Today's Message Index:
----------------------
1. 12:51 AM - Re - Question about fuel flow from only one tank? (Peter Thomson)
2. 04:37 AM - Chat Room Reminder (George Race)
3. 05:32 AM - Re: Re - Question about fuel flow from only one tank? (Larry Egelhoff)
4. 06:02 AM - Question about fuel flow from one tank (Joe Spencer)
5. 06:21 AM - Re: Re - Question about fuel flow from only one tank? (Inge)
6. 07:05 AM - Re: Re: Slats again ad nausium (Larry)
7. 08:16 AM - Re: Zenith701801-List Digest: 18 Msgs - 09/07/08 (george.mueller@aurora.org)
8. 08:19 AM - Question about fuel flow from one tank (Dan)
9. 08:32 AM - Re: 701 static port (Jeffrey A Beachy)
10. 09:32 AM - Re: Question about fuel flow from one tank (Gary Gower)
11. 09:35 AM - Re: Re: Zenith701801-List Digest: 18 Msgs - 09/07/08 (Keith Ashcraft)
12. 11:33 AM - Open Hangar Day, 19-20 Sept (Stanley Challgren)
13. 11:46 AM - Re: Question about fuel flow from one tank (Curt Thompson)
14. 01:00 PM - Re: Question about fuel flow from one tank (sonar1@cox.net)
15. 01:12 PM - Re: A question of horsepower... (n85ae)
16. 02:02 PM - Re: Re: Question about fuel flow from one tank (Curt Thompson)
17. 02:34 PM - Re: Re: A question of horsepower... (JG)
18. 02:37 PM - Re: Question about fuel flow from one tank (sonar1@cox.net)
19. 03:46 PM - Re: Re - Question about fuel flow from only one tank? (NYTerminat@aol.com)
20. 09:22 PM - Re: CanZac floats (carl)
21. 09:22 PM - Re: Fuel return (carl)
22. 09:22 PM - Test (carl)
23. 09:22 PM - test msg (carl)
24. 09:56 PM - Re: CanZac floats (mwpicard)
Message 1
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| Subject: | Re - Question about fuel flow from only one tank? |
Curt, perfect timing !
I've flown my CZAW 701 for about 9 mths and 150 hrs. In that time, it
has always drained from the RIGHT TANK first. After my 1st flight I
drained the RHS tank manually on ground to make sure the fuel kept
coming from the left. It did.
But last week during a 3 flight, I decided to select the left for
some time. When I did this and switched back to both, the LHS tank
kept draining more than the right ! To the extent that I selected RHS
for a time.
It made me think perhaps it was something in the Andair fuel valve.
However, I see it has now reverted back to the old procedure, draining
the RHS tank first.
Beats me I was told has been doing this since new (2005).
Bit more, fly slats off, VG's wings and elevator. 16l/hr of E10
95octane blend, 80kts
Peter
CH701/912ULS
Message 2
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| Subject: | Chat Room Reminder |
Please join us for our Monday evening chat room starting around 8:00 PM
Eastern Time.
<blocked::blocked::blocked::blocked::http://www.mykitairplane.com/chat/>
http://www.mykitairplane.com/chat/
George
CH-701 - N73EX - IT FLYS!
Do Not Archive
Message 3
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| Subject: | Re: Re - Question about fuel flow from only one tank? |
I purchased my 701 already built. The previous owner/builder had the same
situation as reported here. He finally determined
that the drain balance depended on the dominant direction of turns.....
Left turns moved more fuel to the right tank and vice versa.
I have not flown enough to verify this.
Larry,
Tennessee
On Mon, 8 Sep 2008 14:51:10 +0700 "Peter Thomson"
<peterlthomson@gmail.com> writes:
> <peterlthomson@gmail.com>
>
> Curt, perfect timing !
>
> I've flown my CZAW 701 for about 9 mths and 150 hrs. In that time,
> it
> has always drained from the RIGHT TANK first. After my 1st flight I
> drained the RHS tank manually on ground to make sure the fuel kept
> coming from the left. It did.
>
> But last week during a 3 flight, I decided to select the left for
> some time. When I did this and switched back to both, the LHS tank
> kept draining more than the right ! To the extent that I selected
> RHS
> for a time.
