Today's Message Index:
----------------------
1. 12:39 AM - N701GV - First Flight 7/20/2011 (John Marzulli)
2. 04:03 AM - Re: N701GV - First Flight 7/20/2011 (wildhorsesracing)
3. 05:51 AM - Re: N701GV - First Flight 7/20/2011 (n801bh@netzero.com)
4. 05:59 AM - Re: N701GV - First Flight 7/20/2011 (Tommy Walker)
5. 06:17 AM - Re:701 down (n801bh@netzero.com)
6. 06:50 AM - Re: N701GV - First Flight 7/20/2011 (David L. Orr)
7. 06:53 AM - Re: N701GV - First Flight 7/20/2011 (NYTerminat@aol.com)
8. 07:41 AM - Re: Zenith701801-List Digest: 7 Msgs - 08/05/10 (ejessee)
9. 08:20 AM - Re: Re:701 down (Randall J Hebert)
10. 10:01 AM - Re: N701GV - First Flight 7/20/2011 (Jerry)
11. 10:19 AM - Re: N701GV - First Flight 7/20/2011 (Craig Payne)
12. 10:57 AM - Re: Re:701 down (Craig Payne)
13. 10:59 AM - Re: N701GV - First Flight 7/20/2011 (John Marzulli)
Message 1
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| Subject: | N701GV - First Flight 7/20/2011 |
N701GV had its' first sustained flight around 5:30PM today. I had performed
an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
and met Tom Staggs. Tom is the head of the 787 flight test program and an
EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
5800.
Everything went as well as could be hoped. There are a few items that I will
fix before the next flight.
The objectives of the test were met and all steps of the first flight's test
plan were completed.
Overall N701GV behaved very well and displayed no bad control
characteristics. The flight controls felt balanced and no wings felt
"heavy".
The first function flight test was pretty simple. Slowly advance the
throttle to full throttle and then let the plan jump off the run way. At
about 300' above ground I offset with the runway under my left. At 1000'
above ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that
would allow me to glide back to the runway in case of engine failure
leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees
of bank and a descent. The descent simulated an approach to the runway and a
go-around. This allowed me to evaluate slow speed control and the landing
configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with
Torque-Seal markings intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system.
This made fine tuned flight corrections hard and presented a challenge after
touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
battery all the time. This keeps the GPS internal backup battery charged,
but also reduces the available cranking amperage for starting. I will
install a disconnect switch to cut the charging mechanism to allow for long
term storage.
Bug#3 - The passenger side door displayed puckering during high power
settings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait
of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
Message 2
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
Congratulations!=0A=0A-=0A-jim pantas=0Ahttp://www.wildhorsesracing.com
=0A=0A=0A>________________________________=0A>From: John Marzulli <john.mar
zulli@gmail.com>=0A>To: zenith701801-list@matronics.com=0A>Sent: Thursday,
July 21, 2011 3:36 AM=0A>Subject: Zenith701801-List: N701GV - First Flight
7/20/2011=0A>=0A>=0A>N701GV had its' first sustained flight around 5:30PM t
oday. I had performed an intentional crow hop on the 19th after several oth
er taxi tests.=0A>=0A>I flew my =0ACessna 150 up from Boeing Field to to Ar
lington Municipal Airport and met Tom Staggs. Tom is =0Athe head of the 787
flight test program and an EAA Flight Advisor.=0A>=0A>He then took my C150
and flew chase.=0A>=0A>N701GV has a 912ULS. It currently DOES NOT have str
ut fairings or tail VGs. Empty weight is 626lbs. The prop is a three bladed
Warp Drive High Power pitched to 11.5 degrees. Static run up RPM is 5500,
with engine max RPM at 5800.=0A>=0A>Everything went as well as could be hop
ed. There are a few items that I will fix before =0Athe next flight.=0A>=0A
>The objectives of the test were met=0A and all steps of the first flight's
test plan were completed.=0A>=0A>Overall N701GV behaved very well and disp
layed no bad control =0Acharacteristics. The flight controls felt balanced
and no wings felt =0A"heavy".=0A>=0A>The first function flight test was pre
tty simple. Slowly advance the =0Athrottle to full throttle and then let th
e plan jump off the run way. At=0A about 300' above ground I offset with th
e runway under my left. At =0A1000' above ground the plane was climbing so
fast there was still runway=0A ahead.=0A>=0A>I then started a gentle left,
climbing turn to keep in a cone of safety =0Athat would allow me to glide b
ack to the runway in case of engine =0Afailure leveling off at 3000'=0A>=0A
>With that done I then evaluated basic left and right turns up to 15 degree
s of bank and a =0Adescent. The descent simulated an approach to the runway
