Today's Message Index:
----------------------
1. 04:53 AM - Re: Re: Re: Corvair and props (Phil Maxson)
2. 05:05 AM - maule tailwheel (alex trent)
3. 06:21 AM - Re: Re: Re: Corvair and props (Paul Mulwitz)
4. 06:24 AM - Re: Introduction (Larry)
5. 06:50 AM - Re: Corvair and props (VideoFlyer@aol.com)
6. 08:22 AM - Re: Introduction (William J. Naumuk)
7. 08:25 AM - Re: 601XL Vac Regulator Adjustment (JAPhillipsGA@aol.com)
8. 08:27 AM - (Brandon Tucker)
9. 08:27 AM - Re: 601XL Vac Regulator Adjustment (JAPhillipsGA@aol.com)
10. 09:20 AM - Re: Question---Header Tank Cork (ron dewees)
11. 09:28 AM - Re: (Paul Mulwitz)
12. 09:33 AM - Re: Zenith-List Digest: 22 Msgs - 08/19/05 (Gig Giacona)
13. 09:48 AM - Re: Re: Re: Corvair and props (Phil Maxson)
14. 10:26 AM - Re: Re: FWF weights & HP (John Adamson)
15. 11:57 AM - [ Herb Heaton ] : New Email List Photo Share Available! (Email List Photo Shares)
16. 12:00 PM - Re: Re: (Bob Miller)
17. 12:27 PM - Re: 601XL First Time Up ()
18. 06:58 PM - Re: Introduction (Larry)
19. 08:17 PM - (Trell & Amy Hall)
20. 08:23 PM - Re: Re: (JAPhillipsGA@aol.com)
21. 08:23 PM - (Trell & Amy Hall)
22. 10:46 PM - CH701 Alternator output (NYTerminat@AOL.COM)
23. 10:59 PM - XL consolation flight............... (xl)
Message 1
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| Subject: | Re: Re: Corvair and props |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
Try looking through William Wynn's web site: www.flycorvair.com He has
answered many of these questions there.
But in short, the answer is: William has converted the engine to make it's
peak horsepower, about 110 h.p., at around 3100 rpm which is about where us
aircraft guys want to run things. He has done this with a couple of
modifications: 1 - remove the blower fan (we've got one already installed at
the front of the plane), 2 - advance the timing (lots more discussion on the
web site and in the conversion manual, 3 - install a different cam (OT-10)
I realize I have given an answer that is WAY to brief for this topic.
Also, you really should consider getting on the Corvaircraft email
discussion list. This has been hashed about and beaten to death there.
Check the Zenith List (this list) archives and you'll find the link to that
list as well as a lot of Corvair information there also.
Phil Maxson
601XL/Corvair
Nortwest New Jersey
>From: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>Subject: Re: Zenith-List: Re: Re: Corvair and props
>
>--> Zenith-List message posted by: Paul Mulwitz
><p.mulwitz@worldnet.att.net>
>
>My thinking was that most auto engines build power to a peak around
>5000 RPM but most propellers work best around 2600 RPM. I was under
>the impression that to get maximum power out of any auto engine you
>needed to reduce the engine RPM to get an idea prop RPM.
>
Message 2
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--> Zenith-List message posted by: alex trent <atrent7@cogeco.ca>
http://www.bowersflybaby.com/tech/Maule_Tailwheel.pdf
Sorry bout that, try this link.
alex t.
>
>
Message 3
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| Subject: | Re: Re: Corvair and props |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>
>But in short, the answer is: William has converted the engine to make it's
>peak horsepower, about 110 h.p., at around 3100 rpm which is about where us
>aircraft guys want to run things. He has done this with a couple of
>modifications: 1 - remove the blower fan (we've got one already installed at
>the front of the plane), 2 - advance the timing (lots more discussion on the
>web site and in the conversion manual, 3 - install a different cam (OT-10)
Thanks Phil,
I really appreciate the short and spot-on answer to my questions.
I also followed your link and read (well, scanned) the "Why Fly
Corvair" page for more information. It left me wondering why anyone
would put one in either a CH 601 or CH 701. I say that because of
the high engine weight. I think both planes call for a max firewall
forward weight of 200 pounds and the Corvair seems to start at 205
without little extras like a starter. (I suppose my memory could be
playing tricks on me here - I am often wrong about simple facts like this one.)