>
> It made me think perhaps it was something in the Andair fuel valve.
>
> However, I see it has now reverted back to the old procedure,
> draining
> the RHS tank first.
>
> Beats me I was told has been doing this since new (2005).
>
> Bit more, fly slats off, VG's wings and elevator. 16l/hr of E10
> 95octane blend, 80kts
>
> Peter
> CH701/912ULS
>
>
>
>
>
>
>
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Message 4
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| Subject: | Question about fuel flow from one tank |
Morning
The flow from one tank is common to many planes and is usually because
the rudder isn't trimmed perfectly. You might check yours and see if
that's it in your case.
Joe
Message 5
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| Subject: | Re: Re - Question about fuel flow from only one tank? |
My CZAW 701 (540 hours, 120 hours by me, slats off, Feathers VGs wings and elevator,
912/80 Hp, 14 liters per hour, 90 miles per hour) also drains the right
hand tank first, as did my previous plane (ICP Bingo/HKS, 430 hours). If it is
the plane or the pilot? Most people get a consistent flow from both tanks, but
then again, most people do not x-country as long as it takes to be sure there
is a difference. A friend reported this phenomenon on his Kitfox 3. I noticed
the same in another friend's slick, racy 130 kts CTSW during a six hour x-country.
Discussing this phenomenon (is it likely to start draining from the other
tank soon?) over the high seas is certainly one of the stronger spices of life.
By the way, as you may have come to expect, these four planes all level out
between their tanks while left for a while.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3153#203153
Message 6
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| Subject: | Re: Slats again ad nausium |
Talking about them again is a good thing. Lots of new people and old
one with bad memories. If we didn't start repeating ourselves, we would
run out of things to say. Larry N1345L
Jean-Paul Roy wrote:
> John, I don't see any risk of you getting pitched off this group ! Flicka is
wayyyyyyyyyy ahead of you. lolll
> Please do not archive
>
> Jean-Paul Roy
>
> --- En date de : Dim, 7.9.08, John Bolding <jnbolding1@teleshare.net> a crit
:
>
> De: John Bolding <jnbolding1@teleshare.net>
> Objet: Re: Zenith701801-List: Re: Slats again ad nausium
> : zenith701801-list@matronics.com
> Date: dimanche 7 Septembre 2008, 12 h 59
>
> <jnbolding1@teleshare.net>
>
> I KNEW this would get all wound up again so at the risk of getting pitched
> off the list I would like to point out a couple of things that have been
> found out by TESTING, not just reading about it in the Zenith brochure.
>
> You are partially correct in your statements.
> The CG WILL change as you remove 13# that is ahead of the CG. Easy to
> figure where the CG now lies and a log book entry is required.
>
> It is a little more involved when discussing the new center of lift however..
> We have been led to believe, by reading the information that Chris has
> published on the subject, that the slats DO provide lift at cruise angles
> of attack. Everybody bought into that notion until Gilpin (and others after
> him, including me) discovered that pitch trim settings did NOT change from
> back to back flights with the only difference being that one was WITH slats
> and one was WITHOUT slats.
> I know this has been duplicated on several 701's but I have seen no info on
>
> 801's or other airplanes equipped with slats.
> I don't know if that test in itself is definitive (I'd bet big money
> that it
> is) but it certainly casts doubt on the notion that the slat is doing
> something for you at cruise.
>
> Damn I hope we haven't gotten off on another month talking about slats !!!
> LO&SLO John
>
>
> ----- Original Message -----
> From: "George Race" <mykitairplane@mrrace.com>
> To: <zenith701801-list@matronics.com>
> Sent: Sunday, September 07, 2008 9:15 AM
> Subject: RE: Zenith701801-List: Re: Elevator Authority
>
>
>
>> <mykitairplane@mrrace.com>
>>
>> First I am no expert, but the following just FYI and to think about
>>
>> The Slat is actually considered as part of the wing surface and form.
>> Removing the slats and brackets will slightly change the lift of the wing
>> due to surface being lessened. It will reduce weight slightly, and also
>> affect the Weight & Balance as it is measured as a percentage of MAC,
>>
> from
>
>> the FRONT of the slat.
>>
>> As I said, just something to think about from a not expert.
