Today's Message Index:
----------------------
1. 02:53 AM - IFR and engines (dickrourke)
2. 03:38 AM - Re: Completed August Workshop (Rich Dodson)
3. 06:27 AM - Re: vor requirements for ifr (Gig Giacona)
4. 06:36 AM - Re: Zenith-List Digest: HD Canopy fastening to frame (John M. Goodings)
5. 07:10 AM - Re: Zenith-List Digest: 51 Msgs - 08/22/05 (Gig Giacona)
6. 07:24 AM - Re: Re: vor requirements for ifr (Paul Mulwitz)
7. 07:39 AM - Completed August Wookshop (Robert Schoenberger)
8. 10:50 AM - XL Wing Jigs (Al Young)
9. 12:06 PM - Re: IFR and engines (Gig Giacona)
10. 12:18 PM - Re: XL Wing Jigs (JAPhillipsGA@aol.com)
11. 02:57 PM - Re: Completed August Workshop (Dave VanLanen)
12. 02:59 PM - Re: Re: vor requirements for ifr (William J. Naumuk)
13. 03:03 PM - (Dave VanLanen)
14. 04:31 PM - Rotax 912 oil leak. (Johann G.)
15. 06:16 PM - 601XL 3300 Carburetor Trouble (JAPhillipsGA@AOL.COM)
16. 06:54 PM - Cortec Primer and Acrylic Enamel (Chuck Deiterich)
17. 07:09 PM - Re: Cortec Primer and Acrylic Enamel (Larry)
18. 07:42 PM - Re: 601XL 3300 Carburetor Trouble (Bob Miller)
19. 07:59 PM - Re: Cortec Primer and Acrylic Enamel (Chuck Deiterich)
20. 08:07 PM - Re: Rotax 912 oil leak. ()
21. 08:10 PM - Re: 601XL 3300 Carburetor Trouble (Paul Moore)
22. 09:01 PM - Re: Rotax 912 oil leak. (Johann G.)
23. 09:21 PM - Re: 601XL 3300 Carburetor Trouble (David Alberti)
24. 09:34 PM - completion (Ricchardd@aol.com)
Message 1
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--> Zenith-List message posted by: "dickrourke" <dickrourke@myway.com>
There has been recently a string to suggest that IFR required equipment can include
a Corvair engine.
I've been away from flying and therefore training for some years, but my understanding
was that the only IFR certified craft flew behind a CERTIFIED engine (Lycoming,
some Rotax, Continental, Franklin, etc.). Prop too.
But you learn something new all the time??
Do not archive
No banners. No pop-ups. No kidding.
Make My Way your home on the Web - http://www.myway.com
Message 2
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| Subject: | Re: Completed August Workshop |
--> Zenith-List message posted by: Rich Dodson <r_dodson@yahoo.com>
Tracy,
Thanks so much for the info! I am looking forward to my trip!
Rich
Message 3
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| Subject: | Re: vor requirements for ifr |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
The rule on what IFR equipment is required is, and I'm paraphrasing,
"navigational equipment suitable to the route that will be flown."
So theoreticly you could get by with nothing more than a approach certified
GPS. In realaity though you really need a VOR, LOC & glideslope.
What GPS are you going to use? It realy makes a difference. If you are
getting a Garmin 430 then that's all you need for lite IFR though you need
some other back-up vertical navigation as well.
I recently added a couple of mock-up panels (one VFR and one IFR) on my
website http://www.peoamerica.net/N601WR/html/cockpit.html. Oh, and it is
based on the Dynon as the primary flight insturment.
GigG
--> Zenith-List message posted by: john butterfield
<jdbutterfield@yahoo.com>
hi guys,
i hope to finish my XL by october of this year. i
plan to use the corvair. I am planing my panel and
want to be able to fly light IFR I will fly out of
torrance, Ca and need to get through the light ceiling
around 2,000 feet, which usually is less than 500'
thick.
my question is this. I will be using the dylon and
gps for my navigation. I understand that i must have
a vor receiver to be legal. Can I use the vor
contained in my handheld icom and be legal. I have
used it for navigation in the past, cumbersome but it
works.
