Zenith 701 Emergency Procedure Practice
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- čas přidán 5. 04. 2024
- This shouldn't have to be said but I guess I should anyway - this is NOT an instructional video. This is just me practicing things the way I like to do them. If you are not familiar with these procedures, fly with a flight instructor first before practicing them on your own.
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Aircraft: Zenith CH 701 STOL
Engine: Zonsen C100 - Rotax 912ULS clone (100hp)
Propeller: Warp Drive, HPL aluminum hub, 3-blade, 70"
Cruise speed: 80 mph
Fuel Capacity: 20 gallons
Range: 300 miles
Payload: 500 lbs
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Here's the link for anyone who'd like to help support the channel.
paypal.me/ytmmatt
Thanks to all! :-)
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Get all your awesome headset and helmet needs met here!
qhaviation.company.site?aff=2
Use coupon code "MMATT" for $25 off your next order!
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UPAC.ca is a great resource for ultralight pilots in Canada. I highly recommend joining to help support the work that they do for us.
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Cameras:
DJI Osmo Action (with JJC Mic Adapter for intercom audio)
Insta360 One X
DJI Mavic Mini
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All drone flights are conducted in accordance with CARS 901.47 and 901.73
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Navigation and Weather apps that we use:
Polaris Ride Command
GPS Essentials
WindFinder
ForeFlight
FltPlanGo
Windy
Great video. It would be good to see the footage of the stalls from the in-cockpit out the front view for the entire stall to see the attitude change better and watch the recovery technique.
Good to go out and do the basics! The power on stall with these planes are sporty because they don’t want to stall…..my Aeroprakt does the same. That’s a good problem to have lol
Totally brings back memories of when I was an instructor, thanks Matt.
Hi Matt, from wet warm Australia! Interesting things you taught in this video - thanks! I don't mind if videos are over 10 minutes. I enjoy watching the full length versions rather than waiting for the next episode. I am about to upload one that is 31minutes, but it tells the whole story. If people have short attention spans, that is not my problem ;-}
Great video Matt. This is exactly where I am in my PPL training so it’s a good review from another source.
So much fun !
Wow!!! Thanks Matt. That was really informative! And fun! Oh, still trying to send more hot air from SC! 😎👍
Even at age 63, still find myself saying “YEEEE-HAAAWWWW” every time you run that Low-Level Pipeline !!! 😝 (scoping out power lines in advance - as you do - highly recommended 👍) Used to love that in the Murphy Renegade back in the day 😎 (ie. before Transponders 🤣)
I'm glad you like it! :-)
I wish I could get off the ground that fast!
You mean in an airplane, and not a chair I hope?! (kidding..) Cheers from Winnipeg.
I'm getting ready for my check ride, and what you showed was almost identical to what I've been taught. The only exception was the emergency landing, I've been told to look for a field, and not a road, because of the high level of power lines in the area we practice in. Cheers from Winnipeg.
Exactly. I only selected that road because I was familiar with it and I knew it didn't have power lines.
Reminds me I am due airworks and emergencies.
Instrument landing with the tail cam feed. This will be sick
Hey Matt. I was wondering if u have the slats that were supposed to be on the 701 and have u considered installing them. I recently watched a video where Deane Philip from New Zealand talked about how people where basically trying to make a 701 fly like a Zenith Cruiser. I guess it would be quite an ordeal to install them if the mounts have been covered up. I dont think from what i understand that u really gain anything in speed relative to what u lose in takeoff and landing performance. Love the videos man. 701 is awesome and can't wait to get one flying. Looking forward to the fuel injection upgrade also. Cheers !
I have flown 701s with slats and I didn't notice too much of a difference between them and mine which has VGs. The lack of slats supposedly increases the cruise speed slightly. I'm perfectly happy with the performance I'm getting with my configuration though. At the very least, you save a bit of weight by not having them on. Lol
How do stalls and slow flight compare to the Beaver?
The 701 can fly and stalls a bit slower than the Beaver. The Beaver stalls closer to 35 mph and slow flight is closer to 40 mph.
Matt this is Bobby from South Texas how long does it take to learn how to fly the beaver or the zenith
It really depends on the person. I've had some learn in about 15 hours of flight time and others have taken 40. Everyone learns in their own way so it's really hard to give a definite answer.
Hey Matt, i was wondering if spin training is a requirement in Canada for a pilot certificate? I thought it was for some reason but dont really know. Its not here in the US but i thinkbit absolutely should be. My first flight instructor was scared to death practicing stalls in a Cessna! If someone is scared or rattled doing stalls they should not be a pilot and definitely should not be teaching! Im blown away by the number of pilots i run across that are scared to stall an airplane. Anyway , great video as always. Thx.
I guess the correct answer is “it depends”
For the PPL, yes spin training is a requirement.
For the RPP, I don’t think so but depends on the school
For a Ultralight permit, I don’t think so, many ultralights aren’t spin capable.
I agree that all pilots should get spin training (I’m looking forward to it).
Yes, spin training is a requirement for PPL and CPL in Canada. It's not required for UL permits and I'm not sure about Rec. I absolutely agree, every pilot should be competent with stalls. There's nothing scary about them once you understand them but you'll only understand them with practice and experience.
