Thank you Gilbert, the typical engine rpm in flight was 3150 to 3200. During lockdown I have increased the idle jet sizes from 0.42mm to 0.7mm in an effort to improve idle smoothness and prevent the engine cutting out. I wait to see.
Great stuff. 🙂 The SD1 always looks quite twitchy - is it a bit of a handful at times? That's the tradeoff for a slippery low wing SSDR I suppose. I note during the ground roll that even without flaps she still wants to stay in the air at around 45-50 mph by the look of it. Good idea to come in with all the excess, though.
Hi Dan, controls are very positive above 60mph but become increasingly loose below that speed. At the weight I fly without flaps it stalls at 52mph. That is without any buffet or warning. With full flaps same again but at 40 mph. She seems to either fly or not. Control is never a problem above 60 mph. Below 50mph you ask yourself are the controls connected at all? Last Summer I did have to use my insurance when the not flying option came into play while landing and still some 8 to 10 ft up...scattering the nose wheel assembly on the runway and punching the main gear up through the wing, Now 100% factory repaired again. So they do bite and bite hard without warning. Above 60mph right up to VNE not a problem. Takeoff has very limited control until above 60mph and it will drift badly in a crosswind. Landing is made difficult as slowing down is not easy as it is VERY slippery and the slightest little bit of power above idle either sends it through flap VNE or climbing. 60 mph approach is optimum ....not too fast for the flaps, good control and not that far from the stall. I have replaced the indent flap control with fully electric flaps. The reason for this is that if the indent jumps while in the circuit and one is on the slow side then the aircraft could and would stall instantly with no chance of recovery before you meet both the ground and your maker on the same day. Other than that they are just brilliant fast fun :-). just have to take some care.
@@Brainwinkler Thanks for that - really informative and confirms a general picture I suspected. Your description fits with the look and shape of the aircraft and I'm not surprised to hear there is a need for care at slower speeds. You can't have it both ways, though - that impressive speed with such little power and good handling at that speed means it's never going to be an X-Air anywhere near the stall! Glad to hear the aircraft is fully repaired again - that's great news, as is the fact that you escaped without injury of course. Approach speed sounds very critical indeed without a lot of wriggle room to adjust things. Your change to the flap control could literally be a lifesaver - great mod. In summary then definitely an aircraft for longer strips with shallower, faster approaches. I'm still amazed by what Spacek have achieved here, though - it's just phenominal. Thanks again, Christopher. And enjoy! 👍😁
Hi there, the cockpit is draught free and I only wear a thin NOMEX flying suit. I find it quite sufficient to use a £10 car seat heater from ebay. It has two heat settings and draws 4 amps maximum. (48w) I find the high setting too hot for me. It heats your back and bottom and is removable as it only needs a 12 lighter socket to fit. The heater is well within the 16 amp rating of the generator and rectifier and there is no risk of carbon monoxide. poisoning. Size and space limit the use of bulky clothes.
Thanks you for sharing looking forward to more video curious what was the monetary setback of the craft itself from purchase to air? Ps its a very good yhing to hear that your safe and okay I would be curious to see pictures of the craft after the incident as you said it had kept yout safe during the battle with the ground. stay safe and healthy.
How many nautical miles were tacked/ document in this flight? Or if you had to just guess more wondering the distance the craft is capable with a full tank of what ever octane it is. I have so many questions for you sir if you do get a chance to answer these I would be extremely grateful as I have nilch knowledge of air crafts or anything to that respective nature. Much appreciated.
@@mdwhitmi1 Sorry for te great delay in getting back but it uses regular motor fuel 95 octane (E5 to E100 from the local filling station. Tank capacity is 35 litres and the fuel burn in 5.25 litres/hr at 100 mph. so with an hours reserve that leaves 30 litres/ 5.25l/hr = 5.71 hrs duration. So in still air at 100mph 571 miles range at sea level.
Hi Anthony, the SEHT headset is very lightweight and has a nice light head squeezing pressure. which is brilliant for long flights. The ear cups are lovely and soft but dont seem to make your ears hot. The headset is very lightly built and not at all bulky as I have restricted headspace. The noise cancellation is good and high. Compared to other headsets I have used which are noise cancelling these are very nice indeed. The two AA batteries last and last. Overall they are light and delicate but perform without issue. They cut out all the deep droning sounds. Just handle with care. I like them. Carry two spare AA batteries in top pocket just incase. Volume sliders are smooth and do not scuff at all. I would buy these again.
Hello Jack, the aircraft has been repaired in the Czech Republic and is all 100% again. However It was collected well over two weeks ago but sat in French Customs for a week before they refused entry to the Tunnel. Since then it came over on the Ferry but again is stuck in UK Customs ever since . Unfortunately I am working away so it will have to go into storage to await my return. It looks like a new upgraded nose leg has been fitted which is a good move as there have been quite a few fail.
No flying because I have been building an electric flap system which will be shown as soon I can get some time to do so. Home jobs have also had to take a priority for a time along with some holidays.I have been flying my other plane to keep my flying current. Usual problems of too many things to do and not enough life to complete them all. Wish you well. Chris.