I would never use it if my dylon was not working, but
would like to avoid the traditional panel mounted
indicator and nav receiver. it really is a waste to
have a vor if it is never used. As for an emergency,
the vor in the handheld would suffice.
I know this attitude seems a little cavalier, but i am
not trying to be funny, just don't want a standard vor
nav if i don't have to.
I intend to have a tru track alt hold and a good gps
based auto pilot for navigation.
Message 4
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| Subject: | Re: Zenith-List Digest: HD Canopy fastening to frame |
--> Zenith-List message posted by: "John M. Goodings" <goodings@yorku.ca>
Here are a couple of ideas for the consideration of HD canopy builders.
I am pleased with my canopy - there are no cracks after nearly 2 years of
flying (touch wood, although wood is hard to find in this aircraft!).
1. The sheet metal screws into the frame should be oval head, bevelled, at
least 14 threads per inch ( I first tried 12, but they did not grip nearly
as well) in stainless steel (otherwise, the rust shows after a while, as
on the CH600 prototype).
2. Use stainless steel or nickel-plated cup washers on the outside of the
canopy BUT cushion them to the lucite plastic with 3/32" rubber O-rings
underneath of a size to fit the cup washer (I used Buna N, but any rubber
would be OK; Viton is probably a bit hard). Slight compression of the
O-ring serves as a sort of lockwasher for the screw.
3. Protect the screw threads from touching the lucite canopy hole edge
using 1/4" o.d. nylon tube; the tube extends from the metal canopy frame
through the lucite well into the cup washer.
4. Here is an important tip which I got from a VERY experienced builder
(Ross Ferguson - who has just completed the most beautiful 2/3-scale
Spitfire imaginable). The holes through the lucite should be 17/64" or
even a little bigger. Ross says each little nylon tube should be
surrounded by a "layer of air"! - to allow for a bit of temperature
expansion/contraction; otherwise, this can be a main source of cracking.
5. I did take some care to smooth the edge of each hole in the lucite
rather carefully with very fine sandpaper. A crack doesn't need a helping
hand to start!
John Goodings, C-FGPJ, CH601HD with R912S, 87 hours, Toronto/Waterloo.
Message 5
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| Subject: | Re: Zenith-List Digest: 51 Msgs - 08/22/05 |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
Let's not get confused here. The Dynon, as well as the Blue Mountain EFIS
systems DO in fact fill ALL of the Gyro requirements for IFR flight. And
while most of the NAV equipment in an experimental doesn't have to be TSO'd
the GPS does have to be TSO'd.
What you mean old instructor had you doing sounds like partial panel. This
was to simulate emergency situations and has no bearing on what is required
for legal IFR flight.
As far as the controller who asked if the both the pilot and aircraft was
certified for IFR. My guess is ATC had some reason to think otherwise. It
could have been poor radio procedure on the part of the pilot. While not
ever hearing ATC ask if the pilot and aircraft was certified for IFR I did
hear this in the New Orleans class B.
ATC: Cessna 12345, Turn left to 180, Maintain 4500.
Cessna 12345: Turn Right to 180, 4500
ATC: Cessna 12345, Negative turn right to 180 and maintain 4500
Cessna 12345: Oh, OK Left to 045.
ATC: Cessna 12345, Negative maintain course and altitude. No turn at this
time.
ATC: Cessna 12345, How do you read?
Cessna 12345: Reading you fine.
ATC: Cessna 12345, Are you a student pilot?
Cessna 12345: Negative, I was a pilot before you were born.
ATC: Cessna 12345, turn left to 090.
Cessna 12345: Left 090
...After a short pause...
Cessna 1234: 090 will take me out of the Class Bravo.
ATC: Exactly, Cessna 12345 Clear of the Class Bravo cleared for own
navigation.
All of this is just to show that it is ATC's job to protect their airspace.
If they have a reason to not believe you are capable of something they can
refuse you service.
