Today's Message Index:
----------------------
1. 03:15 AM - 701 Czech kit (Dirk Slabbert)
2. 06:42 AM - Re: 701 Czech kit (Robert Hillebrand)
3. 08:01 AM - Re: 701 Stabilizer mounting details (Ken Szewc)
4. 04:03 PM - Flight Testing progress update (n282rs)
5. 05:19 PM - Re: Flight Testing progress update (TOMGILES@aol.com)
6. 06:57 PM - Re: Flight Testing progress update (Benford2@aol.com)
7. 07:45 PM - Re: Flight Testing progress update (n282rs)
8. 07:52 PM - Re: Flight Testing progress update (Benford2@aol.com)
Message 1
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--> Zenith-List message posted by: "Dirk Slabbert" <dslabbert@worldonline.co.za>
Does anyone have info regarding the Zenair 701 made in Czehoslovakia
kit? ( Czech Aircraft Works )
I am considering their quick build options.
Thanks,
Dirk in Africa.
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<DIV><FONT face"Book Antiqua" color#0000ff>Does anyone have info
regarding the
Zenair 701 made in Czehoslovakia kit? ( Czech Aircraft Works
)</FONT></DIV>
<DIV><FONT face"Book Antiqua" color#0000ff>I am considering their
quick build
options.</FONT></DIV>
<DIV><FONT face"Book Antiqua" color#0000ff>Thanks,</FONT></DIV>
<DIV><FONT face"Book Antiqua" color#0000ff>Dirk in
Africa.</FONT></DIV></BODY></HTML>
Message 2
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| Subject: | Re: 701 Czech kit |
--> Zenith-List message posted by: Robert Hillebrand <masterbogun@yahoo.com>
--0-929510382-1065361304=:51624
I will tell you one thing about the czech plane parts they are 101%. I have bought
several thing including the bubble doors and they are fine ,fine parts as
far as quality goes.
I think the czech planes are sponsored by Zenith so they should control all quality
concerns. .............Bo, Illinois701 scratch builder
Dirk Slabbert <dslabbert@worldonline.co.za> wrote:
--> Zenith-List message posted by: "Dirk Slabbert"
Does anyone have info regarding the Zenair 701 made in Czehoslovakia
kit? ( Czech Aircraft Works )
I am considering their quick build options.
Thanks,
Dirk in Africa.
Does anyone have info
regarding the
Zenair 701 made in Czehoslovakia kit? ( Czech Aircraft Works
)
I am considering their
quick build
options.
Thanks,
Dirk in
Africa.
---------------------------------
--0-929510382-1065361304=:51624
<DIV>I will tell you one thing about the czech plane parts they are 101%. I have
bought several thing including the bubble doors and they are fine ,fine
parts as far as quality goes.</DIV>
<DIV>I think the czech planes are sponsored by Zenith so they should control all
quality concerns. .............Bo, Illinois701 scratch builder</DIV>
<DIV><B><I>Dirk Slabbert <dslabbert@worldonline.co.za></I></B> wrote:</DIV>
<BLOCKQUOTE class=replbq style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT:
#1010ff 2px solid">--> Zenith-List message posted by: "Dirk Slabbert" <DSLABBERT@WORLDONLINE.CO.ZA><BR><BR><BR>Does
anyone have info regarding the Zenair
701 made in Czehoslovakia<BR>kit? ( Czech Aircraft Works )<BR>I am considering
their quick build options.<BR>Thanks,<BR>Dirk in Africa.<BR><BR><BR><BR>
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<BR><BR><BR>
<DIV><FONT color#0000ff Antiqua? face?Book>Does anyone have info<BR>regarding the<BR>Zenair
701 made in Czehoslovakia kit? ( Czech Aircraft Works<BR>)</FONT></DIV><BR>
<DIV><FONT color#0000ff Antiqua? face?Book>I am considering their<BR>quick build<BR>options.</FONT></DIV><BR>
<DIV><FONT color#0000ff Antiqua? face?Book>Thanks,</FONT></DIV><BR>
--0-929510382-1065361304=:51624--
Message 3
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| Subject: | Re: 701 Stabilizer mounting details |
--> Zenith-List message posted by: "Ken Szewc" <szewc@cdsnet.net>
Never mind the 801 section on ZACs builders section of the website has a
good draft assembly manual for this.