I am glad to hear there is at least one auto conversion that doesn't
require a reduction unit. I will (try to) update my memory on that point.
The only other initial reaction I had was the fact that the engine
turns "Backwards". I realize it is possible to learn to stand on the
other rudder pedal, but after some 40 years of flying the other way I
am not sure my old bones would ever quite get that one.
I guess I am still pointing toward using a Jabiru 3300 in my XL, but
there is still about a year before I will actually order any
engine. I am open to any ideas to consider.
Thanks again,
Paul
XL barely started
do not archive
Message 4
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| Subject: | Re: Introduction |
--> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
Don't forget the "Do Not Archive" Do Not Archive.
Larry Martin, N1345L www.angelfire.com/un/ch701
----- Original Message -----
From: "William J. Naumuk" <billn@velocity.net>
Subject: Re: Zenith-List: Introduction
> --> Zenith-List message posted by: "William J. Naumuk"
<billn@velocity.net>
>
> THIS IS THERAPY- WHY DO YOU THINK I JOINED???
> ----- Original Message -----
> From: "Mike Fortunato" <rsq2424@yahoo.com>
> To: <zenith-list@matronics.com>
> Subject: Re: Zenith-List: Introduction
>
>
> > --> Zenith-List message posted by: Mike Fortunato <rsq2424@yahoo.com>
> >
> >
> > > You've been at an XL since '98? I didn't know
> > > Zenith offered it in '98.
> >
> > I was one of the very first of the XL bunch. In fact,
> > the entire rear fuselage got redesigned by ZAC after I
> > had already built it, and I had to start over at one
> > point. Not fun. At the time they even tried to talk me
> > into going with the HDS instead, but the mule in me
> > insisted I was staying with the XL. Probably the same
> > mule that convinced me Enron stock was undervalued and
> > would recover some day.
> >
> > Anyway, still plugging along. What started as a cool
> > idea to build my own plane, has turned into an
> > obsessive compulsive disorder that I need to resolve
> > no matter what the cost. (So far I've managed to steer
> > clear of therapy)
> >
> > Mike
> >
> > do not archive
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> --
>
>
--
Message 5
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| Subject: | Re: Corvair and props |
--> Zenith-List message posted by: VideoFlyer@aol.com
I don't know about the 701...but I think the 601has a max firewall forward
weight of 300 lbs. The XL prototype flew with an O235.
Dave
Message 6
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| Subject: | Re: Introduction |
--> Zenith-List message posted by: "William J. Naumuk" <billn@velocity.net>
Larry-
I will from now on. I'd been trying for two weeks to get on and figured
the original e-mail would get bounced like the others. Should you have added
"do not archive", or isn't it necessary when the phrase appeared once during
an e-mail?
Bill
do not archive
----- Original Message -----
From: "Larry" <lrm01@centurytel.net>
Subject: Re: Zenith-List: Introduction
> --> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
>
> Don't forget the "Do Not Archive" Do Not Archive.
> Larry Martin, N1345L www.angelfire.com/un/ch701
> ----- Original Message -----
> From: "William J. Naumuk" <billn@velocity.net>
> To: <zenith-list@matronics.com>
> Subject: Re: Zenith-List: Introduction
>
>
> > --> Zenith-List message posted by: "William J. Naumuk"
> <billn@velocity.net>
> >
> > THIS IS THERAPY- WHY DO YOU THINK I JOINED???
> > ----- Original Message -----
> > From: "Mike Fortunato" <rsq2424@yahoo.com>
> > To: <zenith-list@matronics.com>
> > Subject: Re: Zenith-List: Introduction
> >
> >
> > > --> Zenith-List message posted by: Mike Fortunato <rsq2424@yahoo.com>
> > >
> > >
> > > > You've been at an XL since '98? I didn't know
> > > > Zenith offered it in '98.
> > >
> > > I was one of the very first of the XL bunch. In fact,
> > > the entire rear fuselage got redesigned by ZAC after I
> > > had already built it, and I had to start over at one
> > > point. Not fun. At the time they even tried to talk me
> > > into going with the HDS instead, but the mule in me
> > > insisted I was staying with the XL. Probably the same
> > > mule that convinced me Enron stock was undervalued and
> > > would recover some day.