>>
>> George
>> N73EX - Now Flying
>>
>>
>
>
> Dcouvrez les photos les plus intressantes du jour.
> http://www.flickr.com/explore/interesting/7days/
>
> ------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
>
>
Message 7
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| Subject: | Re: Zenith701801-List Digest: 18 Msgs - 09/07/08 |
Regarding the question about unequal draining of the fuel tanks, I have a
fuel system setup that I am very happy with and I think adds extra safety.
My tanks equalize when standing so the levels are the same, and during
flight they empty at the same rate. When I refuel, I always add about the
same amount to each tank to top off the tanks.
I start with both tanks connected to each other with two tees on that line
(behind the pilots backrest). One tee goes down to a facet electric fuel
pump. The other tee goes down to an andair check valve. The output from
the facet pump goes to the zenith gascolator and the output from the check
valve goes to the other input on the zenith gascolator. From the
gascolator forward it is per plans with a fuel shutoff in the cockpit.
I did fuel flow tests with this setup. First I clamped off the line with
the facet pump, and got good fuel flow through the line with the check
valve. This simulated a fuel pump clog (although when off the facet pumps
allow fuel to flow through). Then I clamped off the line with the check
valve to simulate a clog or failure of the check valve and got good fuel
flow. (The check valve is there to prevent the fuel pump from pumping
fuel up through that redundant fuel line back to the tanks). With both
lines open and fuel pump running I got a faster fuel flow (I measured
gallons per hour for all of these variations but I don't recall what they
were now).
The backup electric pump offers redundancy in case of a failure of the
mechanical pump, and helps to avoid vapor lock ( I have never had any
trouble with starting hot this summer). My procedure is, when starting,
to pressurize the fuel system with the electric fuel pump, then shut it
off. I then start the engine. This insures that the mechanical pump is
working. After the engine is running I turn on the electric pump and
leave it running. I have a fuel pressure gauge in the cockpit to monitor
fuel pressure.
George in Milwaukee
N701GM 45 hours flying
Message 8
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| Subject: | Question about fuel flow from one tank |
Has the uneven flow from the wing tanks ever resulted in fuel
starvation? I can't see how it could unless both tanks were dry.
Dan Wilde
N948DW
Message 9
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| Subject: | Re: 701 static port |
I put in two static ports on the fuselage sides near the tail. I used A5
rivets in place of A4 rivets in the vertical L angles, then popped out
the stem and hooked up plastic tubing to the inside of the rivets. Works
fine and reasonably accurate.
Jeff Beachy
--does anyone have a static port in there 701 or just leave them open?
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Message 10
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| Subject: | Re: Question about fuel flow from one tank |
In fact the only time one tank was empty or almost empty (impossible to be
sure with electric gauges) was the first time it happened...- our only co
ncern was that the system could suck air from the empty tank and vapor lock
,-or stop the engine.-- Flying over mountains is not fun to look for
a place to land.-
No place to experiment IF the mechanical pump can keep pumping air from one
tank and gasoline from the other :-)-- to keep both carburator bowls f
ull all the time.
The next Saturday we installed the two fuel valves.-
-
Saludos
Gary Gower.
--- On Mon, 9/8/08, Dan <dwilde@clearwire.net> wrote:
From: Dan <dwilde@clearwire.net>
Subject: Zenith701801-List: Question about fuel flow from one tank
Has the uneven flow from the wing tanks ever resulted in fuel
starvation? I can't see how it could unless both tanks were dry.
Dan Wilde
N948DW
=0A=0A=0A
Message 11
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| Subject: | Re: Zenith701801-List Digest: 18 Msgs - 09/07/08 |
George,
Could you post a drawing or pictures of this setup. Also, what engine are y
ou using?
Thanks,
Keith
CH701 -- scratch
N 38.9940
W 105.1305
Alt. 9,100'
***************************************************************************
************
george.mueller@aurora.org<mailto:george.mueller@aurora.org> wrote:
Regarding the question about unequal draining of the fuel tanks, I have a f
uel system setup that I am very happy with and I think adds extra safety.
My tanks equalize when standing so the levels are the same, and during flig
ht they empty at the same rate. When I refuel, I always add about the same
amount to each tank to top off the tanks.
