Today's Message Index:
----------------------
1. 05:32 PM - Summary: 5 hours of phase I flight test. (Paul Mulwitz)
2. 09:27 PM - Re: Summary: 5 hours of phase I flight test. (Peter W Johnson)
3. 11:43 PM - Re: Summary: 5 hours of phase I flight test. (Paul Mulwitz)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Summary: 5 hours of phase I flight test. |
I completed the first 5 hours of flight test yesterday and flew another
hour today. The weather is finally cooperating.
I now have all the instruments and avionics working properly. Most of
it worked from the beginning, but there were a few hold-outs. I had the
squelch set wrong on my Garmin SL-30 so I wasn't hearing many radio
calls. Also the intercom function wasn't working on the SL-30 because I
had not grounded the required pin on the rear connector to enable it.
The LRI worked fine when I finally got the air tubes hooked up correctly
(they were reversed). I fixed a problem with the Dynon tachometer input
by adding a 27K resistor in series with the input line - as recommended
when I called Dynon. It was working at low and high RPMs but went crazy
at mid-power settings.
The airframe has performed remarkably well. I discovered today that the
elevator trim runs out before lowering any flaps on approach for
landing. I plan to add a fixed trim tab on the other side of the
elevator to fix this problem. Perhaps I will adjust the horizontal
stabilizer rigging some time in the future, but I am reluctant to mess
with that. My plane has no tendency to lower the left wing as many have
reported. This is probably because I canted the engine to the right as
suggested in Bingellis' book. I have found the "Nicest" takeoffs happen
with 1/2 flaps and landings work best with full flaps. I'm confident
the landings will be even better when I don't have to hold the nose up
against the pitch trim.
The engine has performed without any noticeable flaws. It is a new
Jabiru 3300A with hydraulic lifters. I have had issues with cooling
that show up mostly in cylinder head temperature on #3, but also have
seen some high oil heat in extended climbs. These have been solved by
reducing power until cooling works satisfactorily. I use full power on
takeoff, but extended climb and cruise are done at around 2700 RPM (red
line is 3300) and 90 KIAS. I will probably try to get the engine to run
harder after cleaning up the trim problem. Perhaps extra lip on the
lower cowl will be the first step. Eventually I hope to find the energy
to install "Internal pressure recovery" air intake ports for the cooling
ports and maybe for the oil cooler intake port as well. These fancy
ports have an expanding cross section as the air moves in from the front
so the airspeed is reduced and pressure increased. You see them on most
new high performance cowls (they have small round intake holes in the
cowl instead of the larger square-ish ones).
One oddity with the engine has to do with "Air Starts". I stalled the
engine while idling it for an approach and discovered it just wouldn't
start again by adding throttle. One twist of the starter key got it
going again. I was prepared for this by the documents that suggested
you just can't get this engine started without the starter - even with a
turning propeller.
The biggest problems have been "Pilot shortcomings". I really would
have benefited from a good checkout. Unfortunately, with much of the
fleet still grounded and none in commercial service I was unable to do
that. For anyone in the future who can get a good checkout before
entering flight test my advice is to go ahead and get the training first.
Paul
Camas, WA
N773PM in flight test.
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Summary: 5 hours of phase I flight test. |
Paul,
Nice to see things are progressing.
I too run out of elevator trim with full flaps, especially when flying solo.
I added a sheet of ally to the existing elevator trim tab increasing its
area a bit and that made a lot of difference. I used a piece of scrap sheet
and double sided tape to try it out. Its still there.
After a few hours, I added the aileron trim tab. I fly with and without
passengers and always seem to be trying to trim with the fuel selector,
using fuel out of the heavy side first etc. The trim tab made for much more
relaxed flying!
I have an O-200 with the Zenith supplied engine mount, check out the off
set:- http://zodiac.cpc-world.com/pages/IMG_1163_JPG.htm
I had a check out with our local agent in Bendigo's 601 before my first
flight. It was definitely worth the time and effort. Allan's 601 has a Rotax
and is a bit different in W&B that my O-200. Still better that flying
"green" though.