> > >
> > > Anyway, still plugging along. What started as a cool
> > > idea to build my own plane, has turned into an
> > > obsessive compulsive disorder that I need to resolve
> > > no matter what the cost. (So far I've managed to steer
> > > clear of therapy)
> > >
> > > Mike
> > >
> > > do not archive
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> > --
> >
> >
>
>
> --
>
>
Message 7
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| Subject: | Re: 601XL Vac Regulator Adjustment |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Pete, thanks for the info, Bill
Message 8
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--> Zenith-List message posted by: Brandon Tucker <btucke73@yahoo.com>
Paul,
This is off the Zenith website:
601 HD / HDS:
Engine Limitations: 65 - 115 hp, up to 265 lbs. max.
firewall-forward weight
701:
Engine Limitations: 50 - 100 hp, up to 185 lbs.
installed.
I am putting the Corvair in to get 100+
dependable hp for less than $5000 firewall forward.
Others may have different motivations...
R/
Brandon
Message 9
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| Subject: | Re: 601XL Vac Regulator Adjustment |
--> Zenith-List message posted by: JAPhillipsGA@aol.com
Mike, sure does. Look at the butt end between the mags at the end of the
crank, Best regards, Bill
Message 10
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| Subject: | Re: Question---Header Tank Cork |
--> Zenith-List message posted by: ron dewees <rdewees@mindspring.com>
Bob,
If you are around any small carburetors, the Mikuni has a plastic float
that works fine. I am sure other small engine carbs would also work.
Ron
do not archive
Bob Miller wrote:
>--> Zenith-List message posted by: Bob Miller <tutuzulu@gmail.com>
>
>As cork tends to dry out over time, some have suggested alternative
>padding for the header fuel tank. I've considered using one-eighth
>inch thick silicone rubber sheeting, but am concerned re the binding
>and rubbing. There's a type of cork sheeting that seems to have bits
>of rubber impregnated in it , and perhaps that might be better.
>
>Felt is has for years been traditionally used for this purpose, as it
>is durable and allows for some movement of the tank against it so that
>it does not bind to and rub the aluminum as rubber and even cork might
>do.
>
>What have other people had luck with?
>
>Many Gracias,
>
>
>
Message 11
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--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>601 HD / HDS:
>Engine Limitations: 65 - 115 hp, up to 265 lbs. max.
>firewall-forward weight
>
>701:
>Engine Limitations: 50 - 100 hp, up to 185 lbs.
>installed.
>
> I am putting the Corvair in to get 100+
>dependable hp for less than $5000 firewall forward.
>Others may have different motivations...
Thanks Brandon and Dave,
I looked for information about FWF weight and found very little. The
ZAC web site mentions 300 max for the XL. I couldn't find any limits
in the drawings or construction manual.
I guess this is one of those areas where "Old wives tales" rule
rather than actual specifications. If there were a real limit I
would think it would show up on the second page of the official
drawings. Having some numbers on a web page is fine, but web pages
have been known to change over time.
I did see 200 pound limits mentioned on the "Why Fly Corvair" page
for both the Sonex and 701. I must have imagined the 200 pound limit
for the 601 XL.
Paul
XL barely started
do not archive
Message 12
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| Subject: | Re: Zenith-List Digest: 22 Msgs - 08/19/05 |
--> Zenith-List message posted by: "Gig Giacona" <wr.giacona@cox.net>
The Corvair engine in the car produced in the 180HP range. In the airplane
we only want about 100-110hp. The fact that it is being run at a point MUCH
lower than it's AUTO design value is one of the things that makes the
Corvair engine such a great engine for the 601.
You are right about most ato conversions. if they have to run at 5000rpm you
are going to have to have a reduction system.
You really ought to visit William Wynnes web site
http://www.flycorvair.com
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
OK, I'll be the first to admit I know very little about the Corvair
engine (except it is the only car engine I have ever burned up -
broke the fan belt while driving a real Corvair).
My thinking was that most auto engines build power to a peak around
5000 RPM but most propellers work best around 2600 RPM. I was under
the impression that to get maximum power out of any auto engine you
needed to reduce the engine RPM to get an idea prop RPM.
