Today's Message Index:
----------------------
1. 08:32 AM - Re: 601 down... (Sabrina)
2. 08:55 AM - Re: Re: 601 down... (Paul Mulwitz)
3. 12:57 PM - Re: Re: 601 down... (Tonyplane)
4. 01:53 PM - Re: Re: 601 down... (Paul Mulwitz)
Message 1
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How many on this list limited your craft's elevator travel per the March 2008 letter
and kept it that way after the upgrade?
The letter, which of course predated the upgrade, warned that doing so was at the
expense of great low speed controllability and the superior elevator authority
that may be required to compensate for a craft flying in/into an incorrect
weight and balance situation.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=370696#370696
Attachments:
http://forums.matronics.com//files/ch_letter_601xl_3_25_2008_165.pdf
Message 2
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Hi Sabrina,
For the most part I chose to ignore the various "Solutions" for the
Zodiac XL failures offered by CH and his offspring until the AMD update
was released and "Demanded" by the FAA. I did set the cable tensions
according to one of those letters, but that was because the prints were
silent on that matter. My control surface displacements are according
to the prints I purchased in 2006.
I think the key to understanding the nature of all the silly "Changes"
from the Heintz clan before the AMD update is the fact that all these
new requirements like the elevator displacements only apply to the XL.
Apparently builders of earlier models didn't have problems maintaining
and flying their airplanes but XL builders included a bunch of idiots
that were causing the wings to regularly fall off. The Heintz clan
remained in denial of the fact of design flaws in the XL until the FAA
guys pointed the flaws out to them.
Paul
XL nearing completion of phase I flight testing.
On 4/13/2012 8:31 AM, Sabrina wrote:
> --> Zenith601-List message posted by: "Sabrina"<chicago2paris@msn.com>
>
> How many on this list limited your craft's elevator travel per the March 2008
letter and kept it that way after the upgrade?
>
> The letter, which of course predated the upgrade, warned that doing so was at
the expense of great low speed controllability and the superior elevator authority
that may be required to compensate for a craft flying in/into an incorrect
weight and balance situation.
>
>
Message 3
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As i understand it, acft impacted almost vertically
For those in 601XL flight test, and others, if you have never explored this part
of your flight envelop:
At or above 3000 ft AGL
Make sure lose articles in cockpit are secure
Make sure seat belt is tight.
Clear area.
Apply carb heat as req.
Retard throttle
Slowly enter into stall buffeting/"bobbing".
Keep wings level with rudder as req while still in stall regime.
Abruptly/rapidly pull stick full aft in attempt to fully stall wing or horz stab.
In my acft, the pitch down is abrupt-without a seat belt I would probably go through
the canopy. If pitched straight down, remember to neutralize stick, use
rudder as req to prevent any roll and to recover w/o excessive Gs.
Tony Graziano
601xl/jab. N493TG; 655 hrs
Sent from my iPhone
On Apr 13, 2012, at 10:55 AM, Paul Mulwitz <psm@att.net> wrote:
>
> Hi Sabrina,
>
> For the most part I chose to ignore the various "Solutions" for the Zodiac XL
failures offered by CH and his offspring until the AMD update was released and
"Demanded" by the FAA. I did set the cable tensions according to one of those
letters, but that was because the prints were silent on that matter. My control
surface displacements are according to the prints I purchased in 2006.
>
> I think the key to understanding the nature of all the silly "Changes" from the
Heintz clan before the AMD update is the fact that all these new requirements
like the elevator displacements only apply to the XL. Apparently builders
of earlier models didn't have problems maintaining and flying their airplanes
but XL builders included a bunch of idiots that were causing the wings to regularly
fall off. The Heintz clan remained in denial of the fact of design flaws
in the XL until the FAA guys pointed the flaws out to them.
>
> Paul
> XL nearing completion of phase I flight testing.
>
> On 4/13/2012 8:31 AM, Sabrina wrote:
>> --> Zenith601-List message posted by: "Sabrina"<chicago2paris@msn.com>
>>
>> How many on this list limited your craft's elevator travel per the March 2008
letter and kept it that way after the upgrade?
>>
>> The letter, which of course predated the upgrade, warned that doing so was at
the expense of great low speed controllability and the superior elevator authority
that may be required to compensate for a craft flying in/into an incorrect
weight and balance situation.
>>
>>
>
>
>
>
Message 4
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Hi Tony,
Very interesting post. Thank you.
Let me add for those with no aerobatic training . . . whenever you find
yourself in a steep descent the first thing to do is pull power back to
idle. This will prevent over-speed and also allow for a relatively low
G pullout. Then a very gentle back pressure on the stick will get you
back to level flight a lot faster than you expect.
Paul
On 4/13/2012 12:56 PM, Tonyplane wrote:
> --> Zenith601-List message posted by: Tonyplane<tonyplane@bellsouth.net>
>
> As i understand it, acft impacted almost vertically
> For those in 601XL flight test, and others, if you have never explored this part
of your flight envelop:
>
> At or above 3000 ft AGL
> Make sure lose articles in cockpit are secure
> Make sure seat belt is tight.
> Clear area.
> Apply carb heat as req.
> Retard throttle
> Slowly enter into stall buffeting/"bobbing".
> Keep wings level with rudder as req while still in stall regime.
> Abruptly/rapidly pull stick full aft in attempt to fully stall wing or horz stab.
>
> In my acft, the pitch down is abrupt-without a seat belt I would probably go
through the canopy. If pitched straight down, remember to neutralize stick, use
rudder as req to prevent any roll and to recover w/o excessive Gs.
>
> Tony Graziano
> 601xl/jab. N493TG; 655 hrs
>
> Sent from my iPhone
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