terryc

Hi Pud, Did you think to check the reduction of your gearbox. On some it is stamped on the body under the propeller. only some. I don't think it is a 2.58-1 but a 2.24-1. I think that would account for the 12 degree pitch blocks. I'm no expert but enjoying chasing info on propellers, blade pitch and gearboxs for you. Terry.

My thoughts exactly I could not have put it better myself. Here. Here.

Hi Pud, yes their 12 degrees all right. 1/So we know the pitch for certain 2/ We know the 582 for certain 3/ Gear box. Do we know for certain the gearbox, I don't think we do. Maybe you could double check this Pud. Gees this is fun :roflmao:Sorry Pud I know it's not for you

Hi Pud, The 17 degree blocks offered by riley will make the problem worse by loading your engine even more. I have used them on mine but found them no good with two up so took them off straight away. The 16 degree blocks I used mostly [150 hours ] and what was on it when it came from the factory gave me 6200 revs exactly at full power on climb out the same as yours. When my engine was rebuilt after my accident the l2 that did it insisted that I change the 16s to 15s because the power lost in that extra 600 revs was considerable and needed with a t500. He was dead on the new climb out revs were exactly 6800 revs and a better climb rate. I've used 17 16 and 15 degree blocks and there's no doubt the 15s are the correct ones for the 582 on a t500 I remember tony hayes writing an article on this, maybe on this forum. I'll see if I can find it for you. Terry

Hi Pud, with your 582 and gear box if you are getting 6200 revs flat out you do have 16 degree pitch blocks. If you want [and you should] to get 6800 revs you need to replace them with 15 degree pitch blocks. the maths don't lie. Altitude does make some different but not a lot unless you are on a high mountain top. If your pitch blocks have a 12 on them it must be for something else and not relating to pitch. Regards Terry

Yep, recreational flying for me too.

It's very interesting how stories develop over time, most off which are far from the truth. I've read many comments about people being unhappy with their new 750 but nothing but praise from the pilots that fly them. It's my understanding that the 750 has many small changes from the 701 and these changes achieved there intent, if this is so then the designer has done what he set out to do. When I was looking at a savannah kit the agent spent most of our discussions bagging the zenith 701 and very little time promoting his product, needless too say I didn't buy. Most pilots in my neck of the woods love looking and touching and flying any light aircraft and talking about their differences rather than any failing they might have. The savannah and the 701 and indeed my thruster all have idiosyncrosies [ spelling] that are unique to them. As I have built hrs in my thruster I have honed my skills accordingly. I'm sure it will be the same when I'm flying my 701. soooooon I hope. regards Terry

The zenith 750 with bubble doors is a massive 50"

eightyknots, mykitairaplane.com is the site. It's a US site. The fella's name is george race and I've bought a number of things from him for my 701. His easy to deal with and helpful. Terry

Try this as an idea This is a complete seal which is water tight cut with cnc machine and a neoprene washer. cheap too. I've used this fellow to make some things for my 701

Hi Pud, the thruster is one of the easiest to side slip, easy to enter and easy to exit. I didn't like it at first but now I do.

Why do they have every right to be angry. Why would law abiding aviators have the slightest problem with scrutiny. This paranonia is breeding contempt. It's time it stopped. I once asked my cfi why this type of thinking is more prominent in rec aviation and his thoughts were that because flying was so much of an individual sport that our main focus was on ourselves. Come on guys give it a rest.

Hi Brian I too have brought a dynavibe, and like you haven't used it yet , hope to over xmas. Will let you know how I go. From my research results should be great.

Hi Pud, When my thruster came from the factory it had every connection on the fuel lines held with cable ties. When I repaired it after the owners crash I replaced them all. I must say that after ten years they were still in perfect condition.

Hi John, you should use aluminum rivets with aluminum stems. Having used thousands of them I can tell you they don't come cheap.

Thanks for the pics, mmmmmmmate your a legend. That's a lot of manual labour, but when a man's on a mission a man's on a mission.

Hi Flyerme, I've never lost tail control even at very low speed on the ground so I don't think what you describe is typical of thrusters. I suspect it's unfamiliar aircraft that is the problem. Thrusters have little querky responses that can catch you off guard if your not on the ball. Having said that once your've mastered it you never need to think of it again. It would be better for you if you had someone show you these things with a couple of check flights. When I did my conversion for tail wheel in a thruster [ because I own one] my instructor let me go on my merry way until he needed to take over. Without him both our first experiences would have been the same. From there with some help it was quick and easy to pick up and it does become second nature. Good luck.

What a lot of doom sayers. What's wrong with you guys. I think I'll give this forum a miss for a while

Who are they, I doubt that such a system would hold up in court. If it's been applied then it needs challenging.

up up and away with P U D.

Just read his article, has a nack for stating the bleeding obvious doesn't he. During my training much time was spent on circuits and touch and gos and I very much enjoyed it. I think it gave me a lot of confidents in controlling the aircraft on the ground as well as understanding the effect of increased and decreased thrust. Spending my time backtracking continually during my paid hour would have seen me looking for another instructor particularly when ground lessons were free. When your flying there is only a certain amount of info you can take in [ for me anyway] and I'm sure instructors take that into account for each student. If training was carried out following his logic paid flight hours would escalate considerably, hence increasing cost and in my opinion with no learning benefit.

I noticed that nearly half of the engine orders are for zenith 601s, 701s, or 750s

I think the advice he might have received went something like winsor68s comment. Sometimes comments by a coroner have real value and sometimes they don't. In this case it seems he/she is a bit out of touch.

Hi Docjell, firstly that's great, secondly our rights to privacy are the same, it seems VH rego plane owners are not given their rightful entitlement in this regard which I was not aware of and needs to be addressed. It's likely something that's gone on forever back when nobody cared about others privacy. Nowadays this is unacceptable. I like it as it is and don't want RAA office staff time taken up with people chasing up plane regos and such,[ important matters excluded of course.] If the issue is one of avoiding landing fees as was the inference in an earlier post then that's one of dishonesty and should be frowned on by us all but is not cause to have our rights removed. Sorry about the misquote my brain and fingers aren't as connected as they should be, on the issue of responsibility and reasonability we will have to disagree. Regards Terry

Hi Docjell, what are you inferring with the tone of your post, you ask by what right do we ask RAA to kept our details private. Well, the right given to us by government legislation. You say this is not responsible or reasonable, how can this be so and how can we be being treated any differently from other aviators, Do you have a chip on your shoulders that you would like to get off. [ I ask this question respectfully]