and a =0Ago-around. This allowed me to evaluate slow speed=0A control and
the landing configuration while remaining at a safe =0Aaltitude.=0A>=0A>Thi
s was repeated again descending down to 1000' above ground. One more =0Apra
ctice approach was made to only 50' above the runway climbing back to=0A 12
00'.=0A>=0A>Finally a full landing was made. I pulled the cowling and all i
nspection plates\hatches. No leaks were found and all bolts remained tight
with Torque-Seal markings intact.=0A>=0A>Several issues were found that nee
d to be resolved before the next flight.=0A>=0A>Bug#1 - The control tension
for the rudders made for a stiff control =0Asystem. This made fine tuned f
light corrections hard and presented a =0Achallenge after touchdown for rem
aining in the center of the runway.=0A>Bug#2 - The Garmin 496 GPS draws som
e amount of electricity from the main battery all the time. This keeps the
GPS internal backup battery=0A charged, but also reduces the available cran
king amperage for starting.=0A I will install a disconnect switch to cut th
e charging mechanism to =0Aallow for long term storage.=0A>Bug#3 - The pass
enger side door displayed puckering during high =0Apower settings. An addit
ional locking pin slaved to the main door latch will =0Abe installed.=0A>
=0A>Tom was kind enough to grab a pic while I was flying. I also took a por
trait of N701GV yesterday after the DAR visit.=0A>=0A>John Marzulli=0A>=0A>
http://MarzulliPhoto.net/=0A>http://701Builder.blogspot.com/=0A>=0A>=0A>
Message 3
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
Congrats to you... It is a big day in your life.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: John Marzulli <john.marzulli@gmail.com>
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had perfor
med an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airp
ort and met Tom Staggs. Tom is the head of the 787 flight test program a
nd an EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail V
Gs. Empty weight is 626lbs. The prop is a three bladed Warp Drive High P
ower pitched to 11.5 degrees. Static run up RPM is 5500, with engine max
RPM at 5800.
Everything went as well as could be hoped. There are a few items that I
will fix before the next flight.
The objectives of the test were met and all steps of the first flight's
test plan were completed.
Overall N701GV behaved very well and displayed no bad control characteri
stics. The flight controls felt balanced and no wings felt "heavy".
The first function flight test was pretty simple. Slowly advance the thr
ottle to full throttle and then let the plan jump off the run way. At ab
out 300' above ground I offset with the runway under my left. At 1000' a
bove ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety
that would allow me to glide back to the runway in case of engine failur
e leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degr
ees of bank and a descent. The descent simulated an approach to the runw
ay and a go-around. This allowed me to evaluate slow speed control and t
he landing configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with T
orque-Seal markings intact.
Several issues were found that need to be resolved before the next fligh
t.
Bug#1 - The control tension for the rudders made for a stiff control sys
tem. This made fine tuned flight corrections hard and presented a challe
nge after touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the mai
n battery all the time. This keeps the GPS internal backup battery charg
ed, but also reduces the available cranking amperage for starting. I wil
l install a disconnect switch to cut the charging mechanism to allow for
long term storage.
Bug#3 - The passenger side door displayed puckering during high power se
ttings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a port
rait of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
____________________________________________________________
Get Free Email with Video Mail & Video Chat!
http://www.netzero.net/freeemail?refcd=NZTAGOUT1FREM0210
Message 4
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| Subject: | N701GV - First Flight 7/20/2011 |
Congratulations John!
I enjoyed reading your posts as you built your 701!
I'm out of the Zenith market, but still keep up with the builders.
Tommy Walker in Alabama
Do Not Archive
_____
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of
wildhorsesracing
Sent: Thursday, July 21, 2011 6:01 AM
Subject: Re: Zenith701801-List: N701GV - First Flight 7/20/2011
Congratulations!
-jim pantas
http://www.wildhorsesracing.com
_____
From: John Marzulli <john.marzulli@gmail.com>
Sent: Thursday, July 21, 2011 3:36 AM
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had performed
an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
and met Tom Staggs. Tom is the head of the 787 flight test program and an
EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
5800.
