Today's Message Index:
----------------------
1. 06:13 AM - Carb Ice: Even in Florida, Even in Summer (Frank Derfler)
2. 08:08 AM - Re: Adding Drawers for In-Flight Storage in a 601XL (Gig Giacona)
3. 11:25 AM - Re: Carb Ice: Even in Florida, Even in Summer (Jimbo)
4. 01:03 PM - N554SG First Flight! (DaveG601XL)
5. 01:31 PM - Re: N554SG First Flight! (Jay Maynard)
6. 01:35 PM - Re: Carb Ice: Even in Florida, Even in Summer (Jeyoung65@aol.com)
7. 02:39 PM - Wanted Drilling/Bolting layout for the NEW type 6B6-4 (Thruster87)
8. 03:41 PM - Re: Speaking of Oshkosh, I need some one to recon for me. (DaveG601XL)
9. 04:04 PM - Re: Wanted Drilling/Bolting layout for the NEW type 6B6-4 (Craig Payne)
10. 07:20 PM - Re: Carb Ice: Even in Florida, Even in Summer (ZodieRocket)
11. 07:47 PM - Re: Carb Ice: Even in Florida, Even in Summer (leinad)
12. 07:56 PM - Re: N554SG First Flight! (leinad)
13. 11:54 PM - Re: Wanted Drilling/Bolting layout for the NEW type 6B6-4 (Thruster87)
Message 1
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| Subject: | Carb Ice: Even in Florida, Even in Summer |
I learned to fly in Miami, keep my plane in the Florida Keys, and I've only
flown outside the state of a few times. The flight school in Florida never
said a word about carb icing or carb heat. (They didn't say much
about leaning the engine either!)
Then, I went for tailwheel training and spin training. I was fortunate to
link up with an instructor who first reamed me a good one and then
really taught me about carb icing... even (or ESPECIALLY) in Florida. I
fly over water 90% of the time. (Why don't I have an amphib?... I ask
myself that a lot.. and then I remember .. 4X the maintenance.! ) The
humidity is always high.
You folks who fly (or plan to fly ) behind Corvair engines probably saw THIS
ARTICLE <http://www.flycorvair.com/carbice.html> because it was on a popular
Corvair Website, but it is good reading for everyone with any kind of
engine. And, maybe there are a few folks who missed it, so it is worth
repeating here where the 601 builders live.
Carb icing can and will get you in the summer in Florida with any normally
aspirated engine. The chart in the article is a little small.. there is a
much bigger chart (and a more technical discussion) at THIS FAA
Website.<http://www.faa.gov/ats/afss/newyork/ENROUTE.htm>
Note the *slope *of that Relative Humidity line. It's the humidity that
drives the equation. If my tach drops below 2200 RPM, I pull the carb
heat.
Frank Derfler
Islamorada, FL
--
See my new Novel, "A Glint in Time" at http://GreatGuyBooks.com.
See my discussion of All the Guy Toys that aren't (clearly) illegal or
(blatantly) immoral at http://mostlyflying.com
Pilots: See me at www.flyinflorida.com
Guys: See www.greatguybooks.com
Message 2
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| Subject: | Re: Adding Drawers for In-Flight Storage in a 601XL |
Please do and come to think of it if you already have the mold I'd be fine with
the size you did.
alex_001 wrote:
> i only have a mould for the size i made for myself the take ease headset and
more
> give me some time and i think about a prize cause i am jobwise very busy currently
i get back to you
--------
W.R. "Gig" Giacona
601XL Under Construction
See my progress at www.peoamerica.net/N601WR
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194714#194714
Message 3
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| Subject: | Re: Carb Ice: Even in Florida, Even in Summer |
I experienced carb ice at about 70F OAT with a temp/dew point spread of less than
5 degrees, even with cloudless clear sky. Fortunately, this was at 4500ft approaching
SNA class C airspace. In a C152 with an O-235 Lycoming and metal prop,
it lost power and ran rough only when I attemped climb power. There had been
at least ten minutes after a power reduction from climb to slow cruise, not
anywhere near idle. I added carb heat and notified SoCal Approach that I was
unable to climb and was entering the class C. It took a few minutes for things
to return to normal.
Frank Derfler <fderfler@gmail.com> wrote: I learned to fly in Miami, keep my plane
in the Florida Keys, and I've only flown outside the state of a few times.
The flight school in Florida never said a word about carb icing or carb heat.
(They didn't say much about leaning the engine either!)
Then, I went for tailwheel training and spin training. I was fortunate to link
up with an instructor who first reamed me a good one and then really taught me
about carb icing... even (or ESPECIALLY) in Florida. I fly over water 90%
of the time. (Why don't I have an amphib?... I ask myself that a lot.. and then
I remember .. 4X the maintenance.! ) The humidity is always high.
