Today's Message Index:
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1. 06:07 AM - Expired "N" Numbers (I'll bet you didn't know)... (Stripling Cliff & Carolyn)
2. 07:02 AM - more ? from a new 701 driver (frank goodnight)
3. 09:54 AM - Re: more ? from a new 701 driver (John Marzulli)
4. 10:08 AM - Re: Re: new 701 pilot (Keith Ashcraft)
Message 1
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| Subject: | Expired "N" Numbers (I'll bet you didn't know)... |
All,
This is not specific to Zenith, but was informative to me and maybe
others of you. I sent a question to the FAA aircraft registration
division. I noticed there was an expired registration of an aircraft
with an "N" number I wanted to reserve but yet the number was not shown
to be available. I inquired why...
Question to FAA:
There is an "N" number that is expired but is not available. When does
the FAA release expired numbers? The number in question is NXXXXXX.
Thanks! Clif
Answer:
If re-registration requirements are not met, the N-number will be
scheduled to be cancelled and placed in a 5-year hold. The N-number will
not be available to the public until the purge date (which is 5 years
and 1 day after N-number cancellation). The N-number NXXXXX is
currently assigned to that aircraft. The FAA does not release N-numbers
that are expired. The certificate of registration is in an expired
status.
Interesting,
Cliff
Message 2
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| Subject: | more ? from a new 701 driver |
Can some one tell me the technique to use when
practicing departure stalls. MY 912 books tell me not to
exceed 40 degrees from level , due to oil concerns.
At 4,800 RPM I don't think I am getting a stall if i can't go
more vertical than that. The A/C just seems to want
shutter a little then settle into a mushy decent. I haven't tried a fast or whip
stall where centrifical force holds
the oil where it's supposed to be.I don't suppose that
would be a departure stall anyway . My approach stalls
are as expected. 1,800 RPM raise the nose and bleed the
airspeed untill the nose falls through no special wing drop.
When the ball is centered it's smooth and predictable.
Thanks for any info.
Frank Goodnight
About 2 hrs in 701
Message 3
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| Subject: | Re: more ? from a new 701 driver |
Also above 40degs the float bowls start sending tons of fuel out of the
return line.
I found the critical angle to be about 50degs and that was using some
acceleration first and full elevator trim.. A power-on stall is very hard
to achieve. Practice them with partial power.
Good luck!
John Marzulli
http://MarzulliPhoto.net/
http://701Builder.blogspot.com/
On Thu, Dec 27, 2012 at 7:02 AM, frank goodnight <frank.goodnight@att.net>wrote:
> Can some one tell me the technique to use when
> practicing departure stalls. MY 912 books tell me not to
> exceed 40 degrees from level , due to oil concerns.
> At 4,800 RPM I don't think I am getting a stall if i can't go
> more vertical than that. The A/C just seems to want
> shutter a little then settle into a mushy decent. I haven't tried a fast
> or whip stall where centrifical force holds
> the oil where it's supposed to be.I don't suppose that
> would be a departure stall anyway . My approach stalls
> are as expected. 1,800 RPM raise the nose and bleed the
> airspeed untill the nose falls through no special wing drop.
> When the ball is centered it's smooth and predictable.
> Thanks for any info.
> Frank Goodnight
> About 2 hrs in 701
>
Message 4
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| Subject: | Re: new 701 pilot |
All, here is a link to a youtube video with Roger Dubbert at the controls.
He does a good naraition of flying and landing the 701.=0A=0A=0Ahttp://www.
youtube.com/watch?v=DKlbrsZwEA4=0A=0A=0AKeith=0AColorado=0A(still 701 scr
atch building)=0A=0A*******************************************************
******=0A=0A=0A=0A________________________________=0A From: "sonar1@cox.net
" <sonar1@cox.net>=0ATo: zenith701801-list@matronics.com =0ASent: Wednesday
, December 26, 2012 10:44 AM=0ASubject: Zenith701801-List: Re: new 701 pilo
ox.net>=0A=0AHi Frank:=0ACongrats on finishing.=0AMy patterns at my uncontr
olled airport are very close-in.=0AI use 60 mph on final no-flap and pull t
he power at the threshold.=0A=0AFor short field, when I turn final, I slow
to 50 so I can get the flaps down - any faster, and it is really hard - and
pull off ALL the power. The approach is steep, but is controllable. Don't
like ever getting behind the power curve, as some 701 drivers do. If I am g
oing to overshoot the end of the runway, I have discovered that slowing doe
s not steepen the glide angle - I have to- dive and pick up speed, and th
en pull it back to 50. When to flare is obvious, and I have had very few mi
scalculations. Often will get radio calls about "wow - now that's a short f
ield landing" =0A=0AFred Sanford - flying since 2003=0A=0A=0A=0A=0ARead thi
s topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.php?p=390
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