Everything went as well as could be hoped. There are a few items that I will
fix before the next flight.
The objectives of the test were met and all steps of the first flight's test
plan were completed.
Overall N701GV behaved very well and displayed no bad control
characteristics. The flight controls felt balanced and no wings felt
"heavy".
The first function flight test was pretty simple. Slowly advance the
throttle to full throttle and then let the plan jump off the run way. At
about 300' above ground I offset with the runway under my left. At 1000'
above ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that
would allow me to glide back to the runway in case of engine failure
leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees
of bank and a descent. The descent simulated an approach to the runway and a
go-around. This allowed me to evaluate slow speed control and the landing
configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with
Torque-Seal markings intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system.
This made fine tuned flight corrections hard and presented a challenge after
touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
battery all the time. This keeps the GPS internal backup battery charged,
but also reduces the available cranking amperage for starting. I will
install a disconnect switch to cut the charging mechanism to allow for long
term storage.
Bug#3 - The passenger side door displayed puckering during high power
settings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait
of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
Message 5
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This is the first double fatality in a 701 I think.... So sad.
http://www.faa.gov/data_research/accident_incident/preliminary_data/even
ts03/media/04_701RD.txt
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: "n801bh@netzero.com" <n801bh@netzero.com>
Subject: Re: Zenith701801-List: N701GV - First Flight 7/20/2011
Congrats to you... It is a big day in your life.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: John Marzulli <john.marzulli@gmail.com>
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had perfor
med an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airp
ort and met Tom Staggs. Tom is the head of the 787 flight test program a
nd an EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail V
Gs. Empty weight is 626lbs. The prop is a three bladed Warp Drive High P
ower pitched to 11.5 degrees. Static run up RPM is 5500, with engine max
RPM at 5800.
Everything went as well as could be hoped. There are a few items that I
will fix before the next flight.
The objectives of the test were met and all steps of the first flight's
test plan were completed.
Overall N701GV behaved very well and displayed no bad control characteri
stics. The flight controls felt balanced and no wings felt "heavy".
The first function flight test was pretty simple. Slowly advance the thr
ottle to full throttle and then let the plan jump off the run way. At ab
out 300' above ground I offset with the runway under my left. At 1000' a
bove ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety
that would allow me to glide back to the runway in case of engine failur
e leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degr
ees of bank and a descent. The descent simulated an approach to the runw
ay and a go-around. This allowed me to evaluate slow speed control and t
he landing configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with T
orque-Seal markings intact.
Several issues were found that need to be resolved before the next fligh
t.
Bug#1 - The control tension for the rudders made for a stiff control sys
tem. This made fine tuned flight corrections hard and presented a challe
nge after touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the mai
n battery all the time. This keeps the GPS internal backup battery charg
ed, but also reduces the available cranking amperage for starting. I wil
l install a disconnect switch to cut the charging mechanism to allow for
long term storage.
Bug#3 - The passenger side door displayed puckering during high power se
ttings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a port
rait of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
____________________________________________________________
Get Free Email with Video Mail & Video Chat!
========================
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57 Year Old Mom Looks 27!
Mom Reveals $5 Wrinkle Trick That Has Angered Doctors!
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Message 6
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
Great Job John! Another North West 701 in the air!! I hope to join you soon.
David L. Orr
Port Angeles, WA.
----Original Message-----
From: John Marzulli
Sent: Jul 21, 2011 12:36 AM
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had performed an
intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport and
met Tom Staggs. Tom is the head of the 787 flight test program and an EAA Flight
Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs. Empty
weight is 626lbs. The prop is a three bladed Warp Drive High Power pitched
to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at 5800.
Everything went as well as could be hoped. There are a few items that I will fix
before the next flight.
The objectives of the test were met and all steps of the first flight's test plan
were completed.
Overall N701GV behaved very well and displayed no bad control characteristics.
The flight controls felt balanced and no wings felt "heavy".
The first function flight test was pretty simple. Slowly advance the throttle to
full throttle and then let the plan jump off the run way. At about 300' above
ground I offset with the runway under my left. At 1000' above ground the plane
was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that would
allow me to glide back to the runway in case of engine failure leveling off
at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees of
bank and a descent. The descent simulated an approach to the runway and a go-around.
This allowed me to evaluate slow speed control and the landing configuration
while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more practice
approach was made to only 50' above the runway climbing back to 1200'.
