Update - Zenith Aircraft Builders and Flyers2024-03-28T15:41:10Zhttps://zenith.aero/forum/topics/update?commentId=2606393%3AComment%3A838716&feed=yes&xn_auth=noSorry I didn't reply sooner J…tag:zenith.aero,2024-02-24:2606393:Comment:9255982024-02-24T23:57:41.540ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>Sorry I didn't reply sooner John. Don't know how I missed your message. Just noticed it today. I don't check this thread regularly, to say the least.</p>
<p>Anyway, I don't really know if this meltdown occurred while I was airborne or if it happened after shutdown with the heat trapped under the cowl combined with the radiant heat still coming off the header pipes. I'm inclined to believe it was the latter. There was no indication of a voltage drop while I was airborne. I wrapped heat shield…</p>
<p>Sorry I didn't reply sooner John. Don't know how I missed your message. Just noticed it today. I don't check this thread regularly, to say the least.</p>
<p>Anyway, I don't really know if this meltdown occurred while I was airborne or if it happened after shutdown with the heat trapped under the cowl combined with the radiant heat still coming off the header pipes. I'm inclined to believe it was the latter. There was no indication of a voltage drop while I was airborne. I wrapped heat shield on the header where it's closest to the battery. In addition, I've fully shielded the battery with fins going upward and downward from the battery retaining strap. I've also added a pair of louvered strips on the top of the cowl. Now, at shutdown I can feel the heat pouring out of those louvers and during flight the coolant is running below 200 degrees. The louver fins are angled aft so they pull air through the interior of the cowl and discharge it rearward. The cowl itself now feels warm at shutdown rather than extremely hot as before. I think I've finally got this solved. We'll see if things still look good once the summer temps arrive.</p>
<p></p> Were you airborne when this h…tag:zenith.aero,2023-09-15:2606393:Comment:9129162023-09-15T01:13:55.054ZJohn "Allen" Walkerhttps://zenith.aero/profile/JohnAllenWalker
<p>Were you airborne when this happened?</p>
<p>Were you airborne when this happened?</p> Sounds like a good option the…tag:zenith.aero,2023-09-14:2606393:Comment:9129742023-09-14T01:22:13.858ZKevin Perreauhttps://zenith.aero/profile/KevinJamesPerreau
<p>Sounds like a good option the heat shield should work specially if you wrap the headers as well.</p>
<p>Sounds like a good option the heat shield should work specially if you wrap the headers as well.</p> I thought of that Kevin and t…tag:zenith.aero,2023-09-14:2606393:Comment:9129722023-09-14T01:15:14.015ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>I thought of that Kevin and that's option #2 if shielding doesn't solve the problem. I never had this issue with the Jabiru installation but there was a SS heat shield directly over the muffler in that installation. Muffler was directly under the carb and I assume the purpose of the shield was primarily to protect the carb but I'm guessing it also protected the battery from a significant amount of heat too. Relocation of the battery is not an easy fix and at this point I just want to get…</p>
<p>I thought of that Kevin and that's option #2 if shielding doesn't solve the problem. I never had this issue with the Jabiru installation but there was a SS heat shield directly over the muffler in that installation. Muffler was directly under the carb and I assume the purpose of the shield was primarily to protect the carb but I'm guessing it also protected the battery from a significant amount of heat too. Relocation of the battery is not an easy fix and at this point I just want to get back to flying my plane. Heat shielding seems like a quick,easy, effective, and safe fix that won't put my plane out of commission for another several weeks or months. I've contacted Mark on this and asked for input. As long as he sees no safety issues with resolving this issue with shielding, that's the option I'll try first.</p> Hi Mike good catch, but if yo…tag:zenith.aero,2023-09-13:2606393:Comment:9127142023-09-13T22:27:22.465ZKevin Perreauhttps://zenith.aero/profile/KevinJamesPerreau
<p>Hi Mike good catch, but if you have to move weight aft, maybe relocating the battery as far aft as possible would not be a bad Idea.</p>
<p></p>
<p>Hi Mike good catch, but if you have to move weight aft, maybe relocating the battery as far aft as possible would not be a bad Idea.</p>
<p></p> Tip of the day: DO NOT mount…tag:zenith.aero,2023-09-13:2606393:Comment:9127002023-09-13T16:35:06.691ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>Tip of the day: DO NOT mount your battery on the firewall adjacent to the header pipes. See attached. Needless to say, I'll be getting a new battery. The plan is to add heat shielding to the battery itself (note that where retaining strap was, case is not melted) and wrap the header pipes and muffler with titanium heat shield tape. Before anyone suggests moving the battery to the other side of the firewall, most of my electrical penetrations are over there and in addition, I have a header…</p>
