bobemery51(at)gmail.com
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 Posted: Sun Jul 24, 2011 12:53 pm Post subject: EGT in Jab 3300a |
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Hi all
I am up to 5 hrs in my new 601XLB. Flying off my 25 local hrs.
Flew over lake Macquarie yesterday. What a buzz.
I have my CHTs in range now but I am wondering what is normal EGT range.
By reducing power after TO I get them down a bit to around 1350 F max
I have a Sensenich ground adjustable prop
Seem highest with RPM around 2500 to 2600( cct and even descending)
I live inNewcastle NSW fly out of Cessnock
I would like to network with locals, who is out there?
Bob Emery
Sent from my iPhone
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Total Messages Posted Sat 07/23/11: 3
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Today's Message Index:
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1. 05:32 PM - Summary: 5 hours of phase I flight test. (Paul Mulwitz)
2. 09:27 PM - Re: Summary: 5 hours of phase I flight test. (Peter W Johnson)
3. 11:43 PM - Re: Summary: 5 hours of phase I flight test. (Paul Mulwitz)
________________________________ Message 1 _____________________________________
Time: 05:32:23 PM PST US
From: Paul Mulwitz <psm(at)att.net>
Subject: Summary: 5 hours of phase I flight test.
I completed the first 5 hours of flight test yesterday and flew another
hour today. The weather is finally cooperating.
I now have all the instruments and avionics working properly. Most of
it worked from the beginning, but there were a few hold-outs. I had the
squelch set wrong on my Garmin SL-30 so I wasn't hearing many radio
calls. Also the intercom function wasn't working on the SL-30 because I
had not grounded the required pin on the rear connector to enable it.
The LRI worked fine when I finally got the air tubes hooked up correctly
(they were reversed). I fixed a problem with the Dynon tachometer input
by adding a 27K resistor in series with the input line - as recommended
when I called Dynon. It was working at low and high RPMs but went crazy
at mid-power settings.
The airframe has performed remarkably well. I discovered today that the
elevator trim runs out before lowering any flaps on approach for
landing. I plan to add a fixed trim tab on the other side of the
elevator to fix this problem. Perhaps I will adjust the horizontal
stabilizer rigging some time in the future, but I am reluctant to mess
with that. My plane has no tendency to lower the left wing as many have
reported. This is probably because I canted the engine to the right as
suggested in Bingellis' book. I have found the "Nicest" takeoffs happen
with 1/2 flaps and landings work best with full flaps. I'm confident
the landings will be even better when I don't have to hold the nose up
against the pitch trim.
The engine has performed without any noticeable flaws. It is a new
Jabiru 3300A with hydraulic lifters. I have had issues with cooling
that show up mostly in cylinder head temperature on #3, but also have
seen some high oil heat in extended climbs. These have been solved by
reducing power until cooling works satisfactorily. I use full power on
takeoff, but extended climb and cruise are done at around 2700 RPM (red
line is 3300) and 90 KIAS. I will probably try to get the engine to run
harder after cleaning up the trim problem. Perhaps extra lip on the
lower cowl will be the first step. Eventually I hope to find the energy
to install "Internal pressure recovery" air intake ports for the cooling
ports and maybe for the oil cooler intake port as well. These fancy
ports have an expanding cross section as the air moves in from the front
so the airspeed is reduced and pressure increased. You see them on most
new high performance cowls (they have small round intake holes in the
cowl instead of the larger square-ish ones).
One oddity with the engine has to do with "Air Starts". I stalled the
engine while idling it for an approach and discovered it just wouldn't
start again by adding throttle. One twist of the starter key got it
going again. I was prepared for this by the documents that suggested
you just can't get this engine started without the starter - even with a
turning propeller.
The biggest problems have been "Pilot shortcomings". I really would
have benefited from a good checkout. Unfortunately, with much of the
fleet still grounded and none in commercial service I was unable to do
that. For anyone in the future who can get a good checkout before
entering flight test my advice is to go ahead and get the training first.
Paul
Camas, WA
N773PM in flight test.
________________________________ Message 2 _____________________________________
Time: 09:27:25 PM PST US
From: "Peter W Johnson" <vk3eka(at)bigpond.net.au>
Subject: RE: Summary: 5 hours of phase I flight test.
Paul,
Nice to see things are progressing.
I too run out of elevator trim with full flaps, especially when flying solo.
I added a sheet of ally to the existing elevator trim tab increasing its
area a bit and that made a lot of difference. I used a piece of scrap sheet
and double sided tape to try it out. Its still there.
After a few hours, I added the aileron trim tab. I fly with and without
passengers and always seem to be trying to trim with the fuel selector,
using fuel out of the heavy side first etc. The trim tab made for much more
relaxed flying!
I have an O-200 with the Zenith supplied engine mount, check out the off
set:- http://zodiac.cpc-world.com/pages/IMG_1163_JPG.htm
I had a check out with our local agent in Bendigo's 601 before my first
flight. It was definitely worth the time and effort. Allan's 601 has a Rotax
and is a bit different in W&B that my O-200. Still better that flying
"green" though.
Have fun
Peter
Wonthaggi Australia
http://zodiac.cpc-world.com
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