Today's Message Index:
----------------------
1. 09:29 AM - Re: Re: Inexpensive basic avionics package / IFR (Juan Vega)
2. 04:22 PM - Re: Inexpensive basic avionics package / IFR (PatrickW)
3. 06:53 PM - N282RS Flight report (Randy Stout)
4. 08:43 PM - Re: N282RS Flight report (Brandon Tucker)
5. 09:56 PM - Grove gear for XL-TD? (Dr. Andrew Elliott)
6. 10:05 PM - Re: N282RS Flight report (TxDave)
Message 1
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| Subject: | Re: Inexpensive basic avionics package / IFR |
brandon,
you are a man after my own heart! i LOVE THE PANEL AND HAVE PLACE AS WELL THE AIRMAP
2000C WITH MUCH POSITIVE RESULTS.
nICE pANEL.
jUAN
-----Original Message-----
>From: Brandon Tucker <btucke73@yahoo.com>
>Sent: Jan 9, 2007 10:41 PM
>To: zenith-list@matronics.com
>Subject: Zenith-List: Re: Inexpensive basic avionics package / IFR
>
>
>Rich,
>
> I don't think you can get any IFR package cheaper
>than the Stratomaster Ultra I mentioned in the last
>post. It is a very small gyro, so your eyes had
>better be pretty good. The Dynon unit, Blue Mountain
>EFIS lite, and Enigma are a bit more, but are much
>nicer. With the cost of electrical or mechanical
>attitude gyros what they are, the new batch of digital
>indicators are the way to go. This is a shot of my
>panel, which is IFR with ILS.
>
>http://www.mcgirt.net/~ars2006/ars2006/Desktop-Pages/Image0.html
>
> We often have a marine layer in S. California,
>and I simply wanted the ability to pop through the
>layer. I bought the ILS radio and a simple digital
>CDI off of ebay, to be legal, but plan to reference my
>VFR GPS for the situational awareness that digital
>moving maps provide.
>
>R/
>
>Brandon Tucker
>601 HDS / TD / Corvair
>50 hours
>
>
>__________________________________________________
>
>
Message 2
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| Subject: | Re: Inexpensive basic avionics package / IFR |
Indeed. Nice XL.
Got any more pix of those bartenders...? :D
- PatrickW
do not archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86844#86844
Message 3
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| Subject: | N282RS Flight report |
I finally got to fly the plane more than just a time or 2 around the
patch
this morning. The winds were calm, but forecast to increase soon. I knew
I'd
better get going if I didn't want to be bounced all over the cockpit.
Climbing in smooth air is always a joy. Just trim for 75 mph and use the
rudder pedals to point the nose in the correct direction. It feels like
you
are on the express elevator in a skyscraper. I headed toward Castroville
(T89) as I knew I had enough fuel for my planned flight, but not enough
for
another day and we don't have fuel at San Geronimo (8T8). Castroville
is
only about 10 minutes away, so I stayed about 1500' AGL. I decided on
one
touch and go before landing full stop. The wheels kissed the runway near
the
numbers and I advanced the throttle. I was at nearly pattern altitude as
I
crossed the departure end of the runway.
After getting fuel, I took off heading back in the direction of San
Geronimo. I was still a bit hesitant to go out of sight of the runway.
If I
stay between the two airports, I can see both runways. I climbed up to
4500
MSL, about 3500 AGL, and leveled off and let the plane stabilize. I set
the
RPM to 2950 and recorded GPS speed and heading in 3 directions. Later I
plugged the numbers in an Excel spreadsheet that I downloaded from
someone's
website. The results were a true airspeed of 112 MPH which was only !
MPH
from my indicated 111 MPH. I'm not sure what the difference is, but
this
engine seems to have a bit more power than the one I had before. Before,
I
probably would have been closer to 107 MPH. I don't get it, because I
still
have the same pitch in the prop. The only thing that has changed is the
engine and it was turning the same RPM. Maybe slightly less.
After about an hour of flying circles between the two airports, I
decided
I'd better go back. As I passed through 3000', I found out that the
winds
had kicked up. About 50' from the runway, the air smoothed out and I
made a
reasonable landing. No bounces and not hard.
During the flight, if I pushed the throttle all the way in, I would hit
120
MPH indicated @ 3200 RPM. Climb could be as high as 1200 FPM. At 75 MPH,
I
was seeing around 800 FPM. CHT's are a bit uneven and a bit high. The
left
reads around 390-400 degrees. The right was 390 on the first few
flights,
but has dropped to 375 degrees. William Wynne reused many of my parts
from
the previous engine, but he had to replace one of the pistons, so it may
be
taking a bit longer to seat the rings on that cylinder. Oil temps are
settling in at 215 degrees. The first couple of flights, they were
pushing
redline rather quickly.
After the crank broke, I decided that I would get a wood prop and get it
dynamically balanced. That is in the process. I ordered a wood prop from
Tennessee Props. I didn't know exactly what pitch to get, but fellow I
talked to there went through some calculations and comparisons and came
up
with 62X39. He said he'd send me the prop and I could test it. The prop
could be modified a bit if necessary and after I was happy with the
pitch,
he could install the uralite leading edge protection to it. So far, they
seem to be real nice folks to work with.
Randy Stout
San Antonio TX
n282rs at satx.rr.com
www.geocities.com/r5t0ut21
Message 4
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| Subject: | RE: N282RS Flight report |
Randy,
You are getting some decent cruise numbers for an
HD. Congratulations on getting it back in the air.
As a reference, my left side runs hotter than the
right by about the same amount. I read somewhere in
Corvair land that 450 deg or more is acceptable for
CHT's in climb situations. The head temp redline in
the car is well over 500 deg. I'll try to find the
reference and get it to you. I am trying to keep head
temps below 450 in climb, and 400 in cruise, with oil
temps below 220 in climb, and 200 in cruise. Your
temps seem pretty good to me...
VR/
Brandon Tucker
HDS / TD / Corvair
50 hours
__________________________________________________
Message 5
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| Subject: | Grove gear for XL-TD? |
Gang:
I went ahead and ordered a gun-drilled Grove landing gear for my
601XL-TD. I figure that this is the easiest 15+ pounds I'll ever save
in the plane! Anyway, I would be really interested in hearing from any
other folks who have installed the Grove gear, especially as to what
kind of spacers you used to position the gear fore-aft, how you torqued
the main bolts, how you fixed it laterally, and if you made any other
changes to the Zenith mounts, e.g. used the Grove radius blocks, etc.
For those of you unfamiliar, the Grove 7075-T6 gear is more than 3
inches narrower than the Zenith 6061 T6 gear. And unlike the cold-bent
Zenith gear, the Grove gear is cut and machined in the -T6 state, then
annealed and bent, then re-heat treated in two stages.
Thanks,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 6
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| Subject: | Re: N282RS Flight report |
Congratulations Randy. I know you're glad to be airborne again. By the way, I saw
your HD at the SWRFI last year.
do not archive
Dave Clay
http://www.daves601xl.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=86871#86871
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