---------------------------------------------------------- Zenith601-List Digest Archive --- Total Messages Posted Sun 07/24/11: 6 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:56 AM - Re: Summary: 5 hours of phase I flight test. (Dave Austin) 2. 04:49 AM - Re: Summary: 5 hours of phase I flight test. (Paul Mulwitz) 3. 06:20 AM - Re: Summary: 5 hours of phase I flight test. (Mark Hubelbank) 4. 08:14 AM - Re: Summary: 5 hours of phase I flight test. (Paul Mulwitz) 5. 01:53 PM - EGT in Jab 3300a (Bob Emery) 6. 01:53 PM - EGT in Jab 3300a (Bob Emery) ________________________________ Message 1 _____________________________________ Time: 03:56:32 AM PST US From: "Dave Austin" Subject: Re: Zenith601-List: Summary: 5 hours of phase I flight test. Paul, Great to hear things are coming together well. Re the elevator trim, I adjusted the elevator position quickly when I found the same problem as you have. Reasoning being that I found I was having to put in el. trim at cruise which was causing un-necessary drag. I elongated the hole in the rear elevator mounts so that I had an adjustment capability and by trial and error got it set for no drag at cruise (neutral trim). Then added a small piece to the trim tab to give me the authority needed. Not forgetting to do a full trim both ways test to be sure that I could overcome the trim effect with the stick at approach speeds in case of trim runaway (which has happened!) No more problems for with that 13 years! Dave Austin 601HDS 912U ________________________________ Message 2 _____________________________________ Time: 04:49:22 AM PST US From: Paul Mulwitz Subject: Re: Zenith601-List: Summary: 5 hours of phase I flight test. Thanks Dave, I guess I am getting the message that adding some area to the trim tab is a better solution than putting a fixed trim tab on the other side of the elevator. It does make sense now that I think about it. The extra trim tab would add drag while the extension to the existing tab only adds drag when it is actually needed. I like your idea of adjusting the stab. rigging. Still, I want to hold off on that effort until I am further along in my testing. Right now my biggest goal is to get the plane and pilot (me) flying well enough to make nice landings. Takeoffs have been worked out pretty well, but the landings are not yet a thing of beauty. I really appreciate the advice I have been getting on this list. It has helped me move along quickly and also to avoid "Fixes" that are not the best solution to the problem at hand. Paul On 7/24/2011 3:51 AM, Dave Austin wrote: > > > Paul, > Great to hear things are coming together well. > Re the elevator trim, I adjusted the elevator position quickly when I > found the same problem as you have. Reasoning being that I found I > was having to put in el. trim at cruise which was causing un-necessary > drag. I elongated the hole in the rear elevator mounts so that I had > an adjustment capability and by trial and error got it set for no drag > at cruise (neutral trim). Then added a small piece to the trim tab to > give me the authority needed. Not forgetting to do a full trim both > ways test to be sure that I could overcome the trim effect with the > stick at approach speeds in case of trim runaway (which has > happened!) No more problems for with that 13 years! > Dave Austin 601HDS 912U > > ________________________________ Message 3 _____________________________________ Time: 06:20:13 AM PST US From: Mark Hubelbank Subject: Re: Zenith601-List: Summary: 5 hours of phase I flight test. Paul, One other option on the elivator trim. I also ran out of trim with full flaps and zenith did not have any good ideas. I moved the Stabilizer to the the center of its allowed range, it was a bit off in the wrong direction) and then added a spring on the elevator cable to nutrilize the weight of the elevator. I figured one did not need to have aerodynamic fources lifting this static weight. This made the trim just make it with full flaps, no further trim tabs needed. If you are interested, there is a picture of this on photo.hubbles.com (which is being fixed at the moment, it should be back up in a bit). On 07/24/2011 7:44 AM, Paul Mulwitz wrote: > > Thanks Dave, > > I guess I am getting the message that adding some area to the trim tab > is a better solution than putting a fixed trim tab on the other side > of the elevator. It does make sense now that I think about it. The > extra trim tab would add drag while the extension to the existing tab > only adds drag when it is actually needed. > > I like your idea of adjusting the stab. rigging. Still, I want to > hold off on that effort until I am further along in my testing. > > Right now my biggest