Ken
----- Original Message -----
From: "Ken Szewc" <szewc@cdsnet.net>
Subject: Zenith-List: 701 Stabilizer mounting details
> --> Zenith-List message posted by: "Ken Szewc" <szewc@cdsnet.net>
>
>
> I cannot seem to find the details of how to connect the stabilizer to
> the fuselage. The rudder is detailed very nicely. Is there a page in the
> plans that I am missing?
> All of the drawings seem to show the top level with the fuselage. Is
> this correct?
> How much distance off of the fuselage should it be?
>
>
> Thanks in advance
>
> Ken
>
>
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> <BODY bgColor#ffffff>
> <DIV><FONT faceArial size2>I cannot seem to find the details of
> how to connect
> the stabilizer to the fuselage. The rudder is detailed very nicely. Is
> there a
> page in the plans that I am missing?</FONT></DIV>
> <DIV><FONT faceArial size2>All of the drawings seem to show the
> top level with
> the fuselage. Is this correct?</FONT></DIV>
> <DIV><FONT faceArial size2>How much distance off of the fuselage
> should it
> be?</FONT></DIV>
> <DIV><FONT faceArial size2></FONT> </DIV>
> <DIV><FONT faceArial size2></FONT> </DIV>
> <DIV><FONT faceArial size2>Thanks in advance</FONT></DIV>
> <DIV><FONT faceArial size2></FONT> </DIV>
> <DIV><FONT faceArial size2>Ken</FONT></DIV></BODY></HTML>
>
>
Message 4
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| Subject: | Flight Testing progress update |
--> Zenith-List message posted by: "n282rs" <n282rs@sbcglobal.net>
Hi All
Since it's kind of quiet this weekend, I thought I would give an update
on my flight testing.
I now have 3.3 hours of flight time. It's been slow, but I think I'm
getting some of the bugs worked out. Most of my flights have been done
with the runway in sight. Friday, I got up the nerve to fly to another
airport about 10 miles away. It was a bit scary, but everything went
well.
I've mostly been working on getting up to a reasonable airspeed and
getting the engine oil temperature & CHT down. Most of this has been
adding ramps to direct air through the oil cooler and plugging leaks in
the baffles.
I have tweaked a few things on the prop and engine so that my max level
speed is around 105 mph and cruise is about 95 mph. If you remember my
first flight, it was all I could do to maintain 75 mph. I can still add
a little more pitch to the prop, but I'm getting to the end of it's
limits. I have a couple of different ways to go when I run out of pitch:
1. Get a different prop, 2. Start chasing drag, and of course the is
always 3. Get a bigger engine and prop.
I'm not ready for #3 yet although it's sitting in the back of my mind
waiting.
I've heard lots of stories about different props making massive
differences in performance. I had a different prop. The company that
makes the redrive also make Culver props. They said my 68" PowerFin was
too small and recommended a 74". Since I have the ground clearance, I
had them send me one of theirs. During ground testing, I found that the
Culver seemed to have more thrust that the PowerFin. So much more that
it pulled one of the mains off the ground. Since concrete is way harder
than wood, the Culver is now splinters. Which leads me to a warning for
those doing static tests: Tie your tail down, even if you have a nose
gear. So I continue testing with the PowerFin until I decide if I want
to order another Culver.
I started thinking about reducing some of the drag as the HD has plenty
to reduce. I could cover the openings around the horizontal stab, fasten
the wing access cover down(they lift up in flight about 1/4-1/2"),
enclose the main gear box, and install wheel pants. I was also wondering
if anyone has thought about installing VG's on the canopy. There's
plenty of comments about air separation around the back of the canopy in
the archives. Has anyone ordered VG's from this company?
http://abianconi.hypermart.net/Vortex.htm Anyone have any comments on
this?