I start with both tanks connected to each other with two tees on that line
(behind the pilots backrest). One tee goes down to a facet electric fuel p
ump. The other tee goes down to an andair check valve. The output from th
e facet pump goes to the zenith gascolator and the output from the check va
lve goes to the other input on the zenith gascolator. From the gascolator
forward it is per plans with a fuel shutoff in the cockpit.
I did fuel flow tests with this setup. First I clamped off the line with t
he facet pump, and got good fuel flow through the line with the check valve
. This simulated a fuel pump clog (although when off the facet pumps allow
fuel to flow through). Then I clamped off the line with the check valve t
o simulate a clog or failure of the check valve and got good fuel flow. (T
he check valve is there to prevent the fuel pump from pumping fuel up throu
gh that redundant fuel line back to the tanks). With both lines open and f
uel pump running I got a faster fuel flow (I measured gallons per hour for
all of these variations but I don't recall what they were now).
The backup electric pump offers redundancy in case of a failure of the mech
anical pump, and helps to avoid vapor lock ( I have never had any trouble w
ith starting hot this summer). My procedure is, when starting, to pressuri
ze the fuel system with the electric fuel pump, then shut it off. I then s
tart the engine. This insures that the mechanical pump is working. After
the engine is running I turn on the electric pump and leave it running. I
have a fuel pressure gauge in the cockpit to monitor fuel pressure.
George in Milwaukee
N701GM 45 hours flying
--
*************************************
Keith Ashcraft
ITT Industries
Advanced Engineering & Sciences
5009 Centennial Blvd.
Colorado Springs, CO
80919
(719) 599-1787 -- work
(719) 332-4364 -- cell
keith.ashcraft@itt.com<mailto:keith.ashcraft@itt.com>
keith.ashcraft1@us.army.mil<mailto:keith.ashcraft1@us.army.mil>
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Message 12
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| Subject: | Open Hangar Day, 19-20 Sept |
Denver Area Zen Guys:
I previously attended a Zenith Air Open Hangar day when I had a 601.
I found it very interesting and informative. This year's schedule is
more ambitious and there is outside participation that I am interested
in. As I near completion of my 701/3300 project I would like to
attend this year's Open Hangar days but it is a long drive from the
Denver area for one person. (Note: Several activities have been added
on the 19th that are not mentioned in the card invite they sent out).
Is there anyone from the Denver area that would be interested in
driving or flying to Mexico, MO for the event?
Stan Challgren
303-674-6910
Evergreen, CO
N701VG/3300
Message 13
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| Subject: | Question about fuel flow from one tank |
Dan,
My concern is that this (fuel from only one tank) is a symptom of one fuel
line being blocked. How would you know until one tank ran dry and the
spinny thing on the front of the CH701 stopped turning? I think I would be
sweaty bullets every time that tank ran dry.
Curt
-----Original Message-----
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of Dan
Sent: Monday, September 08, 2008 8:19 AM
Subject: Zenith701801-List: Question about fuel flow from one tank
Has the uneven flow from the wing tanks ever resulted in fuel
starvation? I can't see how it could unless both tanks were dry.
Dan Wilde
N948DW
Message 14
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| Subject: | Re: Question about fuel flow from one tank |
I had this problem too. Landed several times with 10 gallons on one side, and 1
or less on the other.
I did a test with two cut-off soda bottles for tanks "t"- ing down to one line
- all quarter inch, and found that a very small bubble was all it took for the
fuel to not flow. In every test however, when the flowing tank was empty, the
other one started flowing.
In the airplane I could see an occasional bubble in the fuel line. Used my tv
camera on a wire in the fuel tank, and found that the finger screen does not let
the bubbles out. Don't know how they got in there in the first place, but they
would not go through the screen, even in a full tank.
I saw the tests, but put in two valves anyway. My fuel now goes to two separate
valves at my feet to a ACS gascolator on the firewall.
I can run one or both tanks, and feel sooo much better. I think this is the best
solution..........Fred Sanford........N9701
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3260#203260
Message 15
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| Subject: | Re: A question of horsepower... |
I never saw any responses to Ben's post, but I for one paid attention.
My Kitfox with it's 125 hp Continental is as tame as they get for example
in a power off stall, but power on with it's high lift wing and flaperon's
it will fly at insane nose high attitudes before violently snapping into
a wing dropping stall.