GigG
DO NOT ARCHIVE
> --> Zenith-List message posted by: Paul Mulwitz
> <p.mulwitz@worldnet.att.net>
>
> Hi Rob,
>
> I enjoyed reading the article from the EAA your link referred to. I
> guess the real bottom line is to be legal for IFR a homebuilt must
> have a VOR receiver and a relatively complete gyro panel and should
> have a transponder and encoder. The installed equipment must be
> properly certified and tested but is not required to manufactured under
> TSO.
>
> All of that makes sense for me except for the gyro requirements. I
> never completed instrument training, but I had enough of it to know a
> full panel is definitely not required for normal IFR operations. My
> mean old instructor was constantly making me shoot pseudo-precision
> approaches with only needle, ball, and airspeed. (I say pseudo
> precision approaches because he always announced to the controllers
> we were doing a no gyro approach, meaning no DG.) The implication of
> all this is the full gyro panel requirement seems to be questionable.
>
> The other strange thought your post brought to my mind (or what is
> left of it) was the comment about the guy air-filing and having to
> say his plane and pilot were properly certified. I wonder what would
> have happened if he said no. (I also wonder what would happen if he lied.)
>
> As a non-rated pilot, I am always worried about getting caught and
> needing ATC assistance to get safely to the ground. This would often
> seem to require IFR flight, but admitting the mistake of getting
> caught on top or in IMC without a clearance is not something most of
> us would like to do. I would certainly appreciate your comments on this
> issue.
>
> I highly recommend the activity of amateur airplane building. It
> works wonderfully for me. I am retired and desperately needed
> something to do, and I am now faced with a year or two of intense
> project. For me, picking a design to build wound up being an
> exercise in learning what was most popular among home builders and
> selecting the performance I wanted. This was not hard since I am
> limiting myself to SLA and Sport Pilot limits so I don't have to
> fight with the FAA for a medical certificate. In your case, I highly
> recommend you consider carefully why you are building your own plane
> and select the design accordingly. I would be glad to help you
> through this maze if you are interested, but you could also do it
> yourself with enough time and effort spent. My only advantage is I
> have already done it a couple of times and know where to look for
> problems.
>
Message 6
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| Subject: | Re: vor requirements for ifr |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>The rule on what IFR equipment is required is, and I'm paraphrasing,
>"navigational equipment suitable to the route that will be flown."
>
>So theoreticly you could get by with nothing more than a approach certified
>GPS. In realaity though you really need a VOR, LOC & glideslope.
Thanks to the document linked by Rob Campbell at the beginning of this thread:
It turns out the EAA has determined you really do need a VOR. This
results from the requirement you can access a GROUND based station
for navigation.
The reference is quoted below:
It is important to note that the GPS is approved for "supplemental"
navigation only. A primary
system based on ground facilities must be installed in the aircraft
as well. This requirement is
found in Part 91.205(d), by way of the following statement:
"Two-way radio communications system and navigational equipment
appropriate to the ground
facilities to be used."
Paul
XL barely started
do not archive
P.S. Sorry about the long post I sent last night. I meant to send
it privately to Rob Campbell but screwed up.
Message 7
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| Subject: | Completed August Wookshop |
--> Zenith-List message posted by: "Robert Schoenberger" <hrs1@frontiernet.net>
Dave . . . all the other advice you've received regarding go with the flow is accurate.
Much of the occasional small inaccuracies do do not have an immense
impact on structural strength. However, "mistakes" on key members such as spars,
longerons, key connections, etc. should get your attention and give pause
for thought. In a few instances, I backed up members with a home fabricated piece
to give extra strength.
One thing I did which was very helpful in the beginning was to post an 8" x 11"
sign above my tool board which had the following information in fairly big letters:
Drill Size Rivit Size (") Rivit Size (mm) Cleco color
40 3/32 2.38 Silver
30 1/8 (A4) 3.17 Copper
20 5/32 (A5) 3.97 Black
Desired edge distance 3 x rivet size dia. - about 10mm
Min acceptable edge distanace 2 x rivet size dia.
The third column and the last line are the key parts of this sign. When the edge
distance starts to look a bit on the thin side, you can quickly glance at the
above chart and determine if you meet the minimum acceptable edge distance.
For examble, for the A5, 2 x 3.97 7.94 or 8 mm. For the A4, its about 6.4
mm. Remember, this is from the center of the hole to the edge. Hope this helps.
