on getting her back in the air!
>> Super!
>>
>> Jon
>> (the spring man)
>> 701US
>>
>> ----- Original Message -----
>> From: "Mike Sinclair" <mike.sinclair@att.net>
>> To: <zenith-list@matronics.com>
>> Subject: Zenith-List: N701TD back in the air again (briefly)
>>
>> > --> Zenith-List message posted by: Mike Sinclair
>> > <mike.sinclair@att.net>
>> >
>> > Status Report
>> >
>> >> If anyone has ran into a similar situation with their Rotax (or any
>> >> others), or just
>> > has an idea as to what may be a possible problem beyond fuel blockage I
>> > would add
>> > them to a list of fixes (in assending order of expense).
>> >
>> > By the way, the new Grove mainspring feels much better on ground
>> > handling
>> > than the
>> > original Zenith mainspring. The old gear would kind of wallow on rough
>> > ground, both
>> > at low and higher speeds. This don't.
>> >
>> >
>>
>
>
>
Message 12
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|
| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Mike,
The tubes should stay as designed, with the original lenght and position (hold
by the carburator bowl support) .
What can be done are a pair of aluminum or thin Stainless Steel "trays" bellow
the carburators with a drain to the lower part of the engine compartment.
I copy mine from a Kitfox instalation... I will try to find and post a photo,
(better explained)
Saludos
Gary Gower.
Mike Sinclair <mike.sinclair@att.net> wrote:
--> Zenith-List message posted by: Mike Sinclair
Jon
This is exactly the kind of input I may have needed. I did just make a change to
the tubes. During the rebuild I noticed that the way the tubes were, if there
would be an overflow, the right one would pour fuel on the exhaust. So I
"naturally" thought I should make them longer. I installed longer tubing and
routed them down toward the bottom center of the firewall. This finally makes
sense of why I can get full RPM during a static run up, yet have an RPM drop on
climb out, and it all goes to ---- when I level out. And then when I get back on
the ground it will run up again. Wow! I may be able to get off the golf course
and back into the air after all. One more question, is there a minimum or
maximum length that these tubes can be? I'm not really happy with where the fuel
would go if there should be an over flow with the short ones. Any suggestions as
to a simple (and safe) place to vent these? By the way, original empty weight
was 635 lbs. New empty weight is 612.5 and I can't find any extra parts that I
forgot to attach. The only real changes are a steel tailspring vs. aluminum,
Grove gear vs. Zenith, and Warp Drive vs. GSC on the prop. I don't think it
really completely explains 23 lbs. (same scales and double & triple checked both
times), but I'm not going to complain. Going by the calculations the weight did
come off the nose though and the cg shifted aft a little over a half inch.
Making a slight modification to the cowl due to the larger bolt circle pattern
of the Warp Drive right now and then will check out the tubes. Will keep you
posted. Thanks
Mike
Jon Croke wrote:
> --> Zenith-List message posted by: "Jon Croke"
>
> Mike,
>
> Just one thought, something to check... since it seems that the rough
> running comes only when actually flying and not on the ground, please check
> that those little tubes on each carb (that have one end hanging in the open)
> are not some way in the slip stream... these are the overflow tubes that
> must always be at 0 pressure... it is a known issue that if they get in any
> slipstream and get even a little bit negative pressure they will cause this
> very problem you describe. You may already know that because these tubes
> are designed to overflow gas from an overloaded float bowl, many builders
> extend this tube away from the exhaust and out the cowl into the airstreams.
> Must keep it inside the cowl!
>
> Im sure you'll get a lot of other ideas..
>
> Good luck, keep us posted and congrats on getting her back in the air!
> Super!
>
> Jon
> (the spring man)
> 701US
>
> ----- Original Message -----
> From: "Mike Sinclair"
> To:
> Subject: Zenith-List: N701TD back in the air again (briefly)
>
> > --> Zenith-List message posted by: Mike Sinclair
> >
> > Status Report
> >
> >> If anyone has ran into a similar situation with their Rotax (or any
> >> others), or just
> > has an idea as to what may be a possible problem beyond fuel blockage I
> > would add
> > them to a list of fixes (in assending order of expense).
> >
> > By the way, the new Grove mainspring feels much better on ground handling
> > than the
> > original Zenith mainspring. The old gear would kind of wallow on rough
> > ground, both
> > at low and higher speeds. This don't.
> >
> >
>
---------------------------------
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
> Jon, Ken, Cy, and any others who reply before all the e-mails come through.
Thanks Guys! I suppose this is the "egg on my face" part of experimental and
feel extremely fortunate that it wasn't something worse. Now that you have
pointed out where my error probably is, and now that my memory has been jogged
a
bit and I do vagely remember something about the drains on the carbs not being
extended (if I remember right, I didn't really care for the position they were
vented earlier, but due to Rotax instructions I did not change, then forgot
about it and when I looked again, jumped right in and did it anyway). I feel
pretty stupid, and very lucky about having a safe outcome of my test flight. I
am very fortunate to a part of a community that will pass on learned knowledge
that will hopefully prevent accidents, injuries, and loss of life, and hope that
as I learn and progress that I might also be able to help others avoid some of
these mistakes. It has been said that the only dumb question is the one that is
not asked. I think there should also be something said about good advice that is
ignored. I do appreciate all replies to any question that I have asked, and not
all are ignored, some are just filed away for future reference. This one will be
acted upon immediately. Thanks again for the quick response on my error on the
tubes.
Mike Sinclair
>
>
> Did you extend the bowl drains on the carb? Rotax is very specific that
> they should not be extended.
>
> Cy Galley
> EAA Safety Programs Editor
> Always looking for ideas and articles for EAA Sport Pilot
Message 14
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| Subject: | Re: N701TD back in the air again (briefly) |
--> Zenith-List message posted by: Mike Sinclair <mike.sinclair@att.net>
Jon
My tubes were considerably longer, and exited at the bottom center of the
firewall. Not actually below the fuselage in the slipstream, but probably close
enough to the air exit from the lower cowl that they were affected by a pressure
difference. Cannot tell you whether it was a positive or negative pressure
though. Will look at using the idea of inserting into a larger tube to vent any
possible overflow overboard though.
Mike
Jon Croke wrote:
> --> Zenith-List message posted by: "Jon Croke" <jon@joncroke.com>
>
> I am curious, please report if your tubes were actually in the slipstream,
> or were they just longer than usual. I was of the belief that if kept
> inside the cowl, there shoudl be no problem. But your feedback on this will
> be invaluable to us!
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