Where did I go wrong? Isn't it customary to install a reduction unit
on any engine other than a purpose built aircraft engine?
Paul
XL barely started
do not archive
Message 13
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| Subject: | Re: Re: Corvair and props |
--> Zenith-List message posted by: "Phil Maxson" <pmaxpmax@hotmail.com>
I was leaning the same way until I realized I could fly with very little
additional weight penalty (make sure are comparing the installed weight of
the Jabiru vs. the Corvair). Also, I guess I saved about $10,000. I'm not
flying yet, but my engine is installed.
I have flown in William Wynne's plane and it is very nice. Probably one of
the best performing XLs around. Also, he and his crew are some of the
nicest people in aviation -- bar none. I've visited his hangar 3 times now,
and I've learned more from him and his crew than anyone.
Phil Maxson
601XL/Corvair
Northwest New Jersey
>From: Paul Mulwitz <p.mulwitz@worldnet.att.net>
<<SNIP>>
>I guess I am still pointing toward using a Jabiru 3300 in my XL, but
>there is still about a year before I will actually order any
>engine. I am open to any ideas to consider.
<<SNIP>>
Message 14
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| Subject: | Re: FWF weights & HP |
Received-SPF: none (smtp-relay.tamu.edu: domain of j-adamson@tamu.edu does not
designate permitted sender hosts)
--> Zenith-List message posted by: John Adamson <j-adamson@tamu.edu>
From the ZAC website:
(1) 601 XL: ".. to maximize the customer's choice of installed
powerplant. Recommended power is 80 to 125 horsepower, up to 300 lbs.
installed weight." See http://zenithair.com/zodiac/xl/xl-engine.html
(2) 701: ".. to maximize the customer's choice of installed
powerplant. Recommended power is 65 to 100 horsepower, up to 185 lbs.
installed weight." See http://zenithair.com/stolch701/7-engine.html
Don't yet have a manual but I guess I'd be surprised if there wasn't
something specified there as to HP and weights. To do W-B calcs, if
nothing else. Could be wrong, though. Happened one other time. :-)
~ja
Paul Mulwitz wrote:
>--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>
>
>
>
>>601 HD / HDS:
>>Engine Limitations: 65 - 115 hp, up to 265 lbs. max.
>>firewall-forward weight
>>
>>701:
>>Engine Limitations: 50 - 100 hp, up to 185 lbs.
>>installed.
>>
>> I am putting the Corvair in to get 100+
>>dependable hp for less than $5000 firewall forward.
>>Others may have different motivations...
>>
>>
>
>Thanks Brandon and Dave,
>
>I looked for information about FWF weight and found very little. The
>ZAC web site mentions 300 max for the XL. I couldn't find any limits
>in the drawings or construction manual.
>
>I guess this is one of those areas where "Old wives tales" rule
>rather than actual specifications. If there were a real limit I
>would think it would show up on the second page of the official
>drawings. Having some numbers on a web page is fine, but web pages
>have been known to change over time.
>
>I did see 200 pound limits mentioned on the "Why Fly Corvair" page
>for both the Sonex and 701. I must have imagined the 200 pound limit
>for the 601 XL.
>
>Paul
>XL barely started
>do not archive
>
>
>
>
Message 15
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| Subject: | [ Herb Heaton ] : New Email List Photo Share Available! |
--> Zenith-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Herb Heaton <HeatonHE@aol.com>
Lists: Zenith-List
Subject: X-Plane version 7 of the 601XL
http://www.matronics.com/photoshare/HeatonHE@aol.com.08.20.2005/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures@matronics.com
Message 16
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--> Zenith-List message posted by: Bob Miller <tutuzulu@gmail.com>
Bill,
Wish I could see an XL in person. I've only seen two zodies so far,
both HDSs. One was Jeff Small's, which is a masterpiece. No forward
tilting canopies around these parts, tho.
I'll look back on the zenith builder's sites and see if I can find
anything, thanks for the tip.
Bob
On 8/18/05, JAPhillipsGA@aol.com <JAPhillipsGA@aol.com> wrote:
> --> Zenith-List message posted by: JAPhillipsGA@aol.com
>
> Bob, I remember well the frustration on that critical point of assembly. I
> tore through all the ZAC photo manuals and the builder's photo libraries trying
> to find the correct photo angle that would pass the clue. I don't remember
> finding one single, but there was a group of several that helped. I am sorry
I
> can't tell you specifically which library they were in after all this time.