Finally a full landing was made. I pulled the cowling and all inspection plates\hatches.
No leaks were found and all bolts remained tight with Torque-Seal markings
intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system. This
made fine tuned flight corrections hard and presented a challenge after touchdown
for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main battery
all the time. This keeps the GPS internal backup battery charged, but also
reduces the available cranking amperage for starting. I will install a disconnect
switch to cut the charging mechanism to allow for long term storage.
Bug#3 - The passenger side door displayed puckering during high power settings.
An additional locking pin slaved to the main door latch will be installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait of
N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
Message 7
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
Congratulations John. The first flight is the hardest, it just keeps
getting better from here. The stiff rudder is usually because of the nose wheel.
I made sure everything was lubed up well. It will loosen up after some
hours.
Bob Spudis
N701ZX/912S
In a message dated 7/21/2011 3:42:39 A.M. Eastern Daylight Time,
john.marzulli@gmail.com writes:
N701GV had its' first sustained flight around 5:30PM today. I had
performed an intentional crow hop on the 19th after several other taxi tests.
IJohn Marzulli
_http://MarzulliPhoto.net/_ (http://marzulliphoto.net/)
_http://701Builder.blogspot.com/_ (http://701builder.blogspot.com/)
Message 8
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| Subject: | Re: Zenith701801-List Digest: 7 Msgs - 08/05/10 |
All,
I have done extensive research to ensure that I am legal in making repairs on my
plane. As has been said, it is absolutely, 100% legal for anyone to make any
repair to an experimental aircraft. Yearly, it must be have a "conditional inspection"
by a certified "A&P" (not necessarily an "IA"). This bit of information
is often misunderstood but is the reason that the experimental segment is
the only segment of aviation that many of us can afford to enter -- and, as
I understand, is the only segment of aviation that is growing.
I am very thorough when I work on my plane and always have a friend back-check
my work when possible.
As always, thanks.
--------
Ernest Jessee
N4931M
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347301#347301
Message 9
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http://www.katu.com/news/local/125728618.html
I don't recognize the names listed in the FAA database maybe you guys do.
Sad indeed photo is unnerving looks like loss of power on TO
Randall J Hebert
Plans Building N7701P
Going much slower than I would like
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of
n801bh@netzero.com
Sent: Thursday, July 21, 2011 8:14 AM
Subject: Zenith701801-List: Re:701 down
This is the first double fatality in a 701 I think.... So sad.
http://www.faa.gov/data_research/accident_incident/preliminary_data/events03
/media/04_701RD.txt
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: "n801bh@netzero.com" <n801bh@netzero.com>
Subject: Re: Zenith701801-List: N701GV - First Flight 7/20/2011
Congrats to you... It is a big day in your life.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: John Marzulli <john.marzulli@gmail.com>
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had performed
an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
and met Tom Staggs. Tom is the head of the 787 flight test program and an
EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
5800.
Everything went as well as could be hoped. There are a few items that I will
fix before the next flight.
The objectives of the test were met and all steps of the first flight's test
plan were completed.
Overall N701GV behaved very well and displayed no bad control
characteristics. The flight controls felt balanced and no wings felt
"heavy".
The first function flight test was pretty simple. Slowly advance the
throttle to full throttle and then let the plan jump off the run way. At
about 300' above ground I offset with the runway under my left. At 1000'
above ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that
would allow me to glide back to the runway in case of engine failure
leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees
of bank and a descent. The descent simulated an approach to the runway and a
go-around. This allowed me to evaluate slow speed control and the landing
configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with
Torque-Seal markings intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system.
This made fine tuned flight corrections hard and presented a challenge after
touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
battery all the time. This keeps the GPS internal backup battery charged,
but also reduces the available cranking amperage for starting. I will
install a disconnect switch to cut the charging mechanism to allow for long
term storage.
Bug#3 - The passenger side door displayed puckering during high power
settings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait
of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
____________________________________________________________
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Message 10
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
---- John Marzulli <john.marzulli@gmail.com> wrote:
> N701GV had its' first sustained flight around 5:30PM today. I had performed an
intentional crow hop on the 19th after several other taxi tests.
John
Congratulations.
Jerry
Message 11
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| Subject: | N701GV - First Flight 7/20/2011 |
Great! What did you conclude after your initial fuel flow test worries?