Hi Christopher, Just found your site and I am enjoying flying with you. What part of the world are you in? I am in California USA. I am looking at the SD-1 and now SD-2 as a project and Personal Plane. Would you recommend either? Thank you! Fun Flying Together Again.
Hi Darryl, both are excellent. It really depends on if you only ever fly by yourself or with a passenger. How deep your pockets are. The SD-2 has a higher fuel consumption SD-1 takes up less space. SD-1 has exceptional performance for a 33Hp engine and a fuel burn of 5.25 litres/hr. at 100mph If money was no object I would go with the SD-2 because of potentialy more baggage space, refined interior. and engine. Flying in the UK. North Lincolnshire. We have been in Covid lockdown since this flight :-(. Still waiting to be let out. again. The company manufacturing and selling the kits was excellent for service and quality, I cannot fault them at all with my experience dealing with them. I have front wheel steering which has rather too large a turning radius and increases weight/drag. Better options available at lower cost from them. Best Regards Chris
Vielen Dank für den Kommentar, Sie sind richtig, der Motor läuft rau bei niedriger Drehzahl. Das gefällt mir nicht. Das Hauptproblem ist, dass der Vergaser nur Hauptjets und Leerlaufdüsen hat. Nichts, um einen reibungslosen Übergang aus dem Leerlauf zu bieten. Der Motor stammt von einem Rasenmäher, wo sie in der Regel bei max. Drehzahl laufen. Am Vergaser gibt es überhaupt keine Anpassung. Vielen Dank Chris.
Thanks for the comment, you are right the engine runs rough at low rpm. I do not like it doing that. The main problem is the carburettor only has main jets and idle jets. Nothing to provide a smooth transition from idle. Engine is from a lawn mower where they usually run at max rpm. There is no adjustment at all on the carburettor. Many thanks Chris.
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Thanks for the video, appreciate the great footage quality and raw uncut flight! Looking forward to more like this
Hi Chris, very nice,no music at all !!! Pure engine sound.To see the RPM during flight would be fine.
greetings Gilbert
Thank you Gilbert, the typical engine rpm in flight was 3150 to 3200. During lockdown I have increased the idle jet sizes from 0.42mm to 0.7mm in an effort to improve idle smoothness and prevent the engine cutting out. I wait to see.
@@Brainwinkler Thanks
That lovely engine sound makes me smell freshly cut lawn. Even if it's the middle of January.
Yes I had that smell when I crashed it. :-). Very low cut setting.
Great stuff. 🙂 The SD1 always looks quite twitchy - is it a bit of a handful at times? That's the tradeoff for a slippery low wing SSDR I suppose. I note during the ground roll that even without flaps she still wants to stay in the air at around 45-50 mph by the look of it. Good idea to come in with all the excess, though.
Hi Dan, controls are very positive above 60mph but become increasingly loose below that speed. At the weight I fly without flaps it stalls at 52mph. That is without any buffet or warning. With full flaps same again but at 40 mph.
She seems to either fly or not. Control is never a problem above 60 mph. Below 50mph you ask yourself are the controls connected at all?
Last Summer I did have to use my insurance when the not flying option came into play while landing and still some 8 to 10 ft up...scattering the nose wheel assembly on the runway and punching the main gear up through the wing, Now 100% factory repaired again.
So they do bite and bite hard without warning.
Above 60mph right up to VNE not a problem. Takeoff has very limited control until above 60mph and it will drift badly in a crosswind.
Landing is made difficult as slowing down is not easy as it is VERY slippery and the slightest little bit of power above idle either sends it through flap VNE or climbing. 60 mph approach is optimum ....not too fast for the flaps, good control and not that far from the stall.
I have replaced the indent flap control with fully electric flaps. The reason for this is that if the indent jumps while in the circuit and one is on the slow side then the aircraft could and would stall instantly with no chance of recovery before you meet both the ground and your maker on the same day.
Other than that they are just brilliant fast fun :-). just have to take some care.
@@Brainwinkler Thanks for that - really informative and confirms a general picture I suspected. Your description fits with the look and shape of the aircraft and I'm not surprised to hear there is a need for care at slower speeds. You can't have it both ways, though - that impressive speed with such little power and good handling at that speed means it's never going to be an X-Air anywhere near the stall! Glad to hear the aircraft is fully repaired again - that's great news, as is the fact that you escaped without injury of course. Approach speed sounds very critical indeed without a lot of wriggle room to adjust things. Your change to the flap control could literally be a lifesaver - great mod. In summary then definitely an aircraft for longer strips with shallower, faster approaches. I'm still amazed by what Spacek have achieved here, though - it's just phenominal. Thanks again, Christopher. And enjoy! 👍😁
Hi Chris, do you have a cabine heating when flying in winter conditions,or are good warm clothes enough? Would you recommend it! greetings
Hi there, the cockpit is draught free and I only wear a thin NOMEX flying suit. I find it quite sufficient to use a £10 car seat heater from ebay. It has two heat settings and draws 4 amps maximum. (48w) I find the high setting too hot for me. It heats your back and bottom and is removable as it only needs a 12 lighter socket to fit. The heater is well within the 16 amp rating of the generator and rectifier and there is no risk of carbon monoxide. poisoning. Size and space limit the use of bulky clothes.