<p>Tip of the day: DO NOT mount your battery on the firewall adjacent to the header pipes. See attached. Needless to say, I'll be getting a new battery. The plan is to add heat shielding to the battery itself (note that where retaining strap was, case is not melted) and wrap the header pipes and muffler with titanium heat shield tape. Before anyone suggests moving the battery to the other side of the firewall, most of my electrical penetrations are over there and in addition, I have a header tank. Relocation would be a MAJOR project. </p> I've been out flying about 2…tag:zenith.aero,2023-05-27:2606393:Comment:9037852023-05-27T18:49:45.685ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>I've been out flying about 2 hours so far. I've got the Luga prop pitched at 14 degrees 4 inches in from the tips. The engine runs great but I'm at the very forward limit of CG. It was flying at a very nose high attitude just to maintain altitude at 5200 rpm and SLOW. Lots of nose up elevator required. Decided to put a bag of lead shot and a heavy oak board (total of 35#) at the very aft part of rear baggage area which is about 75 inches aft of the wing leading edge. Recalculated CG and it…</p>
<p>I've been out flying about 2 hours so far. I've got the Luga prop pitched at 14 degrees 4 inches in from the tips. The engine runs great but I'm at the very forward limit of CG. It was flying at a very nose high attitude just to maintain altitude at 5200 rpm and SLOW. Lots of nose up elevator required. Decided to put a bag of lead shot and a heavy oak board (total of 35#) at the very aft part of rear baggage area which is about 75 inches aft of the wing leading edge. Recalculated CG and it moved a little over an inch aft. Went flying yesterday and what a difference! Still has more nose up attitude than it did with the Jab 2200 but it's much better. I've calculated what weight I'd need in the tail cone to get the same moment as the weight in the baggage area and it looks like about 15 pounds. I'd like to move the CG aft another inch beyond that so I think I'm going with 20#. That will put me right in the middle of the CG range in a worst case scenario which includes 40# in the baggage area. </p> Just talked to Mark and pitch…tag:zenith.aero,2023-05-19:2606393:Comment:9033732023-05-19T19:07:21.012ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>Just talked to Mark and pitch numbers really don't mean a heck of a lot unless you're comparing the exact same propeller at the exact same point on the blade. I should have known that. Please disregard my previous post. Mark gave me some good information on how to get started zeroing in on optimum prop pitch.</p>
<p>Just talked to Mark and pitch numbers really don't mean a heck of a lot unless you're comparing the exact same propeller at the exact same point on the blade. I should have known that. Please disregard my previous post. Mark gave me some good information on how to get started zeroing in on optimum prop pitch.</p> Forgot to add one thing to my…tag:zenith.aero,2023-05-19:2606393:Comment:9033642023-05-19T16:05:33.984ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>Forgot to add one thing to my previous post. I'm looking for input on propeller pitch. I have it set now using the 16 degree jig that came with the Luga prop. That pitch is too low. I only had the throttle a little over half way open and the rpm was up to 5000. I was only climbing at about 300 fpm at 5,000 rpm. Mark suggests not going above 4500 rpm until the engine is broken in but at 4500 I'd barely maintain altitude. Anyone out there have any experience with an engine of similar…</p>
<p>Forgot to add one thing to my previous post. I'm looking for input on propeller pitch. I have it set now using the 16 degree jig that came with the Luga prop. That pitch is too low. I only had the throttle a little over half way open and the rpm was up to 5000. I was only climbing at about 300 fpm at 5,000 rpm. Mark suggests not going above 4500 rpm until the engine is broken in but at 4500 I'd barely maintain altitude. Anyone out there have any experience with an engine of similar horsepower on this airframe (601 HDS)? Any input based upon actual experience or firsthand knowledge would be greatly appreciated.</p> As a matter of fact, I just m…tag:zenith.aero,2023-05-17:2606393:Comment:9029762023-05-17T16:37:53.563ZMike Brennerhttps://zenith.aero/profile/MikeBrenner
<p>As a matter of fact, I just made my first flight about 10 days ago. Had to go out of town for a week but I'm back now and looking forward to flying a lot this coming week. Had a bunch of rain here in the St. Louis area and I'm at a grass strip so I may have to wait for it to dry out a bit first. I've had the engine ready to go for a couple months but then I had issues with my electric trim and com radio/ intercom. Didn't want to fly without either of those things working so that set me back…</p>
<p>As a matter of fact, I just made my first flight about 10 days ago. Had to go out of town for a week but I'm back now and looking forward to flying a lot this coming week. Had a bunch of rain here in the St. Louis area and I'm at a grass strip so I may have to wait for it to dry out a bit first. I've had the engine ready to go for a couple months but then I had issues with my electric trim and com radio/ intercom. Didn't want to fly without either of those things working so that set me back a bit. I also had an older version of the installation manual and it didn't clearly stipulate that "Break In" oil is required until break-in is complete. I never knew there was such a thing and neither did the folks at O'Reilly when I asked for it. Had to order on line. For the Jabiru I just used straight weight aviation oil. It's always something. Be sure to update your installation manual if you haven't done so recently. </p>
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<p>The first flight went well. VERY noticeable increase in power vs. the old 85hp Jabiru. Just flew for about 20 minutes doing close quarter laps around the field. As mentioned above, had to leave town after that. Looking forward to flying more this week, weather permitting. I'll try to be better about posting updates.</p>
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