You folks who fly (or plan to fly ) behind Corvair engines probably saw THIS ARTICLE
because it was on a popular Corvair Website, but it is good reading for
everyone with any kind of engine. And, maybe there are a few folks who missed
it, so it is worth repeating here where the 601 builders live.
Carb icing can and will get you in the summer in Florida with any normally aspirated
engine. The chart in the article is a little small.. there is a much
bigger chart (and a more technical discussion) at THIS FAA Website. Note the
slope of that Relative Humidity line. It's the humidity that drives the equation.
If my tach drops below 2200 RPM, I pull the carb heat.
Frank Derfler
Islamorada, FL
--
See my new Novel, "A Glint in Time" at http://GreatGuyBooks.com.
See my discussion of All the Guy Toys that aren't (clearly) illegal or (blatantly) immoral at http://mostlyflying.com
Pilots: See me at www.flyinflorida.com
Guys: See www.greatguybooks.com
Message 4
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| Subject: | N554SG First Flight! |
The first flight this morning of my Jabiru 3300 powered Zodiac 601XL, N554SG, was
a great success. The skies at Lebanon/Warren County Airport north of Cincinnati
were clear, the windsock was limp and the temperature was in the 70's. I
flew for 0.9 hours just to the east of the airport around 3000 AGL. It flew
like a dream. I had one pucker moment on initial climb out around 1200 AGL when
after turning off the electric fuel pump, the fuel pressure dropped to .8 PSI.
I turned back towards the airport and switched tanks and turned the electric
pump back on. The pressure went back up to the more normal 1.8 PSI and I
continued on with the test flight. I don't know if I have a real problem, an
indication issue, or if my limits are set too high. Questions to Jabiru while
at Oshkosh and troubleshooting to follow.
The rest of the climb out was at 80-85 MPH and I saw 1000 FPM climb on the VSI.
The left aileron trim had to be actuated up to around 10-15 degrees indicating
a heavy left wing. Questions to Zenith while at Oshkosh and a Matronics archive
search for solutions will follow.
Basic maneuverability checks went very well. The rudder is not needed much. With
the self-centering design, you really have to want to make rudder inputs anyway.
I made banking turns up to 30 degrees and it felt very good. My hingeless
ailerons do require a bit of muscle but once in a coordinated turn it holds
it's place very well. The view outside the canopy during turns is beautiful.
Holding a 30 degree bank seemed effortless.
No flaps stall was at around 39 MPH indicated. A quick glance at the GPS showed
around 45 MPH. The wings stayed level and there was no abrupt break to either
side. When it started to mush, I pushed the stick and flew out. I did not
keep holding to a full stall break on this flight.
I then put in half flaps. The nose dropped down and I had to pull full stick back
to maintain level flight and ran out of nose down trim. I was already a fair
amount of nose up trim for level flight anyway. I put the flaps back up and
left them for the duration of the flight. Looks like I need to re-pitch the
horizontal stab.
I continued to fly north-south circuits and performed a couple of practice patterns,
descending from 3000 to 2000 AGL from the imaginary downwind to final.
I re-entered the airport pattern and flew it flaps up. Reference speeds that
I used were downwind = 80 MPH, base = 75 MPH, and final at 70 MPH. I began rounding
out at around 65 MPH and obviously did not look at it during the final
flare but it was probably under 60. Touchdown felt very good. I may not be using
the flaps much at all as the entire landing circuit felt very good to me.
Since my knees were not shaking too much, I taxied back to the active, took
off and flew one more pattern circuit.
The taxi back to the hanger was all smiles from both me and my ground crew. I
tucked it back away in the hanger and downloaded my Dynon EMS data. I leave for
Oshkosh tomorrow so post-flight inspection and any modifications/troubleshooting
will have to wait until the week after next. Any notes or questions for
me may not be answered until I get back.
Hope to see some of you at Oshkosh!
--------
David Gallagher
601 XL, ready to fly.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194754#194754
Attachments:
http://forums.matronics.com//files/zenith_2nd_liftoff_621.jpg
Message 5
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| Subject: | Re: N554SG First Flight! |
On Thu, Jul 24, 2008 at 01:03:33PM -0700, DaveG601XL wrote:
> The first flight this morning of my Jabiru 3300 powered Zodiac 601XL,
> N554SG, was a great success.
Woohoo!
> The left aileron trim had to be actuated up to around 10-15 degrees
> indicating a heavy left wing.
Don't worry about this unless it does it with load in the right seat as
well. I crank in a fair amount of right aileron trim when flying solo.