Robert Schoenberger 701 55%
Message 8
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--> Zenith-List message posted by: "Al Young" <armyret@one-eleven.net>
If someone has a set of XL wing Jigs with the inserts that they are done with or
not using for a week or so, I'd really appreciate buying, borrowing, renting
or whatever them. I didn't think I'd ever need mine again, so I sold them. My
mistake. Anyway, I will be more than glad to pay postage, both ways (of course)
and return them ASAP. If you will sell them, let me know the price. I am
in the middle of re-building the front fuselage and parts of both wings.
Thanks much
Al Young
Do not archive
Message 9
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| Subject: | RE: IFR and engines |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
Nope. there are a lot of RVs and other experimental flying IFR out there
without certified Engine/Prop combos.
EAA has a page on HB-Exp and IFR
http://members.eaa.org/home/homebuilders/faq/Equipping%20a%20Homebuilt%20for%20IFR%20operations.html#TopOfPage
--> Zenith-List message posted by: "dickrourke" <dickrourke@myway.com>
There has been recently a string to suggest that IFR required equipment can
include
a Corvair engine.
I've been away from flying and therefore training for some years, but my
understanding
was that the only IFR certified craft flew behind a CERTIFIED engine
(Lycoming,
some Rotax, Continental, Franklin, etc.). Prop too.
But you learn something new all the time??
Message 10
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| Subject: | Re: XL Wing Jigs |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Al, I gave my pair of wing jigs to David. I think he's finished with them. I
called him and he said he would call you and figure out the best way to get
them to you. Hope they help, Bill
Message 11
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| Subject: | Re: Completed August Workshop |
--> Zenith-List message posted by: "Dave VanLanen" <davevanlanen@sbcglobal.net>
Thanks to everyone on the list for providing me with a dose of objectivity.
Guess its all part of the learning process.
Regards,
Dave Van Lanen
601XL - rudder completed
Do not archive
Message 12
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| Subject: | Re: vor requirements for ifr |
--> Zenith-List message posted by: "William J. Naumuk" <billn@velocity.net>
While everyone's talking about instruments, has anyone else wondered about
the ultimate space saving and easy to install rig you could put together for
less than $10k? (I'm talking ultimate VFR here, with IFR capability in a
pinch). Dynon Sportpak, GPS/Com, and transponder. Back it up with a whiskey
compass, steam gauge altimeter, and emergency battery. I wonder if the FAA
would allow it.
Bill
do not archive
----- Original Message -----
From: "Paul Mulwitz" <p.mulwitz@worldnet.att.net>
Subject: Re: Zenith-List: Re: vor requirements for ifr
> --> Zenith-List message posted by: Paul Mulwitz
<p.mulwitz@worldnet.att.net>
>
>
> >The rule on what IFR equipment is required is, and I'm paraphrasing,
> >"navigational equipment suitable to the route that will be flown."
> >
> >So theoreticly you could get by with nothing more than a approach
certified
> >GPS. In realaity though you really need a VOR, LOC & glideslope.
>
> Thanks to the document linked by Rob Campbell at the beginning of this
thread:
>
> It turns out the EAA has determined you really do need a VOR. This
> results from the requirement you can access a GROUND based station
> for navigation.
>
> The reference is quoted below:
>
> It is important to note that the GPS is approved for "supplemental"
> navigation only. A primary
> system based on ground facilities must be installed in the aircraft
> as well. This requirement is
> found in Part 91.205(d), by way of the following statement:
> "Two-way radio communications system and navigational equipment
> appropriate to the ground
> facilities to be used."
>
> Paul
> XL barely started
> do not archive
>
> P.S. Sorry about the long post I sent last night. I meant to send
> it privately to Rob Campbell but screwed up.
>
>
Message 13
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--> Zenith-List message posted by: "Dave VanLanen" <davevanlanen@sbcglobal.net>
Rich,
Yes, the parts were primed with Cortec. The only problem our group ran into
was that the stuff was still sticky, and tended to come off in sheets (kind
of like peeling sunburned skin) when you came to remove a clamp, or
disassemble to debur and clean. We were told that this was due to the high
humidity preventing it from drying/curing completely, (it was VERY hot and
humid during our workshop). I asked if they thought we should re-prime
before assembly and tbey recommended not to, so we went ahead and assembled.
