Today's Message Index:
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1. 04:28 AM - Flight test report - N773PM (Paul Mulwitz)
2. 08:55 AM - Re: Flight test report - N773PM (hallert)
3. 09:22 AM - Re: Re: Flight test report - N773PM (Paul Mulwitz)
Message 1
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| Subject: | Flight test report - N773PM |
I just finished writing a short summary of the flight characteristics
and my normal piloting practices for my Zodiac XL - N773PM. I did this
after considering the preliminary NTSB report about E-AB accidents and
comments on other email lists about people trying to learn to fly a
purchased experimental plane without an AFM or Pilot's Handbook.
Perhaps a short write-up like this one will help anyone who wants to
learn to fly my plane or even me if my memory gets any worse.
Paul
Camas, WA
Here it is:
*Flight Test Report - N773PM*
By Paul Mulwitz -- June 2, 2012
As phase I flight test nears its end I wanted to record some of the
things learned about this airplane. The information presented here is
not very official, but it might help me or some new pilot have an easy
time flying the plane in the future.
Basic flight performance of this Zodiac XL is relatively tame. It has
plenty of power and cruises easily over 110 KIAS. With a heavy throttle
it will exceed 120. It has very little or no stability - especially in
the yaw domain. There is electric roll and pitch trim but this does a
poor job of making it a stable flying airplane. The pilot must pay
attention all the time to keep it flying straight and level.
Takeoff is normal. With no flaps the ground roll is relatively short and
performance is OK. I prefer using 1/2 flaps until clear of any
obstacles. This produces a quicker departure from the ground. Full flaps
on takeoff is a poor choice. It lifts off before there is good response
to the flight controls. Flap setting is judged by the relative position
of the flaps and ailerons. Initial climb at 70 KIAS works well. At 500
feet AGL I start to think about turning crosswind or exiting the pattern
and reducing power.
Initial cruise at 2500 RPM works well and gives around 100 KIAS.
Maneuvering speed, Va, is 90 KIAS.
Stalls are uneventful. The only thing I have been able to produce is a
deep mush.
My preferred setup for the Dynon based panel is to display HSI on the
pilot's EFIS along with the flight instruments. RPM is displayed on this
display from the EMS. Right seat display varies with the desires of the
occupant from completely engine information to a full instrument panel
with reduced engine information. HSI navigation data source can be
either the GPS or VOR. Selection of the source and setting of various
bugs and track information is done with the HS-34 knobs just below the
pilot's display. The knobs also act as push button switches to sync the
bugs.
Like all low wing planes, fuel must be drawn from only one tank at a
time. My common practice is to use 1/2 hour fuel from one tank and then
to switch to the other one. This keeps the fuel load somewhat balanced.
When approaching an airport for landing I like to reduce speed to 70
KIAS before reaching the traffic pattern. 2000 RPM is a good power
setting for level flight at 70. I continue downwind at 70 and reduce
power to idle when opposite the numbers. A glide is set up with speed at
60 KIAS. This is a good speed for the remainder of the approach. While
on base leg I judge the approach height and apply full flaps if there is
enough altitude. Landings can be made with any flap setting but full
flaps give a nicer touchdown speed and attitude.
One strange characteristic of the Jabiru engine is it will not start
while windmilling. If it stops firing in flight the only way to get it
going again is by engaging the starter motor. Similarly, it is claimed
it will not fire from moving the propeller by hand on the ground.
Carb heat is available but I have never used it in flight. The
relatively warm position of the carburetor in the engine compartment
suggests it is really not needed. I check that it is working when
running up the engine before flight along with a quick magneto check.
All three checks show only a minimal reduction in RPM from the 1800 test
power setting. There is no vacuum system for instrumentation.
Message 2
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| Subject: | Re: Flight test report - N773PM |
Paul,
Always find you posts useful! Just a couple of comments from a 300 hr on AMD 601
XLB driver:
1) Do you really want to reduce pwr at 500 ft? Why not wait till safe 180 deg return
altitude as many engine problems occur with change of settings.
2) Why not drop flaps before entering pattern to allow more time to check wind,
look for traffic, etc.
3) Puzzled by yaw instability comment. Notice nothing unusual in mine based on
flying Cesnas, Pipers, Mooneys, T-Craft, Gliders.
4) You engine produces at least 6 kts. more than I get with the O-200.
Ted Haller
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=374538#374538
Message 3
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| Subject: | Re: Flight test report - N773PM |
Hi Ted,
I agree with you about engine failures. My point was to not touch the
engine controls before 500 AGL rather than suggesting it was necessary
at that point. The Jabiru likes to climb at full power in all cases.
This gives a richer mixture for improved engine cooling. Keep in mind
the Jabiru doesn't have mixture control but instead has a self
controlling carburetor - much like the Rotax.
I like to fly without flaps unless they are called for. I think you can
get a better glide with no flaps if needed to reach the runway without
adding power. This is just a style point, and I don't see anything
really wrong with using flaps before reaching base leg. I do think it
is a great idea to slow down before entering the pattern to avoid
running over Champs, Cubs, and other planes that can't go 100 knots.
The yaw stability problem has plagued me for a while now. I think it is
inherent in the XL design. If you are flying straight and kick the nose
to either side a little bit (less than 11 degrees) I think you will find
it doesn't return to center. It just stays where you leave it and flies
a bit sideways.
It doesn't surprise me my Jabiru powered XL is faster than a Continental
O-200 powered AMD XL. This is true even though I don't have wheel pants
and you probably do. The Jabiru weighs about 100 pounds less than the
Continental as installed and produces about 30 percent more power. I
also don't have much of an interior - no insulation. I'd rather pay for
Bose headphones than carry the weight of all that insulation to reduce
noise. (On the other hand, if you need engine maintenance on the road
you will find it a lot easier to get experienced mechanics and parts
than I will.)
I'm glad I decided to publish my little pilot's information page. I
think it helps us all.
Paul
On 6/2/2012 8:55 AM, hallert wrote:
> --> Zenith601-List message posted by: "hallert"<hallert@verizon.net>
>
> Paul,
> Always find you posts useful! Just a couple of comments from a 300 hr on AMD
601 XLB driver:
> 1) Do you really want to reduce pwr at 500 ft? Why not wait till safe 180 deg
return altitude as many engine problems occur with change of settings.
> 2) Why not drop flaps before entering pattern to allow more time to check wind,
look for traffic, etc.
> 3) Puzzled by yaw instability comment. Notice nothing unusual in mine based on
flying Cesnas, Pipers, Mooneys, T-Craft, Gliders.
> 4) You engine produces at least 6 kts. more than I get with the O-200.
>
> Ted Haller
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=374538#374538
>
>
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