-- Craig
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of John
Marzulli
Sent: Thursday, July 21, 2011 12:36 AM
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had performed
an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
and met Tom Staggs. Tom is the head of the 787 flight test program and an
EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
5800.
Everything went as well as could be hoped. There are a few items that I will
fix before the next flight.
The objectives of the test were met and all steps of the first flight's test
plan were completed.
Overall N701GV behaved very well and displayed no bad control
characteristics. The flight controls felt balanced and no wings felt
"heavy".
The first function flight test was pretty simple. Slowly advance the
throttle to full throttle and then let the plan jump off the run way. At
about 300' above ground I offset with the runway under my left. At 1000'
above ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that
would allow me to glide back to the runway in case of engine failure
leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees
of bank and a descent. The descent simulated an approach to the runway and a
go-around. This allowed me to evaluate slow speed control and the landing
configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with
Torque-Seal markings intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system.
This made fine tuned flight corrections hard and presented a challenge after
touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
battery all the time. This keeps the GPS internal backup battery charged,
but also reduces the available cranking amperage for starting. I will
install a disconnect switch to cut the charging mechanism to allow for long
term storage.
Bug#3 - The passenger side door displayed puckering during high power
settings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait
of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
Message 12
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Sadly the crash in Alaska in 2009 also claimed two:
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id 090715X15408
<http://www.ntsb.gov/aviationquery/brief.aspx?ev_id 090715X15408&key=1>
&key=1
-- Craig
From: owner-zenith701801-list-server@matronics.com
[mailto:owner-zenith701801-list-server@matronics.com] On Behalf Of
n801bh@netzero.com
Sent: Thursday, July 21, 2011 6:14 AM
Subject: Zenith701801-List: Re:701 down
This is the first double fatality in a 701 I think.... So sad.
http://www.faa.gov/data_research/accident_incident/preliminary_data/events03
/media/04_701RD.txt
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: "n801bh@netzero.com" <n801bh@netzero.com>
Subject: Re: Zenith701801-List: N701GV - First Flight 7/20/2011
Congrats to you... It is a big day in your life.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: John Marzulli <john.marzulli@gmail.com>
Subject: Zenith701801-List: N701GV - First Flight 7/20/2011
N701GV had its' first sustained flight around 5:30PM today. I had performed
an intentional crow hop on the 19th after several other taxi tests.
I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
and met Tom Staggs. Tom is the head of the 787 flight test program and an
EAA Flight Advisor.
He then took my C150 and flew chase.
N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
5800.
Everything went as well as could be hoped. There are a few items that I will
fix before the next flight.
The objectives of the test were met and all steps of the first flight's test
plan were completed.
Overall N701GV behaved very well and displayed no bad control
characteristics. The flight controls felt balanced and no wings felt
"heavy".
The first function flight test was pretty simple. Slowly advance the
throttle to full throttle and then let the plan jump off the run way. At
about 300' above ground I offset with the runway under my left. At 1000'
above ground the plane was climbing so fast there was still runway ahead.
I then started a gentle left, climbing turn to keep in a cone of safety that
would allow me to glide back to the runway in case of engine failure
leveling off at 3000'
With that done I then evaluated basic left and right turns up to 15 degrees
of bank and a descent. The descent simulated an approach to the runway and a
go-around. This allowed me to evaluate slow speed control and the landing
configuration while remaining at a safe altitude.
This was repeated again descending down to 1000' above ground. One more
practice approach was made to only 50' above the runway climbing back to
1200'.
Finally a full landing was made. I pulled the cowling and all inspection
plates\hatches. No leaks were found and all bolts remained tight with
Torque-Seal markings intact.
Several issues were found that need to be resolved before the next flight.
Bug#1 - The control tension for the rudders made for a stiff control system.
This made fine tuned flight corrections hard and presented a challenge after
touchdown for remaining in the center of the runway.
Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
battery all the time. This keeps the GPS internal backup battery charged,
but also reduces the available cranking amperage for starting. I will
install a disconnect switch to cut the charging mechanism to allow for long
term storage.
Bug#3 - The passenger side door displayed puckering during high power
settings. An additional locking pin slaved to the main door latch will be
installed.
Tom was kind enough to grab a pic while I was flying. I also took a portrait
of N701GV yesterday after the DAR visit.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
____________________________________________________________
Get Free Email with Video Mail
<http://www.netzero.net/freeemail?refcd=NZTAGOUT1FREM0210> & Video Chat!