Ben's post is thought provoking because high power engines with high
lift wings make you feel pretty invincible when you fly them, but they
can get you into flight regime's that produce pretty unexpected results
when things don't do what you expect.
Thanks for the post Ben.
Jeff
> Yup... My 801 has TOO much power. It has only tried to kill me once because of
it and I won't try that trick again, The details are................. I tried
a full flaps, stick all the way back, brakes locked take off at minimum weight.
Plane rolled about 80 feet, rotated and climbed in a flat attitude, airspeed
indicator was even showing anything so it was less then 20 mph. Got to about
50 feet agl and the thing decided to roll inverted. The flaperons were not effective
because of the slow air speed passing over them but the big prop and
all the extra HPhad a tremendous torque roll happening. I reduced power, stepped
on the rudder and pushed the nose over all in about 1/2 second. Another second
or two and I would have crashed. This puts a new meaning to getting on the
"front" side of the power curve.... Never again will I try to get it in the
air till I see at at least 30 mph on the ASI.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3261#203261
Message 16
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| Subject: | Re: Question about fuel flow from one tank |
Joe,
Are the finger screens you wrote about in the tank?
If it is only draining from the left tank and you shut off the left tank
valve does the fuel start flowing from the right tank? Then if you open the
left valve again does it start flowing from both?
Curt
-----Original Message-----
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of
sonar1@cox.net
Sent: Monday, September 08, 2008 1:00 PM
Subject: Zenith701801-List: Re: Question about fuel flow from one tank
I had this problem too. Landed several times with 10 gallons on one side,
and 1 or less on the other.
I did a test with two cut-off soda bottles for tanks "t"- ing down to one
line - all quarter inch, and found that a very small bubble was all it took
for the fuel to not flow. In every test however, when the flowing tank was
empty, the other one started flowing.
In the airplane I could see an occasional bubble in the fuel line. Used my
tv camera on a wire in the fuel tank, and found that the finger screen does
not let the bubbles out. Don't know how they got in there in the first
place, but they would not go through the screen, even in a full tank.
I saw the tests, but put in two valves anyway. My fuel now goes to two
separate valves at my feet to a ACS gascolator on the firewall.
I can run one or both tanks, and feel sooo much better. I think this is the
best solution..........Fred Sanford........N9701
Message 17
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| Subject: | Re: A question of horsepower... |
Really good cautions from both Jeff and Ben.
"....high power engines with high lift wings make you feel pretty
invincible when you fly them...."
and
"...This puts a new meaning to getting on the "front" side of the power
curve...."
I know of a couple of 701's that have been considerably 'crunched' on
take-off by this 'torque roll' reaction .
An analysis of one such incident in a Savannah is at
http://www.stolspeed.com/id/31
Yes, we feel invincible in these aircraft, but some caution is needed
with such high power at very low airspeed. When it goes wrong it
happens real quick, with little chance to recover....
JG
----- Original Message -----
From: n85ae
To: zenith701801-list@matronics.com
Sent: Tuesday, September 09, 2008 6:12 AM
Subject: Zenith701801-List: Re: A question of horsepower...
I never saw any responses to Ben's post, but I for one paid attention.
My Kitfox with it's 125 hp Continental is as tame as they get for
example
in a power off stall, but power on with it's high lift wing and
flaperon's
it will fly at insane nose high attitudes before violently snapping
into
a wing dropping stall.
Ben's post is thought provoking because high power engines with high
lift wings make you feel pretty invincible when you fly them, but they
can get you into flight regime's that produce pretty unexpected
results
when things don't do what you expect.
Thanks for the post Ben.
Jeff
> Yup... My 801 has TOO much power. It has only tried to kill me once
because of it and I won't try that trick again, The details
are................. I tried a full flaps, stick all the way back,
brakes locked take off at minimum weight. Plane rolled about 80 feet,
rotated and climbed in a flat attitude, airspeed indicator was even
showing anything so it was less then 20 mph. Got to about 50 feet agl
and the thing decided to roll inverted. The flaperons were not effective
because of the slow air speed passing over them but the big prop and
all the extra HPhad a tremendous torque roll happening. I reduced power,
stepped on the rudder and pushed the nose over all in about 1/2 second.
