Re: Flight report
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Quote from one US supplier, whom I trust and know personally.
"This is an outstanding carburetor, based on the initial Ellison design. It works
equally well as gravity feed or pump fed. Although it is referred to as a “Throttle Body Injector” it is technically a diaphragm control, flat slide, float less carburetor. It will not pickup if subjected to negative G’s. It has full authority mixture control,
and is known for very accurate mixture distribution. The ‘button’ on the diaphragm can be used as a primer, and the carb also has a bypass port to further prevent hard starting when hot. An affordable, brand new carb, in production many years and based on
a very well proven design. I am a US service center for these carbs, so they need not be returned to the factory if any service is ever required.-Made in Australia."
I've seen the 3300 on Zenith 701 and 601. Owners (West Coast and high DA bases) I
spoke with were pleased with the powerplant. I suspect your actually obtaining around 107hp constant at 85% throttle setting (that would be 2500 to 2550 RPM). Your redline is 2750 RPM if I
understand correctly.
A well thought out powerplant and it has proven itself to at least 18,000 ft PA.
For those that might choose this engine, what were your CG issues (and corrections) as compared to the O-200?
I ask because the availability of Certificated Continentals and to some degree Lycoming (and Franklin) which we had in droves back in the 1980's
is already a challenge 40 years later. I have made my decision on this topic but not everyone was hacked out of the clay to be a gearhead as I was. I own the equipment to back up the tasks as well so that is yet another factor.
I admit to be a rather serious chicken in the air, and over ruff terrain even more so. I've had a CFI on Bi-annual review ask me why I was
not having fun. He was a bit younger than I am (about 30 years). It's not that flying isn't deeply satisfying to me..it is!..but I realize my personality becomes quite stoic once the pre-flight begins. I guess it's the responsibility part that drives my seriousness.
I was trained in a more or less military manner..my first CFI was a WW2 and Korean War Veteran Instructor known to be strict. At the time exactly what a wise assed 21 year old wannabe pilot needed. I crossed my 40 hours on my exam. Soloed at just over 5 hours.
Fitzpatrik was a tuff old bastard but he put the right kind of fear in my kraut head right off the bat.
Flatland flying is at least a bit less tension, just give the storms a lot of respect. Lots of (hopefully) reasonable places to park below
if need be. Travel out of the Midwest is nice when aviating because the hours of bored driving in mostly dull scenery is avoided. I was born and grew up my early years mostly in Kansas and Florida. FLAT.
Now I live in Eastern Oklahoma which is a lot of lakes,trees,and hills. Not so many nice parking places if need be.
I'll be flying off my 40 hours at Cushing airport. Flat.
Vern
From: main@Q-List.groups.io <main@Q-List.groups.io> on behalf of Jay Scheevel <jay@...>
Sent: Saturday, June 12, 2021 10:43 PM To: main@q-list.groups.io <main@q-list.groups.io> Subject: Re: [Q-List] Flight report Hi Vern,
Flying behind a modified Jabiru 3300. (Six banger, horizontally opposed). It is modified with liquid cooled heads and I have a Rotec throttle body injector, so normally aspirated. Mike Dwyer asked about the ignition. I have one magneto and one fixed advance
electronic ignition, so basic stuff on both fuel and ignition.
Yep, need to be vigilant of winds and DA when operating in the mountains, but the scenery is great!
Cheers,
Jay
On Jun 12, 2021, at 2:59 PM, smeshno1@... wrote:
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