ZDC General Photos

Page 1: General photos
-- Zodiac C-GZDC

C-GZDC the day after it was picked up from the paint shop
Note the cross brace across the rear canopy hoop, to reduce the amount of flexing when open.

Paint scheme was designed to stand out yet be simple and therefore less expensive to have applied.
(June 2000)

On the way to Oshkosh 2000 -- sun, water, and cloud
View of Georgian Bay early in the morning while crossing from Tobermory to Manitoulin Island. This is on the northern route used by southern Ontario pilots flying to Oshkosh, Wisconsin. Approximately 6000' AGL.

At Oshkosh 2000 -- caught by Zenith's photographer
Tied down at Oshkosh, camping in row 128. Someone at Zenith must have made the trek to the camping area, for this photo showed up in the Zenith web site's Oshkosh coverage.

C-GZDC's home airport, Collingwood, Ontario
With a 5000' main runway (practically all of which is visible) and relatively little traffic, the airport was well suited to initial flight testing.
Collingwood is located 2 hours NNW of Toronto, by the shore of Georgian Bay.

Ballast for the gross weight test
Don Chapman next to our Zodiac and all ballast used for the gross weight climb rate test, which is required for Canadian homebuilts.

The test made practical use of my university text books, including the 800+ page classic, "Analysis and Design of Flight Vehicle Structures".

In addition to myself and my father as crew, we took along 250 pounds of baggage to ensure that the weight was at (or just above) maximum gross weight. The aircraft itself weighed less than 600 lb unpainted, un-upholstered, and only the single 16 gal. fuselage tank. Bringing the aircraft to 1200 lb gross weight therefore took some work.

Ballast was distributed among the baggage compartments in the wings and turtledeck, the maximum 40 lb each. Temporary seat cushions were removed to allow each of the two crew to sit on a 65 lb bag of gravel.

Cowl air intakes: The added 'cheek' intake feeds the the bottom 2/3 of the internal coolant rad. The upper 1/3 of the rad is fed from the main cowl intake. A larger cowling air exit can also be seen. Although there's plenty of air intake area, we still need to work on making the system more efficient for summer cooling.
(Oct. 1999 photo)

A plane's worth of rivet stems
Most of the rivet stems from the 9000+ rivets squeezed during the project were saved. This is them.

> Continue to Page 2a: Construction & Design Photos


	C-GZDC the day after it was picked up from the paint shop Note the cross brace across the rear canopy hoop, to reduce the amount of flexing when open. Paint scheme was designed to stand out yet be simple and therefore less expensive to have applied. (June 2000)
	On the way to Oshkosh 2000 -- sun, water, and cloud View of Georgian Bay early in the morning while crossing from Tobermory to Manitoulin Island. This is on the northern route used by southern Ontario pilots flying to Oshkosh, Wisconsin. Approximately 6000' AGL.
	At Oshkosh 2000 -- caught by Zenith's photographer Tied down at Oshkosh, camping in row 128. Someone at Zenith must have made the trek to the camping area, for this photo showed up in the Zenith web site's Oshkosh coverage.
	C-GZDC's home airport, Collingwood, Ontario With a 5000' main runway (practically all of which is visible) and relatively little traffic, the airport was well suited to initial flight testing. Collingwood is located 2 hours NNW of Toronto, by the shore of Georgian Bay.
	Ballast for the gross weight test Don Chapman next to our Zodiac and all ballast used for the gross weight climb rate test, which is required for Canadian homebuilts. The test made practical use of my university text books, including the 800+ page classic, "Analysis and Design of Flight Vehicle Structures". In addition to myself and my father as crew, we took along 250 pounds of baggage to ensure that the weight was at (or just above) maximum gross weight. The aircraft itself weighed less than 600 lb unpainted, un-upholstered, and only the single 16 gal. fuselage tank. Bringing the aircraft to 1200 lb gross weight therefore took some work. Ballast was distributed among the baggage compartments in the wings and turtledeck, the maximum 40 lb each. Temporary seat cushions were removed to allow each of the two crew to sit on a 65 lb bag of gravel. Cowl air intakes: The added 'cheek' intake feeds the the bottom 2/3 of the internal coolant rad. The upper 1/3 of the rad is fed from the main cowl intake. A larger cowling air exit can also be seen. Although there's plenty of air intake area, we still need to work on making the system more efficient for summer cooling. (Oct. 1999 photo)
	A plane's worth of rivet stems Most of the rivet stems from the 9000+ rivets squeezed during the project were saved. This is them.