goal is to get the plane and pilot (me) flying > well enough to make nice landings. Takeoffs have been worked out > pretty well, but the landings are not yet a thing of beauty. > > I really appreciate the advice I have been getting on this list. It > has helped me move along quickly and also to avoid "Fixes" that are > not the best solution to the problem at hand. > > Paul > > > On 7/24/2011 3:51 AM, Dave Austin wrote: >> >> >> Paul, >> Great to hear things are coming together well. >> Re the elevator trim, I adjusted the elevator position quickly when I >> found the same problem as you have. Reasoning being that I found I >> was having to put in el. trim at cruise which was causing >> un-necessary drag. I elongated the hole in the rear elevator mounts >> so that I had an adjustment capability and by trial and error got it >> set for no drag at cruise (neutral trim). Then added a small piece >> to the trim tab to give me the authority needed. Not forgetting to >> do a full trim both ways test to be sure that I could overcome the >> trim effect with the stick at approach speeds in case of trim runaway >> (which has happened!) No more problems for with that 13 years! >> Dave Austin 601HDS 912U >> >> >> >> >> >> >> >> > > -- Mark Hubelbank NorthEast Monitoring 2 Clock Tower Place Suite 555 Maynard, MA, 01754 - USA mhubel@nemon.com 978-443-3955 ________________________________ Message 4 _____________________________________ Time: 08:14:04 AM PST US From: Paul Mulwitz Subject: Re: Zenith601-List: Summary: 5 hours of phase I flight test. Hi Mark, Thanks for the idea. In fact, I was already thinking about some sort of spring "Trim" to assist the motorized tab. That is the way it is done on the Whitman Buttercup I am currently building in my shop. The spring approach has a big advantage in that it doesn't present any additional drag. I'm not sure if it has any disadvantage other than complexity that would be a problem for factory guys who want to save every penny. Many years ago I did a lot of flying in C-172XP. This plane has a bungee rudder trim arrangement with a lever that fits into many notches controlling the amount of trim. Unfortunately for Cessna, the lever always jumped out of its notch when there was even a little turbulence. This made it worse than not having any rudder trim at all. I guess any spring based trim arrangement must be carefully designed so it does its job under all expected conditions. I think for now I will try adding a fixed tab to the motorized one. My only big decision left to make is whether to rivet it on or use duct tape to attach it. This is a hard decision because I have drilled out so many rivets in the last year that removing a riveted tab is a no-brainer. Paul On 7/24/2011 6:15 AM, Mark Hubelbank wrote: > > Paul, > One other option on the elivator trim. I also ran out of trim with > full flaps and zenith did not have any good ideas. I moved the > Stabilizer to the the center of its allowed range, it was a bit off in > the wrong direction) and then added a spring on the elevator cable to > nutrilize the weight of the elevator. I figured one did not need to > have aerodynamic fources lifting this static weight. This made the > trim just make it with full flaps, no further trim tabs needed. If you > are interested, there is a picture of this on photo.hubbles.com (which > is being fixed at the moment, it should be back up in a bit). > > On 07/24/2011 7:44 AM, Paul Mulwitz wrote: >> >> Thanks Dave, >> >> I guess I am getting the message that adding some area to the trim >> tab is a better solution than putting a fixed trim tab on the other >> side of the elevator. It does make sense now that I think about it. >> The extra trim tab would add drag while the extension to the existing >> tab only adds drag when it is actually needed. >> >> I like your idea of adjusting the stab. rigging. Still, I want to >> hold off on that effort until I am further along in my testing. >> >> Right now my biggest goal is to get the plane and pilot (me) flying >> well enough to make nice landings. Takeoffs have been worked out >> pretty well, but the landings are not yet a thing of beauty. >> >> I really appreciate the advice I have been getting on this list. It >> has helped me move along quickly and also to avoid "Fixes" that are >> not the best solution to the problem at hand. >> >> Paul >> >> >> On 7/24/2011 3:51 AM, Dave Austin wrote: >>> >>> >>> Paul, >>> Great to hear things are coming together well. >>> Re the elevator trim, I adjusted the elevator position quickly when >>> I found the same problem as you have. Reasoning being that I found >>> I was having to put in el. trim at cruise which was causing >>> un-necessary drag. I