As Tracy mentioned, they will ship your completed rudder for you.
Regards,
Dave Van Lanen
601XL - Rudder Completed
In a message dated 8/22/2005 7:54:58 PM Eastern Standard Time,
r_dodson@yahoo.com writes:
--> Zenith-List message posted by: Rich Dodson <r_dodson@yahoo.com>
Dave,
Congrats on getting the rudder done! I am going to the workshop in
September with my father as one of those "makeup" father-son trips that we
never
took
when I was a kid. Can I trouble you for two questions?
- Do they give you any time to prime the interior rudder parts before you
rivet them together?
- Can they hold the rudder for you and ship it to you later (with the tail
Do not archive
Message 14
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| Subject: | Rotax 912 oil leak. |
--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello list members.
Once again I need a some advice from you experienced Rotax 912 flyers.
I have been flying my Joeing 701 (Zenith) through the first test phases, and everything
has been great except for an oil leak around the cylinder heads of the
Rotax 912. I thought the O rings around the oil return tubes were leaking, so
I replaced the rings. After the test flight today, there was no change.
I cleaned everything again and did a short engine run. It seems now that the leak
is between the heads and cylinders.
This tells me the heads have over heated.
I bought the engine used with around 250 hrs.TT. The person who I bought it from
told me that the only reason he sold it was that it had a prop strike. I had
the engine crank realigned to specs and everything is very normal.
All temps have been normal since I started the engine for the first time.
Has anyone ever experienced this oil leak and if so, what did you do to correct
it?
Best regards,
Johann G.
Iceland.
Message 15
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| Subject: | 601XL 3300 Carburetor Trouble |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Dear Thread, yesterday several possible solutions to the running rough at
higher altitudes were offered. The easiest advise was a possible vent line off
the carburetor. I remembered that I had connected a hose to the mechanical fuel
pump and thought it might be a miss routing, but I went to the hanger tonight
and it is not that. The vent lines are correct and clear sooooo it must be
something else. The key has to involve the fact that she smoothed out
immediately when I applied carb heat and returned rough as soon as I pushed it
back in.
I checked the fuel tank vents and they are free. I rechecked the air filter
and hoses clear and correct. I spoke with another builder (much smarter and
abler than I) and his response was that that it sounded like the malfunction
was in the automatic pressure compensator built into the Bing carb. I'm pretty
sure I have one of those cause Pete said I do. If that is the problem how do I
get it repaired? Who out there in builder land knows ? Pete, is the
carburetor still under warranty? If it is, do I just take it off and send to you?
I am
really reluctant to try to fly it again knowing that the carb is
malfunctioning. Seems like a fine way to spill good gas on the grass ! Hope to
hear from
someone with a good idea, Best regards, Bill of Georgia
Message 16
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| Subject: | Cortec Primer and Acrylic Enamel |
--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
Can automobile acrylic enamel be sprayed over Cortec primer?
Thanks,
Chuck D.
Message 17
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| Subject: | Re: Cortec Primer and Acrylic Enamel |
--> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
YEP!
Larry Martin, N1345L www.angelfire.com/un/ch701
----- Original Message -----
From: "Chuck Deiterich" <cfd@thegateway.net>
Subject: Zenith-List: Cortec Primer and Acrylic Enamel
> --> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
>
> Can automobile acrylic enamel be sprayed over Cortec primer?
>
> Thanks,
> Chuck D.
>
>
>
>
>
>
>
>
>
> --
>
>
--
Message 18
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| Subject: | Re: 601XL 3300 Carburetor Trouble |
--> Zenith-List message posted by: Bob Miller <tutuzulu@gmail.com>
Bill,
Applying carb heat in flight would certainly result in smoother
running if you had been too lean which, as you said in your previous
post, would seem to be likely since you had put in a higher
performance air filter. Have you rejected this hypothesis for some
reason? Have you tried enriching the mixture with the adjustment on
the carb? Has Pete responded?