> The second thing I believe would help is find a XL and take your own photos
> (course if the owner approves). ZAC is short one critical photo in our manual
> that would solve the problem of how the forward bow and outside/inside pieces
> all come together. Best regards, Bill of Georgia
>
>
>
>
>
>
>
--
Bob Miller
601HD N722Z
Charlottesville, Virginia
Message 17
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| Subject: | Re: 601XL First Time Up |
--> Zenith-List message posted by: <davgray@sbcglobal.net>
I am nearing completion of my 601XL with the WW Corvair Engine.
I was fortunate a couple weeks ago. Gus Warren was at Pontiac Mi just after
Oshkosh and he graciously took me for an introductory flight in the WW
ZenVair.
This was my first flight experience in this aircraft. Since mine will be
very similar, I have no doubt this combination of airframe and engine will
meet all of my expectations.
The view was excellent, seating is comfortable, the performance was very
good on a hot day with two plus sized passengers, the engine was very smooth
and it sounds good too. Although I will need more time to learn to fly it
with precision, it is an easy aircraft to fly.
Gary Ray, MI
601XL #5653 WW Corvair
Message 18
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| Subject: | Re: Introduction |
--> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
I sometimes forget too. I believe it might be better, if you had to put
either "keep" or "do not archive" as the First line instead of the last.
If you forgot to put either one, then the e-mail would be bounced and you
would have to send it again. Just a fleeting thought.
Do not archive.
Larry Martin, N1345L www.angelfire.com/un/ch701
----- Original Message -----
From: "William J. Naumuk" <billn@velocity.net>
Subject: Re: Zenith-List: Introduction
> --> Zenith-List message posted by: "William J. Naumuk"
<billn@velocity.net>
>
> Larry-
> I will from now on. I'd been trying for two weeks to get on and
figured
> the original e-mail would get bounced like the others. Should you have
added
> "do not archive", or isn't it necessary when the phrase appeared once
during
> an e-mail?
> Bill
> do not archive
> ----- Original Message -----
> From: "Larry" <lrm01@centurytel.net>
> To: <zenith-list@matronics.com>
> Subject: Re: Zenith-List: Introduction
>
>
> > --> Zenith-List message posted by: "Larry" <lrm01@centurytel.net>
> >
> > Don't forget the "Do Not Archive" Do Not Archive.
> > Larry Martin, N1345L www.angelfire.com/un/ch701
> > ----- Original Message -----
> > From: "William J. Naumuk" <billn@velocity.net>
> > To: <zenith-list@matronics.com>
> > Subject: Re: Zenith-List: Introduction
> >
> >
> > > --> Zenith-List message posted by: "William J. Naumuk"
> > <billn@velocity.net>
> > >
> > > THIS IS THERAPY- WHY DO YOU THINK I JOINED???
> > > ----- Original Message -----
> > > From: "Mike Fortunato" <rsq2424@yahoo.com>
> > > To: <zenith-list@matronics.com>
> > > Subject: Re: Zenith-List: Introduction
> > >
> > >
> > > > --> Zenith-List message posted by: Mike Fortunato
<rsq2424@yahoo.com>
> > > >
> > > >
> > > > > You've been at an XL since '98? I didn't know
> > > > > Zenith offered it in '98.
> > > >
> > > > I was one of the very first of the XL bunch. In fact,
> > > > the entire rear fuselage got redesigned by ZAC after I
> > > > had already built it, and I had to start over at one
> > > > point. Not fun. At the time they even tried to talk me
> > > > into going with the HDS instead, but the mule in me
> > > > insisted I was staying with the XL. Probably the same
> > > > mule that convinced me Enron stock was undervalued and
> > > > would recover some day.