> The rudder is not needed much. With the self-centering design, you really
> have to want to make rudder inputs anyway.
I pretty much don't use the rudder except on initial climb and in a
crosswind landing. Yes, it does take some push to move the rudder in flight,
though they tell me that'll loosen up as the nose gear bungee breaks in with
use.
> I then put in half flaps. The nose dropped down and I had to pull full
> stick back to maintain level flight and ran out of nose down trim. I was
> already a fair amount of nose up trim for level flight anyway. I put the
> flaps back up and left them for the duration of the flight. Looks like I
> need to re-pitch the horizontal stab.
Yeah...you should have some trim left even at full flaps.
> I may not be using the flaps much at all as the entire landing circuit
> felt very good to me.
I really don't think the flaps make a lot of difference on the Zodiac one
way or the other.
> David Gallagher
> 601 XL, ready to fly.
Time to change the signature!
--
Jay Maynard, K5ZC http://www.conmicro.com
http://jmaynard.livejournal.com http://www.tronguy.net
Fairmont, MN (FRM) (Yes, that's me!)
AMD Zodiac CH601XLi N55ZC (got it!)
Message 6
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| Subject: | Re: Carb Ice: Even in Florida, Even in Summer |
I had ice during takeoff in Fla.with a J-3. Strong wind coming in from the
ocean, warm day. Engine quite at end of landing roll. Two weeks later partner
has same thing but he used carb. heat and it cleared up. Jerry of Ga
In a message dated 7/24/2008 2:26:25 P.M. Eastern Daylight Time,
jimandmandy@yahoo.com writes:
I experienced carb ice at about 70F OAT with a temp/dew point spread of less
than 5 degrees, even with cloudless clear sky. Fortunately, this was at
4500ft approaching SNA class C airspace. In a C152 with an O-235 Lycoming and
metal prop, it lost power and ran rough only when I attemped climb power.
There had been at least ten minutes after a power reduction from climb to slow
cruise, not anywhere near idle. I added carb heat and notified SoCal Approach
that I was unable to climb and was entering the class C. It took a few minutes
for things to return to normal.
Frank Derfler <fderfler@gmail.com> wrote:
I learned to fly in Miami, keep my plane in the Florida Keys, and I've only
flown outside the state of a few times. The flight school in Florida never
said a word about carb icing or carb heat. (They didn't say much about
leaning the engine either!)
Then, I went for tailwheel training and spin training. I was fortunate to
link up with an instructor who first reamed me a good one and then really
taught me about carb icing... even (or ESPECIALLY) in Florida. I fly over water
90% of the time. (Why don't I have an amphib?... I ask myself that a lot..
and then I remember .. 4X the maintenance.! ) The humidity is always high.
You folks who fly (or plan to fly ) behind Corvair engines probably saw
_THIS ARTICLE_ (http://www.flycorvair.com/carbice.html) because it was on a
popular Corvair Website, but it is good reading for everyone with any kind of
engine. And, maybe there are a few folks who missed it, so it is worth repeating
here where the 601 builders live.
Carb icing can and will get you in the summer in Florida with any normally
aspirated engine. The chart in the article is a little small.. there is a
much bigger chart (and a more technical discussion) at _THIS FAA Website._
(http://www.faa.gov/ats/afss/newyork/ENROUTE.htm) Note the slope of that
Relative Humidity line. It's the humidity that drives the equation. If my tach
drops below 2200 RPM, I pull the carb heat.
Frank Derfler
Islamorada, FL
--
See my new Novel, "A Glint in Time" at _http://GreatGuyBooks.com_
(http://greatguybooks.com/) .
See my discussion of All the Guy Toys that aren't (clearly) illegal or
(blatantly) immoral at _http://mostlyflying.com_ (http://mostlyflying.com/)
Pilots: See me at _www.flyinflorida.com_ (http://www.flyinflorida.com/)
(http://www.matronics.com/Navigator?Zenith601-List)
_http://forums.matronics.com_ (http://forums.matronics.com/)
_http://www.matronics.com/contribution_ (http://www.matronics.com/contribution)
**************Get fantasy football with free live scoring. Sign up for
FanHouse Fantasy Football today.
(http://www.fanhouse.com/fantasyaffair?ncid=aolspr00050000000020)
Message 7
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| Subject: | Wanted Drilling/Bolting layout for the NEW type 6B6-4 |
Can't seem to find the drilling layout for the NEW type fire-wall rear stiffeners
6B6-4. What spacing and how many what? Cheers T87
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194781#194781
Message 8
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| Subject: | Re: Speaking of Oshkosh, I need some one to recon for |
me.
Will do.