Finishing my RPP out here on the “Wet” Coast. Spin Training & Spiral Dive not required for the RPP, BUT demonstrated by my CFI and I was allowed to handle the recovery in the C172. Good to know, even though as you stated Matt, it really takes a BIG effort to convince a 1150lb STOL Airplane (vs. C172 at 2400lbs Gross) to enter either one of these manoeuvres 😊 Also, really liked your demonstrations of the Emergency & Precautionary Landings 👍 Once again, your camera angles (and the gorgeous VFR day) make it truly come alive !!
The acceleration and climb performance seem excellent from your Rotax 912 clone. I wonder, what is the cruise speed like with that engine in your Zenith?
85 mph at 5000 rpm at 4.25 gph.
@@mmatt thanks. I'm really surprised it's that low but I guess you can't have that STOL and climb performance and a 120 knot cruise on 100 HP.
Matt why couldn’t I hear stall warning alarm. Did you edit it out?
Being an Experimental it likely doesn't have one as they're not required. I don't have one on my 701 either. Would like to add one..
Kyle is correct, I don't have one but it's really not necessary either as the plane gives plenty of warning before it stalls by way of buffeting and "oil-canning".
As Matt said, a stall warning is not required on an Amateur built (experimental) aircraft.
Realistically, with all of the variations in construction, it really wouldn't be accurate anyway.
That being said, an AOA (angle of attack) indicator is available for any aircraft and is worth the price if you are doing any kind of STOL flying.
Remember, all wings will stall at any airspeed if the critical angle of attack is exceeded.
A stall horn only lets you know that you are approaching that point, where an AOA indicator will show you the stall transition through the entire speed range.
You can fly any aircraft well below its stall speed with power and the correct angle safely.
Highly recommend everyone has one!
@@splaser7014 explain to me the statement any wing will stall at any airspeed? It would seem that speed of air going over wing produce’s lift. With enough speed you can do a loop or fly straight up. Not understanding that statement. I am not the brightest lite in the box help me out please
@@berniebrown9115 That is a great question, and one that is misunderstood by a lot of people. Thank you for asking for clarification.
A wing creates lift by dividing a column of air in to two separate flows around the wing. When air goes over the top of a wing, it is accelerated by the shape (curve) of the foil (it has to speed up in order to meet the flow of air that it separated from that went under the wing). We know that when airflow speeds up, its pressure decreases, which is what we call lift.
This airflow of the top of the wing sticks to the surface of the foil (boundary layer) for approximately 25-35% of the length (chord) of the wing in normal straight and level flight.
As the angle of the wing (angle of attack) increases, this airflow sticks to less of the surface of the wing and eventually will move far enough forward on the wing that lift does not equal weight (and to some extent drag) and will separate from the wings surface in a turbulent fashion.
This is when the wing stalls, or stops producing lift.
This separation of turbulent air can happen at any airspeed once the angle of the wing exceeds the point where the air sticks to it (critical angle of attack) in relation to the relative airflow. Speed makes some difference to when this happens as the relative airflow is faster and keeps the flow of air on the top of the wing for longer, but the fact remains that any wing will stall at any speed once the critical angle of attack is exceeded.
I hope that makes it a bit clearer.
3 Pan/Mayday, not 4 or 5 😂. ( Had to look hard to find a critique 😅) Emphasize rudder only to pick up wing at stall. Instinct says aileron😢. And if you don't know that, the resulting spin will tighten your shorts, at the very least😢,
It's 3 "pan-pan", not 3 "pan".
ised-isde.canada.ca/site/spectrum-management-telecommunications/en/official-publications/information/radiocom-information-circulars-ric/ric-21-study-guide-restricted-operator-certificate-aeronautical-qualification-sf09802#s7_1
And aileron induced spins are fun! Hahahaha!
I stand corrected😢.
@@4437RR It's a confusing one, I wouldn't worry about it. I'm pretty sure they'll still take your distress call either way. Lol
It appears many pilots use EELO today....Everybody Else Look Out.
Hahaha! I hope not!
Okay. That's $5 in the preposition bucket 4 use of "for" on radio. Shame on you, Matt. You really DO know better. Tsk. Tsk. Other than that, this vid ranks among your best.
Ya, I caught that in editing... lol
The more important thing though is to speak clearly so that it's not taken the wrong way. It's not technically wrong, it's just not best practice.
@@mmatt Matt, of course speak clearly, but the practice is due to the vagueries of atmospherics and the moodiness of radio circuitry and idiosyncracies of noise cancellation, or worse none. For example, "th" doesn't overcome squelch, so "t" is used instead, ergo "tree" instead of "three".
@@f.n.schlub2269 I understand. I've always struggled with figuring out the correct wording to avoid "for" when announcing my intended altitude while either climbing or descending, what phrasing would you use in these situations?
@@mmattfor what its worth I use "x thousand climbing/descending y thousand".
What I haven't been able to consistently stop using "for" in is a situation like "on the extended downwind for runway ##". I welcome suggestions especially since the airport I fly from has runway 4!
@@watashiandroid8314 That works, I'll try to give it a try. Old habits die hard. lol
For the runway calls, (lol...for) I simply don't say "for". Eg. "Woodstock traffic, India Mike Echo Mike, downwind, runway 31".
I find it works better if you say the word "runway" instead of only its designator.