===================================
1-List">http://www.matronics.com/Navigator?Zenith701801-List
===================================
tronics.com
===================================
www.matronics.com/contribution
===================================
____________________________________________________________
<http://thirdpartyoffers.netzero.net/TGL3242/4e28264e9a62a10efbast05vuc> 57
Year Old Mom Looks 27!
Mom Reveals $5 Wrinkle Trick That Has Angered Doctors!
<http://thirdpartyoffers.netzero.net/TGL3242/4e28264e9a62a10efbast05vuc>
ConsumerLifestyles.org
Message 13
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| Subject: | Re: N701GV - First Flight 7/20/2011 |
I concluded that the current system was probably sufficient given the
explanation of the mechanical pump placement.
That conclusion was then backed up by a taxi test at rotation speed with a
nose high attitude and then reconfirmed when on climb out.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
On Thu, Jul 21, 2011 at 10:16 AM, Craig Payne <craig@craigandjean.com>wrote:
> Great! What did you conclude after your initial fuel flow test worries?***
> *
>
> ** **
>
> -- Craig****
>
> ** **
>
> *From:* owner-zenith701801-list-server@matronics.com [mailto:
> owner-zenith701801-list-server@matronics.com] *On Behalf Of *John Marzulli
> *Sent:* Thursday, July 21, 2011 12:36 AM
>
> *To:* zenith701801-list@matronics.com
> *Subject:* Zenith701801-List: N701GV - First Flight 7/20/2011****
>
> ** **
>
> N701GV had its' first sustained flight around 5:30PM today. I had performed
> an intentional crow hop on the 19th after several other taxi tests.
>
> I flew my Cessna 150 up from Boeing Field to to Arlington Municipal Airport
> and met Tom Staggs. Tom is the head of the 787 flight test program and an
> EAA Flight Advisor.
>
> He then took my C150 and flew chase.
>
> N701GV has a 912ULS. It currently DOES NOT have strut fairings or tail VGs.
> Empty weight is 626lbs. The prop is a three bladed Warp Drive High Power
> pitched to 11.5 degrees. Static run up RPM is 5500, with engine max RPM at
> 5800.
>
> Everything went as well as could be hoped. There are a few items that I
> will fix before the next flight.
>
> The objectives of the test were met and all steps of the first flight's
> test plan were completed.
>
> Overall N701GV behaved very well and displayed no bad control
> characteristics. The flight controls felt balanced and no wings felt
> "heavy".
>
> The first function flight test was pretty simple. Slowly advance the
> throttle to full throttle and then let the plan jump off the run way. At
> about 300' above ground I offset with the runway under my left. At 1000'
> above ground the plane was climbing so fast there was still runway ahead.
>
> I then started a gentle left, climbing turn to keep in a cone of safety
> that would allow me to glide back to the runway in case of engine failure
> leveling off at 3000'
>
> With that done I then evaluated basic left and right turns up to 15 degrees
> of bank and a descent. The descent simulated an approach to the runway and a
> go-around. This allowed me to evaluate slow speed control and the landing
> configuration while remaining at a safe altitude.
>
> This was repeated again descending down to 1000' above ground. One more
> practice approach was made to only 50' above the runway climbing back to
> 1200'.
>
> Finally a full landing was made. I pulled the cowling and all inspection
> plates\hatches. No leaks were found and all bolts remained tight with
> Torque-Seal markings intact.
>
> Several issues were found that need to be resolved before the next flight.
>
> Bug#1 - The control tension for the rudders made for a stiff control
> system. This made fine tuned flight corrections hard and presented a
> challenge after touchdown for remaining in the center of the runway.
> Bug#2 - The Garmin 496 GPS draws some amount of electricity from the main
> battery all the time. This keeps the GPS internal backup battery charged,
> but also reduces the available cranking amperage for starting. I will
> install a disconnect switch to cut the charging mechanism to allow for long
> term storage.
> Bug#3 - The passenger side door displayed puckering during high power
> settings. An additional locking pin slaved to the main door latch will be
> installed.
>
> Tom was kind enough to grab a pic while I was flying. I also took a
> portrait of N701GV yesterday after the DAR visit.
>
> John Marzulli
>
> http://MarzulliPhoto.net/
> http://701Builder.blogspot.com/****
>
> *
>
>
> *
>
>
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