Have fun
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
-----Original Message-----
From: owner-zenith601-list-server@matronics.com
[mailto:owner-zenith601-list-server@matronics.com] On Behalf Of Paul Mulwitz
Sent: Sunday, 24 July 2011 10:27 AM
Subject: Zenith601-List: Summary: 5 hours of phase I flight test.
I completed the first 5 hours of flight test yesterday and flew another
hour today. The weather is finally cooperating.
I now have all the instruments and avionics working properly. Most of
it worked from the beginning, but there were a few hold-outs. I had the
squelch set wrong on my Garmin SL-30 so I wasn't hearing many radio
calls. Also the intercom function wasn't working on the SL-30 because I
had not grounded the required pin on the rear connector to enable it.
The LRI worked fine when I finally got the air tubes hooked up correctly
(they were reversed). I fixed a problem with the Dynon tachometer input
by adding a 27K resistor in series with the input line - as recommended
when I called Dynon. It was working at low and high RPMs but went crazy
at mid-power settings.
The airframe has performed remarkably well. I discovered today that the
elevator trim runs out before lowering any flaps on approach for
landing. I plan to add a fixed trim tab on the other side of the
elevator to fix this problem. Perhaps I will adjust the horizontal
stabilizer rigging some time in the future, but I am reluctant to mess
with that. My plane has no tendency to lower the left wing as many have
reported. This is probably because I canted the engine to the right as
suggested in Bingellis' book. I have found the "Nicest" takeoffs happen
with 1/2 flaps and landings work best with full flaps. I'm confident
the landings will be even better when I don't have to hold the nose up
against the pitch trim.
The engine has performed without any noticeable flaws. It is a new
Jabiru 3300A with hydraulic lifters. I have had issues with cooling
that show up mostly in cylinder head temperature on #3, but also have
seen some high oil heat in extended climbs. These have been solved by
reducing power until cooling works satisfactorily. I use full power on
takeoff, but extended climb and cruise are done at around 2700 RPM (red
line is 3300) and 90 KIAS. I will probably try to get the engine to run
harder after cleaning up the trim problem. Perhaps extra lip on the
lower cowl will be the first step. Eventually I hope to find the energy
to install "Internal pressure recovery" air intake ports for the cooling
ports and maybe for the oil cooler intake port as well. These fancy
ports have an expanding cross section as the air moves in from the front
so the airspeed is reduced and pressure increased. You see them on most
new high performance cowls (they have small round intake holes in the
cowl instead of the larger square-ish ones).
One oddity with the engine has to do with "Air Starts". I stalled the
engine while idling it for an approach and discovered it just wouldn't
start again by adding throttle. One twist of the starter key got it
going again. I was prepared for this by the documents that suggested
you just can't get this engine started without the starter - even with a
turning propeller.
The biggest problems have been "Pilot shortcomings". I really would
have benefited from a good checkout. Unfortunately, with much of the
fleet still grounded and none in commercial service I was unable to do
that. For anyone in the future who can get a good checkout before
entering flight test my advice is to go ahead and get the training first.
Paul
Camas, WA
N773PM in flight test.
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Summary: 5 hours of phase I flight test. |
Hi Peter,
Your offset looks a lot like mine. I started trying to set 3 degrees to
the right, but after running the engine it settled in at perhaps half
that amount.
I installed aileron trim in my original build. It does seem to help.
Today I played with it a bit and found it is more of a hint at
controlling the roll than a direct order. The large dihedral angle
probably makes shifting the roll position of the plane a bit difficult.
I'll keep your idea in mind about extending the elevator trim. I
thought about a fixed trim tab because I always seem to trim in the up
direction and never in the down direction. It is "Up" trim that I need
more of for flying with flaps.
Best regards,
Paul
On 7/23/2011 9:22 PM, Peter W Johnson wrote:
> --> Zenith601-List message posted by: "Peter W Johnson"<vk3eka@bigpond.net.au>
>
> Paul,
>
> Nice to see things are progressing.
>
> I too run out of elevator trim with full flaps, especially when flying solo.
> I added a sheet of ally to the existing elevator trim tab increasing its
> area a bit and that made a lot of difference. I used a piece of scrap sheet
> and double sided tape to try it out. Its still there.