Solving this will be helpful for all us Jab drivers considering a
higher performance filter.
Bob
On 8/23/05, JAPhillipsGA@aol.com <JAPhillipsGA@aol.com> wrote:
> --> Zenith-List message posted by: JAPhillipsGA@aol.com
>
> Dear Thread, yesterday several possible solutions to the running rough at
> higher altitudes were offered. The easiest advise was a possible vent line off
> the carburetor. I remembered that I had connected a hose to the mechanical fuel
> pump and thought it might be a miss routing, but I went to the hanger tonight
> and it is not that. The vent lines are correct and clear sooooo it must be
> something else. The key has to involve the fact that she smoothed out
> immediately when I applied carb heat and returned rough as soon as I pushed it
back in.
> I checked the fuel tank vents and they are free. I rechecked the air filter
> and hoses clear and correct. I spoke with another builder (much smarter and
> abler than I) and his response was that that it sounded like the malfunction
> was in the automatic pressure compensator built into the Bing carb. I'm pretty
> sure I have one of those cause Pete said I do. If that is the problem how do
I
> get it repaired? Who out there in builder land knows ? Pete, is the
> carburetor still under warranty? If it is, do I just take it off and send to
you? I am
> really reluctant to try to fly it again knowing that the carb is
> malfunctioning. Seems like a fine way to spill good gas on the grass ! Hope to
hear from
> someone with a good idea, Best regards, Bill of Georgia
>
>
>
>
>
>
>
--
Bob Miller
601HD N722Z
Charlottesville, Virginia
Message 19
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| Subject: | Re: Cortec Primer and Acrylic Enamel |
--> Zenith-List message posted by: "Chuck Deiterich" <cfd@thegateway.net>
Larry,
Thanks, that is what I'll use.
Chuck D.
do not archive
----- Original Message -----
From: "Larry" <lrm01@centurytel.net>
Subject: Re: Zenith-List: Cortec Primer and Acrylic Enamel
> --> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
>
> YEP!
> Larry Martin, N1345L www.angelfire.com/un/ch701
> ----- Original Message -----
> From: "Chuck Deiterich" <cfd@thegateway.net>
> To: <zenith-list@matronics.com>
> Subject: Zenith-List: Cortec Primer and Acrylic Enamel
>
>
> > --> Zenith-List message posted by: "Chuck Deiterich"
<cfd@thegateway.net>
> >
> > Can automobile acrylic enamel be sprayed over Cortec primer?
> >
> > Thanks,
> > Chuck D.
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > --
> >
> >
>
>
> --
>
>
Message 20
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| Subject: | Re: Rotax 912 oil leak. |
--> Zenith-List message posted by: <flyingferret@netscape.com>
I have a 912UL with approx 350 hours with no oil leaks. Are you talking about between
the valve covers and head, or the cylinder barrel and head? If it's the
latter, I would think you will need to disassemble at least one cylinderto see
what is going on.
Greg
--- "Johann G." johann@gi.is wrote:
From: "Johann G." johann@gi.is
Subject: Zenith-List: Rotax 912 oil leak.
-- Zenith-List message posted by: "Johann G." johann@gi.is
Hello list members.
Once again I need a some advice from you experienced Rotax 912 flyers.
I have been flying my Joeing 701 (Zenith) through the first test phases, and everything
has been great except for an oil leak around the cylinder heads of the
Rotax 912. I thought the O rings around the oil return tubes were leaking, so
I replaced the rings. After the test flight today, there was no change.
I cleaned everything again and did a short engine run. It seems now that the leak
is between the heads and cylinders.
This tells me the heads have over heated.
I bought the engine used with around 250 hrs.TT. The person who I bought it from
told me that the only reason he sold it was that it had a prop strike. I had
the engine crank realigned to specs and everything is very normal.
All temps have been normal since I started the engine for the first time.
Has anyone ever experienced this oil leak and if so, what did you do to correct
it?
Best regards,
Johann G.
Iceland.
Netscape. Just the Net You Need.
Message 21
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| Subject: | 601XL 3300 Carburetor Trouble |
--> Zenith-List message posted by: "Paul Moore" <pmoore505@msn.com>
Bill, can you reproduce the behavior on the ground to test corrections?
