Mark Ertz
  • Male
  • Burlington, IA
  • United States
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Mark Ertz's Page

Profile Information

Aircraft Model
ZODIAC XL
Project Status
Flying
Building From
Kit
Engine installed (or plan to install)
Jabiru
Building Experience
No Experience
Flying Experience
Private Pilot
Building and Flying Info / Your Profession / Other Background Info
Retired DoDDS Educator
Home Airport (ie. KMYJ)
KBRL

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Mark Ertz's Blog

?PRINCE PROP on 601xlb w/ Jabiru 3300?

Posted on September 27, 2015 at 2:17pm 0 Comments

???Please report your experience with the Prince propeller on a Zodiac 601XLB with the Jabiru 3300 Engine.  It would be nice to hear your Static, climb and cruise numbers.  Knowing how the CHT & EGT temps are affected would be helpful. Fuel burn and other engine info please.??? 

I been reading about the P-tip carbon fiber coning prop by Prince.  58x48 are the dimension that they recommend for my A/C.  My Current prop split on the tip and I am about to buy a new prop. 

Rotec 40 TBI replaced Bing, 3300 Jabiru/601XL-B

Posted on August 16, 2013 at 10:09pm 3 Comments

Recently, We replaced the Bing Carby w/ a Rotec's 40 TBI to my Jabiru 3300.  Here the results: (After 25 hours running)  Still using same throttle system and air box system.   

1. Now can reach 2850 rpm in static run-up.

2. Shorter lift off distance.

3. Fuel burn @ cruise 5gph.

4. EGTs closer.  CHTs cooler.

5. Able to control mixture.

6. Very easy Starts.

7. Only use electric fuel pump for first start of day w/ primer once.

8. Climb…

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Jabiru 3300 Top Overhaul (continued)

Posted on April 20, 2013 at 10:29pm 1 Comment

Just completed test flights after top overhaul.  High flow valve lifters with improved upper oiling system was a easy but expensive change to our a/c.  New piston were added as well. 

 

Reinstalling connecting rods went very smooth and neat.  Cylinders were reused and new through bolts were…

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Top Overhaul of 3300 Jabiru

Posted on April 7, 2013 at 7:30am 3 Comments

March 2013, 675 hours, Low compression, blow by @ rings & two leaking intake valves.  Major issue is with baked carbine on pistons, stuck rings and oil starvation @ top of heads.  New pistons and new hallow rod & valve system assem.  Need control of mixture so we are going with Rotec TBI, dropping…

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Comment Wall (16 comments)

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At 11:51am on March 27, 2013, Stephen R. Smith said…

Hello Mark,

My 601XL is flying regularly. I have almost 1,500 hours on it.  I am on my second engine.  The first one died at about 900 hours with camshaft/lifter failure which also destroyed the crankshaft.  I am still using the Bing carb but have added the HACman mixture control.

Steve

At 7:42am on January 18, 2010, Jake Reyna said…
Mark, you are correct, ZAC did "work the center section from the back uprights and back bottom to the front when reassembling". Remember that ZAC was making this up as they went along, they didn't have the advantage of hindsight. Would it be easier if I did it this way? Could we do this outside the a/c on a workbench? The answer is yes, it can be done on a workbench.

After I had Upgraded the Center Spar, all the holes were drilled, then it was time to install. I realized that the Bottom Doubler could also act as an install template since we use the existing rear Center Spar rivet line and the Bottom Doubler uses the same holes. This meant that after setting the rear rivet line, I could then set the front Center Spar rivet line making sure that I used spacers to maintain the wing spar gap before drilling. ZAC does the same thing while the Center Spar is in the a/c. Finally, the front rivet line on the Bottom Doubler is just a matter of measuring back 10mm and using the holes on the front and back of the Center Spar that go through the longeron for the edge reference line. The existing longeron holes can be drilled later.

The back uprights (Rear Attachment Uprights, the ZAC Drawing names to avoid confusion) are attached to the Center Spar via a top and bottom Spar bolt hole, so we have exact alignment, the Center Spar doesn't have to be in the a/c. My blog details setting the Front Upright using the Center Spar as the template.