> > > >
> > > > Anyway, still plugging along. What started as a cool
> > > > idea to build my own plane, has turned into an
> > > > obsessive compulsive disorder that I need to resolve
> > > > no matter what the cost. (So far I've managed to steer
> > > > clear of therapy)
> > > >
> > > > Mike
> > > >
> > > > do not archive
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > > >
> > >
> > >
> > > --
> > >
> > >
> >
> >
> > --
> >
> >
>
>
> --
>
>
--
Message 19
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--> Zenith-List message posted by: "Trell & Amy Hall" <hallsplace@charter.net>
To all the old who can not press the other rudder pedel
Corvairs have been flying since 1960. Almost all propeller manufacturers offer
appropriate left-handed props at little additional expense. My Corvair Conversion
Manual contains a list of all propeller manufacturers who build appropriate
propellers for the Corvair engine. I also sell Warp Drive Ground Adjustable
Carbon Props, which are listed in my Online Catalog. If you wish, the rotation
can be converted to right hand; the cams used are available as reverse grinds
at no additional expense
Message 20
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--> Zenith-List message posted by: JAPhillipsGA@aol.com
Bob, there has got to be some XL's near by to you, at least within reasonable
driving distance. Have you checked the builder's search on the ZAC webb ?
Also, call Roger Monday at ZAC and ask him becasue there are a bunch of fellows
that have XLs and confer regular with him, but are not on the webb site. We
have three 601s at my little strip and only two are on the builder's list.
Course, it's 11:34 here in Georgia right now and if you read this and leave in
the
next hour or so you could be down to Thomaston and see my XL at around 8:00
just before I takeoff. Best to you, Bill
Message 21
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--> Zenith-List message posted by: "Trell & Amy Hall" <hallsplace@charter.net>
To all the old who can not press the other rudder pedel
Corvairs have been flying since 1960. Almost all propeller manufacturers offer
appropriate left-handed props at little additional expense. My Corvair Conversion
Manual contains a list of all propeller manufacturers who build appropriate
propellers for the Corvair engine. I also sell Warp Drive Ground Adjustable
Carbon Props, which are listed in my Online Catalog. If you wish, the rotation
can be converted to right hand; the cams used are available as reverse grinds
at no additional expense Do not archive
Message 22
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| Subject: | CH701 Alternator output |
--> Zenith-List message posted by: NYTerminat@aol.com
Listers
I am going to be installing my 912S in my 701 soon and was wondering if the
20 amp alternator is large enough for a VFR night all electric plane. I was
wondering if I could get some feedback from some of you that are flying out
there. Also what size/ kind of battery are you using? My plane has strobes, nav
lights, transponder, intercom, electric turn and bank, color 3c moving map, Icom
200 comm and I'm sure some other goodies I haven't mentioned. I'm not sure
what this all adds up to, I haven't taken out all the stuff and looked at the
amperage that each one draws yet. Just trying to get a feeling of how others
have done with their planes.
Thanks
Bob Spudis
CH701 , 912S Installing the brakes
Message 23
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| Subject: | XL consolation flight............... |
--> Zenith-List message posted by: xl <xl@prosody.org>
I was hoping to take 633Z back to the place where it was begun.
But, as last year, the weather in the midwest prevented me from
making the trip to Mexico for the factory flyin.
So, yesterday I took my longest flight. Seattle to Yakima to
Walla Walla to Portland to Seattle. I put 6.1 hours on the hobbs.
In Walla Walla, I asked a local about the updraft turbulance and
the dust devils that were rising around the airport. 'Welcome
to Eastern Washington' I was told. The fire fighting helicopters
that were buzzing about at Walla Walla threatened to blow the
canopy off - so I closed it.
It was a great flight, down the Columbia river. I cruised at
2300 rpm to keep the oil temp at 220F. At 5500+- ft I was
comfortable. When I decended to land the inside temp went up
and I started sweating. Putting a pen under the canopy lip
on both sides made it acceptable.
I spent today digging fence post holes at the NWEEA Arlington
barn. They're putting up a fence to protect the flyin equipment.
Then I took two EAA volunteers for a ride. After that I took up
Gary who is on the verge of flying his SeaRay. He is using a
Jabiru 3300. He had a great time seeing what 633Z will do.
I had a great time flying the past two days!
Joe E
N633Z @ BFI
252 hours
Jabiru 3300, Sensenich 64x49 wood prop
P.S. I exaggerated. My canopy latch has to be be pulled in
0.5" on the right side, not 1". 1" may be too much.
It fit exactly whne finished but has moved over time.
Maybe I'll make the Hartl modification - it looks good.
do not archive
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