elongated the hole in the rear elevator mounts >>> so that I had an adjustment capability and by trial and error got it >>> set for no drag at cruise (neutral trim). Then added a small piece >>> to the trim tab to give me the authority needed. Not forgetting to >>> do a full trim both ways test to be sure that I could overcome the >>> trim effect with the stick at approach speeds in case of trim >>> runaway (which has happened!) No more problems for with that 13 years! >>> Dave Austin 601HDS 912U >>> >>> >>> >>> >>> >>> >>> >>> >> >> >> >> >> > ________________________________ Message 5 _____________________________________ Time: 01:53:18 PM PST US From: Bob Emery Subject: Zenith601-List: EGT in Jab 3300a Hi all I am up to 5 hrs in my new 601XLB. Flying off my 25 local hrs. Flew over lake Macquarie yesterday. What a buzz. I have my CHTs in range now but I am wondering what is normal EGT range. By reducing power after TO I get them down a bit to around 1350 F max I have a Sensenich ground adjustable prop Seem highest with RPM around 2500 to 2600( cct and even descending) I live inNewcastle NSW fly out of Cessnock I would like to network with locals, who is out there? Bob Emery Sent from my iPhone On 24/07/2011, at 4:59 PM, Zenith601-List Digest Server wrote: > * > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > > Today's complete Zenith601-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Zenith601-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-07-23&Archive=Zenith601 > > Text Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-07-23&Archive=Zenith601 > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Zenith601-List Digest Archive > --- > Total Messages Posted Sat 07/23/11: 3 > ---------------------------------------------------------- > > > 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 _____________________________________ > > > Time: 05:32:23 PM PST US > From: Paul Mulwitz > 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 2 _____________________________________ > > > Time: 09:27:25 PM PST US > From: "Peter W Johnson" > Subject: RE: Zenith601-List: 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 _____________________________________ > > > Time: 11:43:22 PM PST US > From: Paul Mulwitz > Subject: Re: Zenith601-List: 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" >> >> 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 >> >> 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 6 _____________________________________ Time: 01:53:18 PM PST US From: Bob Emery Subject: Zenith601-List: EGT in Jab 3300a Hi all I am up to 5 hrs in my new 601XLB. Flying off my 25 local hrs. Flew over lake Macquarie yesterday. What a buzz. I have my CHTs in range now but I am wondering what is normal EGT range. By reducing power after TO I get them down a bit to around 1350 F max I have a Sensenich ground adjustable prop Seem highest with RPM around 2500 to 2600( cct and even descending) I live inNewcastle NSW fly out of Cessnock I would like to network with locals, who is out there? Bob Emery Sent from my iPhone On 24/07/2011, at 4:59 PM, Zenith601-List Digest Server wrote: > * > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > > Today's complete Zenith601-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Zenith601-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-07-23&Archive=Zenith601 > > Text Version: > > http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-07-23&Archive=Zenith601 > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Zenith601-List Digest Archive > --- > Total Messages Posted Sat 07/23/11: 3 > ---------------------------------------------------------- > > > 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 _____________________________________ > > > Time: 05:32:23 PM PST US > From: Paul Mulwitz > 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 2 _____________________________________ > > > Time: 09:27:25 PM PST US > From: "Peter W Johnson" > Subject: RE: Zenith601-List: 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 _____________________________________ > > > Time: 11:43:22 PM PST US > From: Paul Mulwitz > Subject: Re: Zenith601-List: 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" >> >> 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 >> >> 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 ------------------------------------------------------------------------------------- Post A New Message zenith601-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/Zenith601-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/zenith601-list Browse Digests http://www.matronics.com/digest/zenith601-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.