Have you tried going back with the old (I assume correctly functioning)
filters? Does it happen no matter if the engine is cold or hot? How about
checking fuel delivery volume just to make sure?
Paul
XL - O200
-----Original Message-----
From: JAPhillipsGA@aol.com
Subject: Zenith-List: 601XL 3300 Carburetor Trouble
Dear Thread, yesterday .... I am really reluctant to try to fly it again
knowing that the carb is malfunctioning. Seems like a fine way to spill good
gas on the grass ! Hope to hear from someone with a good idea, Best regards,
Bill of Georgia
Message 22
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| Subject: | Re: Rotax 912 oil leak. |
--> Zenith-List message posted by: "Johann G." <johann@gi.is>
Hello Greg.
I am afraid the latter. Between the cylinder barrel and the head. I had to
tear the engine down to the core, so I have inspected everything, except I
did not check if the heads were twisted.
I find it so hard to believe that the mating cyl and head do not need any
seal or gasket. I have never known of any engine that does not need a head
gasket. But then again, I am no expert. Just trying to cope on my own,
because there is no service to be had for this engine in Iceland.
Thank you for your advice.
Regards,
Johann G.
----- Original Message -----
From: <flyingferret@netscape.com>
Subject: Re: Zenith-List: Rotax 912 oil leak.
> --> Zenith-List message posted by: <flyingferret@netscape.com>
>
>
> I have a 912UL with approx 350 hours with no oil leaks. Are you talking
about between the valve covers and head, or the cylinder barrel and head? If
it's the latter, I would think you will need to disassemble at least one
cylinderto see what is going on.
>
>
> Greg
>
> --- "Johann G." johann@gi.is wrote:
>
> From: "Johann G." johann@gi.is
> Date: Tue, 23 Aug 2005 23:30:18 -0000
> To: "Zenith listinn" zenith-list@matronics.com
> Subject: Zenith-List: Rotax 912 oil leak.
>
> -- Zenith-List message posted by: "Johann G." johann@gi.is
>
> Hello list members.
>
> Once again I need a some advice from you experienced Rotax 912 flyers.
>
> I have been flying my Joeing 701 (Zenith) through the first test phases,
and everything has been great except for an oil leak around the cylinder
heads of the Rotax 912. I thought the O rings around the oil return tubes
were leaking, so I replaced the rings. After the test flight today, there
was no change.
> I cleaned everything again and did a short engine run. It seems now that
the leak is between the heads and cylinders.
> This tells me the heads have over heated.
>
> I bought the engine used with around 250 hrs.TT. The person who I bought
it from told me that the only reason he sold it was that it had a prop
strike. I had the engine crank realigned to specs and everything is very
normal.
>
> All temps have been normal since I started the engine for the first time.
>
> Has anyone ever experienced this oil leak and if so, what did you do to
correct it?
>
>
> Best regards,
> Johann G.
> Iceland.
>
>
> Netscape. Just the Net You Need.
>
>
Message 23
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| Subject: | 601XL 3300 Carburetor Trouble |
--> Zenith-List message posted by: "David Alberti" <daberti@sbcglobal.net>
If you did not have the problem prior to installing the new filter then the
trouble is the filter. Go back to the old setup and see if it runs ok. Are
you sure the filter is flowing enough air? If a K&N, is it oiled correctly?
I would have bet it was the vents myself based on your initial email.
Dave
> Dear Thread, yesterday several possible solutions to the running rough at
> higher altitudes were offered. The easiest advise was a possible vent line
off
> the carburetor. I remembered that I had connected a hose to the mechanical
fuel
> pump and thought it might be a miss routing, but I went to the hanger
tonight
> and it is not that. The vent lines are correct and clear sooooo it must
be
> something else.
Message 24
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--> Zenith-List message posted by: Ricchardd@aol.com
l am happy, after 2 years to the month, today N601ZT is complete and waiting
on the DAR.
RAM EFI engine, 4 blade Warp Drive, glass panel, it should be fun.
Richard Musser, Mohave valley, AZ,
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