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sdthatcher
Joined: 13 Mar 2008
Posts: 91
Location: Port Saint Lucie
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 Posted: Fri Jun 06, 2008 11:10 am Post subject: First Flight of 601EL, Really! |
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601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and managed to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little better full power output. While looking at the RPMs (2550), I then looked up and noticed that the speed was 70mph and I was a lot closer to the end of the runway than I felt comfortable with. Now I know that the real first flight was done by Gus Warren but that flight also was just above the runway, not actually in the pattern. Knowing that I wouldn't stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while tethered to the ground, I elected to do a very shallow climb out while looking down to see where I would put it in the event of an engine failure. I never noticed before how really poor the terrain is on the end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice with stalls, etc) and made the right tun to crosswind. By the time I turned downwind, I was still only 700' and still climbing. The speed was inching up to about 110mph and by the time I was abeam the approach numbers, I noticed someone on a three mile final so I extended the downwind considerably. I throttled back to about 2000 and then turned Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a little hot but it floated for awhile and then touched down in the nicest 3-point attitude (if I had a tailwheel), with the nose coming down shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use the riveted ailerons). I was able to trim up the elevator slightly on downwind which gave my arm a rest. I had just gotten done with three hours in a Gobosh 700 with balanced controls, so I may have been mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously, let me note that I cut the openings of the 601cowl to the recommended diameter of 4 7/8" (actually mine missed the mark slightly as I cut it to just 4 3/4") Previously, I had not made the cuts to the nose bowl and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight around the pattern was just before the 12:30 data (the 12:30 reading was after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
[quote][b]
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_________________
Scott Thatcher, Port Saint Lucie, FL
601XL with Corvair, Registered as E-LSA
N601EL, EAA203 140 hours and not flying currently. |
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Iberplanes
Joined: 10 Dec 2007
Posts: 174
Location: Igualada - Barcelona - Spain
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| Posted: Fri Jun 06, 2008 11:23 am Post subject: First Flight of 601EL, Really! |
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Thatīs good news, congratulations.
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
2008/6/6, Scott Thatcher <s_thatcher(at)bellsouth.net>:
| Quote: | 601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes
down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and
managed to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little
better full power output. While looking at the RPMs (2550), I then looked up
and noticed that the speed was 70mph and I was a lot closer to the end of
the runway than I felt comfortable with. Now I know that the real first
flight was done by Gus Warren but that flight also was just above the
runway, not actually in the pattern. Knowing that I wouldn't stop in time, I
elected to continue flying.
Since I had not done a test with the nose pointed upward while tethered to
the ground, I elected to do a very shallow climb out while looking down to
see where I would put it in the event of an engine failure. I never noticed
before how really poor the terrain is on the end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice with
stalls, etc) and made the right tun to crosswind. By the time I turned
downwind, I was still only 700' and still climbing. The speed was inching up
to about 110mph and by the time I was abeam the approach numbers, I noticed
someone on a three mile final so I extended the downwind considerably. I
throttled back to about 2000 and then turned Base followed by a quick turn
to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a little
hot but it floated for awhile and then touched down in the nicest 3-point
attitude (if I had a tailwheel), with the nose coming down shortly after. I
did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use the
riveted ailerons). I was able to trim up the elevator slightly on downwind
which gave my arm a rest. I had just gotten done with three hours in a
Gobosh 700 with balanced controls, so I may have been mentally comparing the
two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously, let
me note that I cut the openings of the 601cowl to the recommended diameter
of 4 7/8" (actually mine missed the mark slightly as I cut it to just 4
3/4") Previously, I had not made the cuts to the nose bowl and my temps got
fairly hot.
Here are the numbers I encountered during the high speed taxi and just after
the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight
around the pattern was just before the 12:30 data (the 12:30 reading was
after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
|
--
Alberto Martin
www.iberplanes.es
Igualada - Barcelona - Spain
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_________________
Alberto Martin
601 XL - Jabiru 3300
http://www.iberplanes.es
Igualada - Barcelona - Spain |
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William Dominguez
Joined: 09 Apr 2008
Posts: 118
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| Posted: Fri Jun 06, 2008 11:47 am Post subject: First Flight of 601EL, Really! |
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Great news Scott! Congratulations.
