Today's Message Index:
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1. 12:08 PM - Re: Re: Problem with upper front strut fitting (ruruny@aol.com)
2. 12:59 PM - 701BU short flight report (ruruny@aol.com)
3. 04:42 PM - Re: 701BU short flight report (ProWash)
Message 1
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| Subject: | Re: Re: Problem with upper front strut fitting |
.......How much "out-of-position" can the strut fitting be without having
misalignment problems when attaching the struts?
Bob,
Not a problem at all. The shim fix will get the strut fitting very close
if not right where it should be.
The angle is exactly the same, if it protrudes a little bit further that
is not a problem if you have
the 2 piece struts. Lots of room to work with here. If you have one piece
struts they still might work fine.
I had one piece and had angle problems with the ends. I cut off the wing
end of each strut. Zenith sent the
ends. I bolted the ends of the struts to their points, set the wing angle
and then drilled the holes for the
bolts that hold the 2 pieces together. I remember shaving the strut double
r flange and the L anyway to get
a nice fit when installing these parts.(http://www.701builder.com/02WingSk
ins6.htm) .
Brian
Message 2
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| Subject: | 701BU short flight report |
Have been flying everyday the weather has been cooperating. I take off lik
e a rocket, cruise like a cessna,
and land like an ultralight. It takes only about 40 ft to get airborn off
the 2500 ft long aphalt strip at Spadaro 23N.
I find myself holding down elevator for a few feet, so I don't just pop up
into the air.
40mph and 5500rpm on 912 UL I'm getting 800+ fpm on climb.
Since the runway at Spadaro is only 25 ft wide with hangars 60 ft from the
edge on one side and trees on the other
I land next door at Lufker which is a grass strip 100ft wide and 2500ft lo
ng to give some room for error.....and
I've needed that extra room at times.
The landings vary depending on the approach speed. I started by just flyin
g it down to the grass strip at
65 keeping some power, and setting her down on the mains. Easy and plenty
of runway to spare.
The rudder is very very sensitive and feels
a bit awkward keeping my feet off the brakes while landing. My feet feel
fine on the pedals while cruising but
I know I'm stepping on the brakes some. I've got my approach down to 40 wi
th power. If I increase power at
all to arrest decent, the nose goes left quickly and requires quick right
rudder to line things back up. As I
get over the runway close enough where I feel good to pull power back a bi
t the right rudder will make it go right
requiring left rudder to line it back up again. I have found myself dancin
g between the two not getting it lined and
making a go around. I have yet to master getting approach angle and power
just right, that I can get lined up for
landing with just rudder.
My kids from home
said she looks awesome from the ground while circling over at 1500 ft. The
y said the zinc chromate and aluminum
look really nice in the sun high up. 912 UL 80hp parameters are all on th
e mark. Had a problem with high oil pressure
that was fluctuating bet 59 and 84. I replaced the expensive rotax VDO sen
der with a $40 VDO one and remote
mounted it with an installation kit from Kitfox Aircraft. Pressure now at
69 when cold and 47 steady when warm.
I feel very comfortable in the cockpit in 30 deg weather. With the stock
cabin heat off the 912 muffler I don't need a
jacket. The skyshops seats are very comfortable also and still felt good
after my longest 2 hr flight.
I have to say I love the Dynon D10A with my Garmin 196 feeding it GPS data
. The HSI on the Dynon shows an arrow
on the screen showing wind direction relative to your airplane and the win
d speed! Also true airspeed, your course to next
waypoint and course deviation indication and correction. When cruising and
the wind comes sligtly over the right of the
nose, I can smell exhaust comming up thru the bottom of the door from the
tailpipe. I can smell it on a right turn now and
then. Not an issue though as it happens very rarely, but looking at the Dy
non the wind is comming just over the right of the nose.
My level cruise trim was full down on the first flights because of the
elevator trailing edge bend. Cut a slot in the length of a 2x4 with my tab
le saw and bent it straight. Trim in cruise is exactly
centered now. I had a pressure on the stick left also in cruise which was
fixed with the same exact parts to balance the
pull of the 912 carb springs on my throttle. Cruising down the beaches aro
und Eastern Long Island has been very rewarding and beautiful. I usually
run to the airport after work and only have a couple of hours of daylight
to get the plane out, preflight and fly. My last landing has been right
at the early sunset or just after. Very beautiful time of day. I taxi bac
k over to Spadaro very thankful and
with a big smile on my face.
Brian
15 hrs
http://www.701builder.com/
Message 3
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| Subject: | Re: 701BU short flight report |
Hi Brian,
Very nice interior and panel.
Regarding rudder control while landing. My friend had similar issues. Check for
binding in the rudder system. This could be from rudder cables too tight or
nose strut tube binding in the bearings.
While in the air, straight and level, apply left or right rudder. Then take your
feet off the pedals. The rudder should return to center on it's own.
We found the nose strut tube very tight. Since then his landings are much improved.
Richard
--------
R Craig
North Central Arkansas
701 SP Nearly Done
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