Another second or two and I would have crashed. This puts a new meaning
to getting on the "front" side of the power curve.... Never again will
I try to get it in the air till I see at at least 30 mph on the ASI.
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| Subject: | Re: Question about fuel flow from one tank |
Yes, the finger screens were supplied with the kit, and go inside the tank. I potted
a small tv camera with epoxy, and stuck in down into the tank to watch
the bubbles.
I have full control over the fuel - that's the way it should be. I usually do an
hour from each tank, rarely turning them both on at the same time.
....Fred.....N9701
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| Subject: | Re: Re - Question about fuel flow from only one tank? |
Larry, I believe that there is a lot of truth to what you said, also I find
that if you have a slight uncoordinated flight it will favor one or the other
tank. I also have the individual fuel shut off valve for each tank and use
them if they become too uneven. More important is if you park on uneven ground
you can shut off one of the tanks so that the high one won't overflow into
the lower one, as Gary mentioned. Any unbalance in my tanks is balanced out
when the plane sits on my level hanger floor.
Bob Spudis
N701ZX/ 164hrs
In a message dated 9/8/2008 8:34:28 A.M. Eastern Daylight Time,
egelhoffl@juno.com writes:
I purchased my 701 already built. The previous owner/builder had the same
situation as reported here. He finally determined
that the drain balance depended on the dominant direction of turns.....
Left turns moved more fuel to the right tank and vice versa.
I have not flown enough to verify this.
Larry,
Tennessee
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
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| Subject: | Re: CanZac floats |
Testing
Carl
Message 21
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Philip
The purpose of running a fuel return line is to bring fresh (read cool)
fuel to the engine fuel system. A return to the engine compartment
gascolator would probably create a loop that would collect more heat and
increase susceptibility for vapour lock.
Carl
----- Original Message -----
From: philip smith
To: zenith701801-list@matronics.com
Sent: Sunday, September 07, 2008 7:43 PM
Subject: Zenith701801-List: Fuel return
I posted this a while back but did not get definitive answers. The
Rotax 912ULS I'm hanging on my CH-701 has a fitting on the top of the
fuel rail that says "return line to tank" in the Rotax installation
manual. Some have said just to block it off - others said they plumbed
it back to a "line from the tank". I imagine that this line is to
prevent fuel vaporization. I have installed a Spruce gascolator ahead of
the firewall it has a 1/8 npt fitting in the top for "fuel primer".
Would it work to run a 1/4 hose to this fitting - I don't want to run
another line back through the cockpit if I don't have to. Planning to
use 91 octane mogas - field elevation is 4000ft with hot summers.
Thanks Phil
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Testing
Carl
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Testing
Carl
Message 24
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| Subject: | Re: CanZac floats |
Just FYI for whomever is following the CanZac floats thread.
Having heard nothing from Mark despite his promises, I canceled my order sending
CanZac and Michael Heintz of QSP in Cloverdale (who took my order and collected
a deposit of several thousand $ in advance) notification about 2 weeks ago
now.
Quality Sports Planes with whom it has been a joy to deal with returned my deposit
right away. They had been trying to get a hold of Mark for weeks but he never
got back to them as far as I know. (side note: I was part of the QSP builder
assist program and let me tell you - it goes way beyond simple assistance.
There is no way I would be enjoying my fly off time now without Doug and Lori
at the QSP Cloverdale facility. There is a commnity of experts there to help
and advise. All folks with 25+ years in aviation that just like to help "youngsters"
get flying... I think this beats building it in a garage...)
Mark did not acknowledge my order cancellation. He also received cancellations
and aborted orders from a number of others including Alvin who started this thread.
Alvin has gone with Puddle Jumper Floats I believe and others have gone
with Full Lotus. I am looking at a carbon fibre amphib floats from Italy (made
for Savannahs etc) which seems excellent. Contact me for details as I will know
more soon. The more people that buy at the same time the lower the price
(especially if the floats get shipped to the same address).
Zenith really needs to sort out a reliable manufacturer for their float design.
Canzac has a great web site promising like 8 different types of floats and Mark
Townsend is a well meaning, talented guy but it seems like he has over promised,
cant deliver, and now is hiding from his own clients. Ex-cients.
Martin Picard
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