So, you end up with a pre-drilled Bottom Doubler Template. Install using the existing Rear Center Spar holes and then back drill up through the fuselage without the Center Spar installed. Then you drop in the Center Spar and it all lines up :-)

Like you, I work alone. Unlike ZAC, I don't have 3-4 guys laying around, so I had to get creative based on my skill set to accomplish the task. The Center Spar and Uprights mate to my fuselage perfectly, not saying my fuselage is perfect, since I used the original components as a template.

jake
At 8:13pm on December 6, 2009, Charles Thie said…
Thanks Mark for all your help. Charlie T, Burlington, Ia
At 10:31am on December 3, 2009, Robert Ertz said…
Hey Mark. You can find Don Miles page by clicking on friends in upper right hand corner of your page, and type his last name in search window. Or if you get on my page I think you can click on his name in one of his comments. Good luck, and thanks again for going to ND with dad.
At 9:37pm on November 28, 2009, Frederick said…
Thks for the help on the soft field take off numbers.
Fred
At 7:20am on November 23, 2009, Dr. Edward M. Moody II said…
Not absolutely sure due to my abundant falibility but I may have been climbing or descending to the VFR cruise altitude when to going from one side of the compass to the other. At least at that moment I was traveling in the same general direction as the IFR guys closest to me.

Slap on the cuffs and take me away to cruise prison,

Ed
At 7:34pm on November 22, 2009, Jake Reyna said…
Mark, I agree with your thoughts on addons. This was a solution for another builder that couldn't do the hydraulic solution for a parking brake. I'm in the same boat, I don't want to add valves and fittings, potential sources of failure, but I like the idea of having something to hold me until I can get out and chock and chain. This was also put forth in the original post, those windy days or sloping ground. So, it's not a true parking brake, it's more of an unpaid attendant. As for weight, the control cable might be the heaviest piece. I do plan on making a working version and I'll post the details.

I have built my airplane, was just about to hang the wings, over a period of almost 5 years, and my philosophy has been to keep it simple and keep it light. Light has been very important and it allows me to do stuff like this because I've kept it simple and light.

I've seen some of the airplanes you speak about, lot's of eye candy, etc. My panel is redundant and I've spent 5k, that should give you an idea. I am planning on splurging and adding a Falcon Electric Attitude, just in case I get into low visibilty.

Rest assured, any bell or whistle in my airplane will be based on need and performance. I really need it and it better work ;-)

Jake
At 9:39am on November 20, 2009, Dr. Edward M. Moody II said…
"Comment by Mark Ertz 15 hours ago 6100'. Is that a required VFR flight level above swamps? Busted!"

I beg your freakin' pardon... The restricted airspace is below 1500' MSL (I think). It s 2-fer in that we don't want anybody hazing ducks (or duckhunters for that matter) and there is a lot of permitted helicopter traffic along the coastline from the mouth of the Mississippi River all the way past Galveston, Tx.

For that matter, I didn't even crowd the clouds... "152" ... 1,000 " above, 500' below, 2,000' lateral except for SVFR "clear of clouds".

Now, have I ever busted a minimum????? Hmmmm.

I have become fond of the airspace above 3,000' now that I have a plane that will climb at 500fpm+ with full fuel and two on board. It's cooler and smoother up there. The engine likes to run in it's leaner midrange above 5K so the GS vs fuel burn is a bonus. I've probably flown more time above 5K in this plane than I did in the previous 350 hours of PIC time.

Ed
At 8:13am on November 20, 2009, Dr. Edward M. Moody II said…
Yep, I'm too old and too attached to my right to my own opinion to care about the sticks and stones either... I'm a dentist and as such I'm acustommed to mixed reviews anyway. I have no deathwish, Hence the tongue in cheek "running with scissors" remark. I always have and continue to believe that I am flying a safe airworthy plane. That and the extreme inconvenience of the total package of mods are what are guiding my decision.

I look forward to meeting you someday.

Ed
At 9:10am on November 18, 2009, Dr. Edward M. Moody II said…
Re your latest blog post, well said Mark. Don't be surprised if you are villified for not towing the "we need to modify" line. Your head is obviously in the sand and you seem to like running with scissors after all.

Ed
 
 
 

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