@@Brainwinkler Great, thanks Chris.
@@Brainwinkler I was just going to ask this. Thank you.
Thanks you for sharing looking forward to more video curious what was the monetary setback of the craft itself from purchase to air? Ps its a very good yhing to hear that your safe and okay I would be curious to see pictures of the craft after the incident as you said it had kept yout safe during the battle with the ground. stay safe and healthy.
How many nautical miles were tacked/ document in this flight? Or if you had to just guess more wondering the distance the craft is capable with a full tank of what ever octane it is. I have so many questions for you sir if you do get a chance to answer these I would be extremely grateful as I have nilch knowledge of air crafts or anything to that respective nature. Much appreciated.
@@mdwhitmi1 Sorry for te great delay in getting back but it uses regular motor fuel 95 octane (E5 to E100 from the local filling station. Tank capacity is 35 litres and the fuel burn in 5.25 litres/hr at 100 mph. so with an hours reserve that leaves 30 litres/ 5.25l/hr = 5.71 hrs duration. So in still air at 100mph 571 miles range at sea level.
Hi Christopher, I can see you are flying with a A7 UFQ headset. What is your opinion about this headset. Is the ANR efficient ?
Thank you !
Hi Anthony, the SEHT headset is very lightweight and has a nice light head squeezing pressure. which is brilliant for long flights. The ear cups are lovely and soft but dont seem to make your ears hot. The headset is very lightly built and not at all bulky as I have restricted headspace. The noise cancellation is good and high. Compared to other headsets I have used which are noise cancelling these are very nice indeed. The two AA batteries last and last. Overall they are light and delicate but perform without issue. They cut out all the deep droning sounds. Just handle with care. I like them. Carry two spare AA batteries in top pocket just incase. Volume sliders are smooth and do not scuff at all. I would buy these again.
I'd really like to get one of these.
Hello Jack, the aircraft has been repaired in the Czech Republic and is all 100% again. However It was collected well over two weeks ago but sat in French Customs for a week before they refused entry to the Tunnel. Since then it came over on the Ferry but again is stuck in UK Customs ever since . Unfortunately I am working away so it will have to go into storage to await my return. It looks like a new upgraded nose leg has been fitted which is a good move as there have been quite a few fail.
@@Brainwinkler how come you had to get it repaired? Did something go wrong?
Hi Chris,
How is it going? I hope you are fine.Nothing new from 0,42 to 0,7!
Take care.
No flying because I have been building an electric flap system which will be shown as soon I can get some time to do so. Home jobs have also had to take a priority for a time along with some holidays.I have been flying my other plane to keep my flying current. Usual problems of too many things to do and not enough life to complete them all.
Wish you well. Chris.
oki doki,take care@@Brainwinkler
Hi Christopher
Hi Christopher, Just found your site and I am enjoying flying with you. What part of the world are you in? I am in California USA. I am looking at the SD-1 and now SD-2 as a project and Personal Plane. Would you recommend either? Thank you! Fun Flying Together Again.
Hi Darryl, both are excellent. It really depends on if you only ever fly by yourself or with a passenger. How deep your pockets are. The SD-2 has a higher fuel consumption SD-1 takes up less space. SD-1 has exceptional performance for a 33Hp engine and a fuel burn of 5.25 litres/hr. at 100mph If money was no object I would go with the SD-2 because of potentialy more baggage space, refined interior. and engine. Flying in the UK. North Lincolnshire. We have been in Covid lockdown since this flight :-(. Still waiting to be let out. again.
The company manufacturing and selling the kits was excellent for service and quality, I cannot fault them at all with my experience dealing with them. I have front wheel steering which has rather too large a turning radius and increases weight/drag. Better options available at lower cost from them.
Best Regards Chris
30 mins into your video the ASI shows around 100. Is this knots or MPH and is this your typical cruise speed?
100 mph and is typical Chris
Hi Tim, 100 MPH is typical burning 5 to 5.25 litres/hr at 3250 TO 3300 RPM. Sorry for the delay getting back to you.
Sehr schöner Flug, aber der Motor darf so nicht schütteln, der ist nicht in Ordnung
Vielen Dank für den Kommentar, Sie sind richtig, der Motor läuft rau bei niedriger Drehzahl. Das gefällt mir nicht. Das Hauptproblem ist, dass der Vergaser nur Hauptjets und Leerlaufdüsen hat. Nichts, um einen reibungslosen Übergang aus dem Leerlauf zu bieten. Der Motor stammt von einem Rasenmäher, wo sie in der Regel bei max. Drehzahl laufen. Am Vergaser gibt es überhaupt keine Anpassung. Vielen Dank Chris.
Thanks for the comment, you are right the engine runs rough at low rpm. I do not like it doing that. The main problem is the carburettor only has main jets and idle jets. Nothing to provide a smooth transition from idle. Engine is from a lawn mower where they usually run at max rpm.
There is no adjustment at all on the carburettor.
Many thanks Chris.