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom
Scott Thatcher <s_thatcher(at)bellsouth.net> wrote:[quote] 601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and managed to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little better full power output. While looking at the RPMs (2550), I then looked up and noticed that the speed was 70mph and I was a lot closer to the end of the runway than I felt comfortable with. Now I know that the real first flight was done by Gus Warren but that flight also was just above the runway, not actually in the pattern. Knowing that I wouldn't stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while tethered to the ground, I elected to do a very shallow climb out while looking down to see where I would put it in the event of an engine failure. I never noticed before how really poor the terrain is on the end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice with stalls, etc) and made the right tun to crosswind. By the time I turned downwind, I was still only 700' and still climbing. The speed was inching up to about 110mph and by the time I was abeam the approach numbers, I noticed someone on a three mile final so I extended the downwind considerably. I throttled back to about 2000 and then turned Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a little hot but it floated for awhile and then touched down in the nicest 3-point attitude (if I had a tailwheel), with the nose coming down shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use the riveted ailerons). I was able to trim up the elevator slightly on downwind which gave my arm a rest. I had just gotten done with three hours in a Gobosh 700 with balanced controls, so I may have been mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously, let me note that I cut the openings of the 601cowl to the recommended diameter of 4 7/8" (actually mine missed the mark slightly as I cut it to just 4 3/4") Previously, I had not made the cuts to the nose bowl and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight around the pattern was just before the 12:30 data (the 12:30 reading was after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL,
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_________________
William Dominguez
Zodiac 601XL Plans
Miami Florida
http://www.geocities.com/bill_dom |
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wjones(at)brazoriainet.co
Guest
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| Posted: Fri Jun 06, 2008 12:10 pm Post subject: First Flight of 601EL, Really! |
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Congratulations Scott ,I know these figures will be beneficial.
Wade Jones South Texas
601XL plans building
Cont. 0200
[quote] ---
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davgray(at)sbcglobal.net
Guest
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| Posted: Fri Jun 06, 2008 12:27 pm Post subject: First Flight of 601EL, Really! |
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Scott
Congratulations.
Double Check your charging circuit. The voltages are too low to maintain your battery. Anything above 1100 rpm should read in the 13.0 - 14.2 range depending on what you have turned on. (Assuming a JD Dynamo )
The numbers you show are what I would expect if your were running on battery only.
You might see 12.2 at slow idle.
Gary Ray
[quote] ---
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Ron Lendon
Joined: 10 Jan 2006
Posts: 685
Location: Clinton Twp., MI
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n801bh(at)netzero.com
Guest
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| Posted: Sun Jun 08, 2008 3:34 pm Post subject: First Flight of 601EL, Really! |
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Congrats to you.. !!!!!!!!!!!
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "Scott Thatcher" <s_thatcher(at)bellsouth.net> wrote:
601EL is a 601XL with a Warp Drive prop and a 100HP Corvair engine.
OK Guys, I did it! At 12:30 today (Friday), I made two high speed passes down runway 8R at F45 (North County Airport in Palm Beach Gardens, FL), and managed to get about 5 feet of air between me and the tires.
On the third attempt, I switched to the right ignition and got a little better full power output. While looking at the RPMs (2550), I then looked up and noticed that the speed was 70mph and I was a lot closer to the end of the runway than I felt comfortable with. Now I know that the real first flight was done by Gus Warren but that flight also was just above the runway, not actually in the pattern. Knowing that I wouldn't stop in time, I elected to continue flying.
Since I had not done a test with the nose pointed upward while tethered to the ground, I elected to do a very shallow climb out while looking down to see where I would put it in the event of an engine failure. I never noticed before how really poor the terrain is on the end of 8R at F45!
I climbed at about 500 fpm and 90 mph (I'll get better as I practice with stalls, etc) and made the right tun to crosswind. By the time I turned downwind, I was still only 700' and still climbing. The speed was inching up to about 110mph and by the time I was abeam the approach numbers, I noticed someone on a three mile final so I extended the downwind considerably. I throttled back to about 2000 and then turned Base followed by a quick turn to final.
Descending at 500 fpm and a speed of 90mph, I came over the numbers a little hot but it floated for awhile and then touched down in the nicest 3-point attitude (if I had a tailwheel), with the nose coming down shortly after. I did not use flaps on takeoff or on final.
As far as handling, the elevator seemed heavy as did the ailerons (I use the riveted ailerons). I was able to trim up the elevator slightly on downwind which gave my arm a rest. I had just gotten done with three hours in a Gobosh 700 with balanced controls, so I may have been mentally comparing the two without knowing it.
Oh yes, and for those who mentioned that I was running hot previously, let me note that I cut the openings of the 601cowl to the recommended diameter of 4 7/8" (actually mine missed the mark slightly as I cut it to just 4 3/4") Previously, I had not made the cuts to the nose bowl and my temps got fairly hot.
Here are the numbers I encountered during the high speed taxi and just after the first true flight along with the time of day.
Activity Taxi ---High Speed Taxi--- Flight
Time 11:45 11:58 12:10 12:30
Fuel Pres 4 2.9 2.9 4.3
Oil Pres 50 40 30 40
Oil Temp --- 190 225 228
CHT-CHT 200-350 250-350 250-350 200-320
EGT-EGT 800-1020 850-1050 800-950 750-950
RPM's 700-1200 2500 2550 2700
Voltage 12.2 12.2 11.9 11.7
The two high speed taxis were between 11:58 and 12:10. The actual flight around the pattern was just before the 12:30 data (the 12:30 reading was after taxiing for about 4-5 minutes)
Hope the data helps the next bunch.
Scott Thatcher, Palm Beach Gardens, FL
601XL with Corvair, Registered as E-LSA
N601EL, http://placestofly.com, EAA203
http://mykitlog.com/sdthatcher
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