davgray(at)sbcglobal.net
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 Posted: Wed Jul 29, 2009 4:49 pm Post subject: WW's New Flight Operations Manual-- Long post for those not |
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The Flight Operations Manual is 85 pages and just as interesting and useful as the engine manual.
Since I don't know what the XL601 test project is, I probably did not.
I did do my test flights including the first.
During the early flight testing I experienced things like the following:
The first surprise was that the 7.5 A fuse in the flap circuit blew on the first flight
without deploying any flaps. I checked it for any problems, found none and changed it to a 15 A, never had trouble again. I think
the flight loads make a difference in the current draw of the electric flap motor. This did not concern me at the time as a flapless
landing is quite easy at 601XL landing speeds.
Also I found that my aircraft displays neutral stability. It does not return to level flight after being disturbed. I am contemplating
reducing the incidence of the horizontal stabilizer but will wait until I hear the plans from Zenith on any wing mods.
The 650 model has effectively done this with the change in wing incidence.
I found a pilot could turn on both fuel pumps at the same time which the carburetor did not like so I changed the wiring to an either/or but
not both setup. I did this prior to the first flight.
I used some time trying to work out a solution for the Ellison Carburetor but decided to switch to a MA3-SPA after 19 flight hours.
It was running too lean at WOT settings on my 2700cc engine. From what I could find out on the Ellison website under the VW section was
the EFS3A likes a 3000 cc or larger engine to avoid this. A couple things that the Ellison does better is a smoother cold winter idle warm up and it atomizes the fuel more evenly when leaned.
At this time, I have an aircraft and engine that has been debugged which gives me a large degree of confidence in the system when I fly. But I
still do not fly over Lake Michigan or in any weather that may put me in a situation that is below my personal minimums. I do not fly in MVFR conditions since that depends too much on the big sky theory of collision avoidance and on the theory that the sky is in the same condition everywhere. I am IFR rated but not current and my aircraft is not setup for IFR flight. It is just good enough to safely keep the greasy side down during any inadvertent IMC encounters until I do my 180 degree standard rate turn and exit.
Fly with prudence.
Gary Ray
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