>
> After a few hours, I added the aileron trim tab. I fly with and without
> passengers and always seem to be trying to trim with the fuel selector,
> using fuel out of the heavy side first etc. The trim tab made for much more
> relaxed flying!
>
> I have an O-200 with the Zenith supplied engine mount, check out the off
> set:- http://zodiac.cpc-world.com/pages/IMG_1163_JPG.htm
>
> I had a check out with our local agent in Bendigo's 601 before my first
> flight. It was definitely worth the time and effort. Allan's 601 has a Rotax
> and is a bit different in W&B that my O-200. Still better that flying
> "green" though.
>
> Have fun
>
> Peter
> Wonthaggi Australia
> http://zodiac.cpc-world.com
>
>
> -----Original Message-----
> From: owner-zenith601-list-server@matronics.com
> [mailto:owner-zenith601-list-server@matronics.com] On Behalf Of Paul Mulwitz
> Sent: Sunday, 24 July 2011 10:27 AM
> To: zenith601-list@matronics.com
> Subject: Zenith601-List: Summary: 5 hours of phase I flight test.
>
> --> Zenith601-List message posted by: Paul Mulwitz<psm@att.net>
>
> I completed the first 5 hours of flight test yesterday and flew another
> hour today. The weather is finally cooperating.
>
> I now have all the instruments and avionics working properly. Most of
> it worked from the beginning, but there were a few hold-outs. I had the
> squelch set wrong on my Garmin SL-30 so I wasn't hearing many radio
> calls. Also the intercom function wasn't working on the SL-30 because I
> had not grounded the required pin on the rear connector to enable it.
> The LRI worked fine when I finally got the air tubes hooked up correctly
> (they were reversed). I fixed a problem with the Dynon tachometer input
> by adding a 27K resistor in series with the input line - as recommended
> when I called Dynon. It was working at low and high RPMs but went crazy
> at mid-power settings.
>
> The airframe has performed remarkably well. I discovered today that the
> elevator trim runs out before lowering any flaps on approach for
> landing. I plan to add a fixed trim tab on the other side of the
> elevator to fix this problem. Perhaps I will adjust the horizontal
> stabilizer rigging some time in the future, but I am reluctant to mess
> with that. My plane has no tendency to lower the left wing as many have
> reported. This is probably because I canted the engine to the right as
> suggested in Bingellis' book. I have found the "Nicest" takeoffs happen
> with 1/2 flaps and landings work best with full flaps. I'm confident
> the landings will be even better when I don't have to hold the nose up
> against the pitch trim.
>
> The engine has performed without any noticeable flaws. It is a new
> Jabiru 3300A with hydraulic lifters. I have had issues with cooling
> that show up mostly in cylinder head temperature on #3, but also have
> seen some high oil heat in extended climbs. These have been solved by
> reducing power until cooling works satisfactorily. I use full power on
> takeoff, but extended climb and cruise are done at around 2700 RPM (red
> line is 3300) and 90 KIAS. I will probably try to get the engine to run
> harder after cleaning up the trim problem. Perhaps extra lip on the
> lower cowl will be the first step. Eventually I hope to find the energy
> to install "Internal pressure recovery" air intake ports for the cooling
> ports and maybe for the oil cooler intake port as well. These fancy
> ports have an expanding cross section as the air moves in from the front
> so the airspeed is reduced and pressure increased. You see them on most
> new high performance cowls (they have small round intake holes in the
> cowl instead of the larger square-ish ones).
>
> One oddity with the engine has to do with "Air Starts". I stalled the
> engine while idling it for an approach and discovered it just wouldn't
> start again by adding throttle. One twist of the starter key got it
> going again. I was prepared for this by the documents that suggested
> you just can't get this engine started without the starter - even with a
> turning propeller.
>
> The biggest problems have been "Pilot shortcomings". I really would
> have benefited from a good checkout. Unfortunately, with much of the
> fleet still grounded and none in commercial service I was unable to do
> that. For anyone in the future who can get a good checkout before
> entering flight test my advice is to go ahead and get the training first.
>
> Paul
> Camas, WA
> N773PM in flight test.
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|