---------------------------------------------------------- Zenith-List Digest Archive --- Total Messages Posted Sat 05/07/05:14 ---------------------------------------------------------- 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 _____________________________________ Time: 04:48:36 AM PST US Subject: Zenith-List: upholstery glue From: Grant Corriveau --> Zenith-List message posted by: Grant Corriveau 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 _____________________________________ Time: 04:54:27 PM PST US From: "Bob Miller" Subject: Zenith-List: lumberton fly-in --> Zenith-List message posted by: "Bob Miller" 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 _____________________________________ Time: 04:55:34 PM PST US From: Mike Sinclair Subject: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: Mike Sinclair 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 _____________________________________ Time: 05:04:55 PM PST US From: "Fred Kirkland" Subject: Zenith-List: Paint Scheme Template --> Zenith-List message posted by: "Fred Kirkland" Does anyone have a digital file of a Zodiac 601 template for trying different paint schemes? ________________________________ Message 5 _____________________________________ Time: 05:58:56 PM PST US From: "Jon Croke" Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> 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" 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. > > ________________________________ Message 6 _____________________________________ Time: 06:05:36 PM PST US From: Ken Szewc Subject: RE: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: Ken Szewc 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 _____________________________________ Time: 06:34:34 PM PST US From: Mike Sinclair Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> 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. > > > > > ________________________________ Message 8 _____________________________________ Time: 06:41:05 PM PST US From: "cgalley" Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: "cgalley" 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" Subject: Zenith-List: N701TD back in the air again (briefly) > --> Zenith-List message posted by: Mike Sinclair > > 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 _____________________________________ Time: 06:41:11 PM PST US From: "george may" Subject: RE: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: "george may" 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 >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 > >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 ____________________________________ Time: 07:29:55 PM PST US From: "Jon Croke" Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: "Jon Croke" 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 > > 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 ____________________________________ Time: 07:32:09 PM PST US From: "cgalley" Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: "cgalley" 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" Subject: Re: Zenith-List: N701TD back in the air again (briefly) > --> 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. >> > >> > >> > > > ________________________________ Message 12 ____________________________________ Time: 07:39:59 PM PST US From: Gary Gower Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: Gary Gower 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 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. > > > > > --------------------------------- ________________________________ Message 13 ____________________________________ Time: 07:48:21 PM PST US From: Mike Sinclair Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: Mike Sinclair > 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 ____________________________________ Time: 07:57:12 PM PST US From: Mike Sinclair Subject: Re: Zenith-List: N701TD back in the air again (briefly) --> Zenith-List message posted by: Mike Sinclair 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" > > 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!