--------
David Gallagher
601 XL, first flight 7/24/08.
In phase I flight test.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194791#194791
Message 9
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| Subject: | Wanted Drilling/Bolting layout for the NEW type 6B6-4 |
I've attached the revised 6B6 dated 8/07 PDF that Caleb sent me.
-- Craig
-----Original Message-----
From: owner-zenith601-list-server@matronics.com
[mailto:owner-zenith601-list-server@matronics.com] On Behalf Of Thruster87
Sent: Thursday, July 24, 2008 3:39 PM
Subject: Zenith601-List: Wanted Drilling/Bolting layout for the NEW type
6B6-4
Can't seem to find the drilling layout for the NEW type fire-wall rear
stiffeners 6B6-4. What spacing and how many what? Cheers T87
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194781#194781
Message 10
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| Subject: | Carb Ice: Even in Florida, Even in Summer |
WE often forget to pass on that information to others, living in Canada
makes Carb heat not only a reality but a normal operation.
Mark Townsend
Can-Zac Aviation Ltd.
president@can-zacaviation.com
www.can-zacaviation.com <http://www.can-zacaviation.com/>
-----Original Message-----
From: owner-zenith601-list-server@matronics.com
[mailto:owner-zenith601-list-server@matronics.com] On Behalf Of Jimbo
Sent: Thursday, July 24, 2008 2:25 PM
Subject: Re: Zenith601-List: Carb Ice: Even in Florida, Even in Summer
I experienced carb ice at about 70F OAT with a temp/dew point spread of
less than 5 degrees, even with cloudless clear sky. Fortunately, this
was at 4500ft approaching SNA class C airspace. In a C152 with an O-235
Lycoming and metal prop, it lost power and ran rough only when I
attemped climb power. There had been at least ten minutes after a power
reduction from climb to slow cruise, not anywhere near idle. I added
carb heat and notified SoCal Approach that I was unable to climb and was
entering the class C. It took a few minutes for things to return to
normal.
Frank Derfler <fderfler@gmail.com> wrote:
I learned to fly in Miami, keep my plane in the Florida Keys, and I've
only flown outside the state of a few times. The flight school in
Florida never said a word about carb icing or carb heat. (They didn't
say much about leaning the engine either!)
Then, I went for tailwheel training and spin training. I was fortunate
to link up with an instructor who first reamed me a good one and then
really taught me about carb icing... even (or ESPECIALLY) in Florida.
I fly over water 90% of the time. (Why don't I have an amphib?... I ask
myself that a lot.. and then I remember .. 4X the maintenance.! ) The
humidity is always high.
You folks who fly (or plan to fly ) behind Corvair engines probably saw
THIS <http://www.flycorvair.com/carbice.html> ARTICLE because it was on
a popular Corvair Website, but it is good reading for everyone with any
kind of engine. And, maybe there are a few folks who missed it, so it is
worth repeating here where the 601 builders live.
Carb icing can and will get you in the summer in Florida with any
normally aspirated engine. The chart in the article is a little small..
there is a much bigger chart (and a more technical discussion) at THIS
FAA Website. <http://www.faa.gov/ats/afss/newyork/ENROUTE.htm> Note
the slope of that Relative Humidity line. It's the humidity that drives
the equation. If my tach drops below 2200 RPM, I pull the carb heat.
Frank Derfler
Islamorada, FL
--
See my new Novel, "A Glint in Time" at http://GreatGuyBooks.com.
See my discussion of All the Guy Toys that aren't (clearly) illegal or
(blatantly) immoral at http://mostlyflying.com
Pilots: See me at www.flyinflorida.com
Guys: See
Checked by AVG - http://www.avg.com
7/24/2008 5:42 PM
Message 11
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| Subject: | Re: Carb Ice: Even in Florida, Even in Summer |
You don't have to live in Canada for avoiding carb ice to be a normal part of operations.
When I was learning to fly here in Virginia, I insisted that my lessons
be provided in an older carberated aircraft. That way use of carb heat
at the appropriate times became second nature. Good thread..
Dan Dempsey
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194813#194813
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| Subject: | Re: N554SG First Flight! |
Dave,
That's fantastic! Congratulations and good report.
Dan Dempsey
Plans building 601XL/Corvair
do not archive
--------
Scratch building XL with Corvair Engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194816#194816
Message 13
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| Subject: | Re: Wanted Drilling/Bolting layout for the NEW type 6B6-4 |
The numbers don't add up too well 14mm is OK then 56mm is OK but then the 40mm
[total so far 110mm] lines up with the canopy tang which is 100mm from the end
so a no no there,56mm instead of 40mm would work and then 40 or 56mm would be
OK. What did you make yours ?Cheers T87
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=194842#194842
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