Today's Message Index:
----------------------
1. 05:42 AM - Re: plans or kit built , how to tell (John Bolding)
2. 09:19 AM - Re: prop for 801 (Bill Wilcox)
3. 01:11 PM - Sunday flying "excitement" (John Marzulli)
Message 1
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| Subject: | Re: plans or kit built , how to tell |
Disagree, he=99s got a big roll of hundred dollar bills in his
front pocket big enough to choke a pony. ($7-9000)
John
From: John Marzulli
Sent: Sunday, October 02, 2011 11:23 AM
Subject: Re: Zenith701801-List: plans or kit built , how to tell
If the scratch builder was good.... no.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
On Sun, Oct 2, 2011 at 8:19 AM, turbot <turbot@shaw.ca> wrote:
Is there a way to tell if a 701 was plans or kit built ?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=353786#353786
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Message 2
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| Subject: | Re: prop for 801 |
> Jay
>
> I started out with a Senenish AL cruse prop that came with the engine. It
> was OK. When I put the 801 on floats I bought a McCauley 8454. It is a lot
> better prop! I get out a lot shorter and cruse faster. I had to put an AL
> block under the front wheel U to maintain the prop clearance.
>
> Bill Wilcox
> Soldotna AK
> N801BW
> 600 hrs
> Finally finished moving and get to go flying! I'm over 600 hrs
> Headed to AZ for the winter.
>
>
> *Hello everyone! I am back to working on my 801 after one year of neglect
> (December 2010 was the last log entry). I just installed the Haas-Frisby
> no-slot kit last weekend and working on finishing the installation of the
> flaps. I can then finish the back seat rivets, install the gas struts on the
> doors, install the cowl, install the wing root covers, install the elevator
> tips, ect...
>
> Anyhow, I attended an aviation auction this weekend and bought a used
> Sensenich aluminum prop for $70: 74-58. I am thinking that this may be a
> better choice than the 72-46 wood prop that I currently have installed on my
> 180hp Lycoming 0-360. It looks to be in good shape, but my concern is
> getting this plane out of my short strip (1000 feet uphill).
>
> What do you guys think? (I also bought a brand new 74-70 aluminum prop for
> $70, but I don't think it would work for the 801.)
>
> Jay Herron
> Salem, OH
> CH801 (getting closer to 99% done) *
>
Message 3
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| Subject: | Sunday flying "excitement" |
On Sunday I was going to fly over to Bremerton from AWO, but I ended up
getting some more important obligations the meant I would have to be back i
n
Seattle around 1-2pm. After flying for 1.5 in the morning I found out that
those plans had been canceled, so I installed some VGs that I had been
wanting to test on the elevator, fueled up ( and yes, I tested the fuel at
all three sumps ) and went back to flying.
Video of a short landing: http://youtu.be/zBYt6-lAlPA
Video of flap testing\very consistent landings: http://youtu.be/BteTYBIUJDc
My normal routine for testing out a change like this is to follow the valle
y
and fields Northwest from AWO towards Stanwood and then try turns, stalls,
ect at high altitude then return back to AWO to try landings and then more
landings to make sure I like an fully evaluate the change.
After about 54 minutes of trying out the VGs I hit a problem.
Halfway through a downwind leg at cruise power\attitude I hit an unexpected
loss of power.
The engine became rough and power dropped down to an almost stopped state,
then came back up gradually, went back down gradually a few seconds later,
came back up gradually a few seconds later, went back down, came back up.
The loss of power lasted about 45 seconds to a minute. Carb ice crossed my
mind while doing the landing. It was similar to the symptoms of carb ice in
an O-200, but my installation has constant carb-heat.
At the first sign of the drop I had already started pitching for glide and
called out the mayday. There were two planes on final and one on base. The
two on final went around, but the pilot in the tow-plane still turned final
and did not abort, turn or otherwise react. Several other people on the
radio chimed in in an effort to get him to react.
With the 701 I fly my downwind and base no more than =BC mile out. I turned
base just a little North of the numbers ( south flow ) and landed past the
numbers with better than idle power.
Sadly the on board camera had run out of battery and 1) did not catch the
engine event 2) did not catch the emergency landing with a HAPL approach
that I hope would have made my flight adviser proud.
Up to that point I had put on 2.5 hours alone that day. There was plenty of
fuel and I was hallway finished with my downwind at cruise power, so even a
failed fuel pump should have not caused this.
After landing I did do a full run up, and everything was fine. It made full
power, mags grounded, ect.
Root cause is still unknown, but I have some suspicions:
1) Carb ice - not very probably given the installation and =93always-on=94
carb
heat, but I was doing T&Gs so water temps to the water jackets may have bee
n
insufficient.
2) Fuel contamination
3) Carb bowl lining delamination. I have heard of this being an issue.
4) Ignition wiring, p-leads, ect wiring issues.
5) Mag failure
6) Fuel blockage. We forgot to check the filter. There are also finger
filters if I remember properly in the tanks at the outlet.
The last few fuel-ups have been at the pumps on field, so the tanks had
mostly 100LL with some 92 ethanol free mogas.
The plane is now sitting in the hangar of the local 912 expert.
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
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