Randy Stout
VW powered CH 601 HD
n282rs@sbcglobal.net
http://www.geocities.com/r5t0ut21/index.html
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<DIV><FONT size2><FONT size3></FONT><FONT faceArial>Hi
All</FONT></FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>Since it's kind of quiet this
weekend, I
thought I would give an update on my flight testing.</FONT></FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>I now have 3.3 hours of flight
time. It's
been slow, but I think I'm getting some of the bugs worked out. Most of
my
flights have been done with the runway in sight. Friday, I got up the
nerve to
fly to another airport about 10 miles away. It was a bit scary, but
everything
went well. </FONT></FONT></DIV>
<DIV><FONT faceArial></FONT> </DIV>
<DIV><FONT faceArial>I've mostly been working on getting up to a
reasonable
airspeed and getting the engine oil temperature & CHT down. Most of
this has
been adding ramps to direct air through the oil cooler and plugging
leaks
in the baffles.</FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>I have tweaked a few
things on the prop
and engine so that my max level speed is around 105 mph and cruise is
about 95
mph. If you remember my first flight, it was all I could do to maintain
75 mph.
I can still add a little more pitch to the prop, but I'm getting to
the end
of it's limits. I have a couple of different ways to go when I run out
of pitch: 1. Get a different prop, 2. Start chasing drag, and
of
course the is always 3. Get a bigger engine and
prop.</FONT></FONT></DIV>
<DIV><FONT size3></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>I'm not ready for #3 yet
although it's
sitting in the back of my mind waiting. </FONT></FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>I've heard lots of stories about
different
props making massive differences in performance. I had a different prop.
The
company that makes the redrive also make Culver props. They said my 68"
PowerFin
was too small and recommended a 74". Since I have the ground clearance,
I had
them send me one of theirs. </FONT> <FONT faceArial>During
ground testing,
I found that the Culver seemed to have more thrust that the PowerFin. So
much
more that it pulled one of the mains off the ground. Since concrete is
way
harder than wood, the Culver is now splinters. Which leads me to a
warning for
those doing static tests: Tie your tail down, even if you have a nose
gear. So I
continue testing with the PowerFin until I decide if I want to order
another
Culver.</FONT></FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT faceArial>I started thinking about reducing
some of the
drag as the HD has plenty to reduce. I could cover the openings around
the
horizontal stab, fasten the wing access cover down(they lift up in
flight about
1/4-1/2"), enclose the main gear box, and install wheel pants. I was
also
wondering if anyone has thought about installing VG's on the canopy.
There's
plenty of comments about air separation around the back of the canopy in
the
archives. Has anyone ordered VG's from this company? <A
href"http://abianconi.hypermart.net/Vortex.htm">http://abianconi.hyper=
mart.net/Vortex.htm</A> Anyone
have any comments on this?</FONT></FONT></DIV>
<DIV><FONT faceArial></FONT> </DIV>
<DIV><FONT faceArial size2>Randy Stout<BR>VW powered CH 601
HD<BR><A
href"mailto:n282rs@sbcglobal.net">n282rs@sbcglobal.net</A><BR><A
href"http://www.geocities.com/r5t0ut21/index.html">http://www.geocitie=
s.com/r5t0ut21/index.html</A><BR></FONT></DIV>
<DIV><FONT size3><FONT faceArial></FONT></FONT> </DIV>
<DIV><FONT size3><FONT
faceArial></FONT> </DIV></FONT></BODY></HTML>
Message 5
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| Subject: | Re: Flight Testing progress update |
--> Zenith-List message posted by: TOMGILES@aol.com
I made some vortex generators and taped them on the canopy with no noticeable
results. They were made from regular angle and put various places. Maybe
these weren't correctly made. There is a definite problem at the back of the
canopy, about a one foot radius from the rear trailing edge.
Message 6
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| Subject: | Re: Flight Testing progress update |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 10/5/2003 5:17:14 PM Mountain Daylight Time,
n282rs@sbcglobal.net writes:
> ground testing, I found that the
> Culver seemed to have more thrust that the PowerFin. So much more that
> it pulled one of the mains off the ground. Since concrete is way harder
> than wood, the Culver is now splinters. Which leads me to a warning for
> those doing static tests: Tie your tail down, even if you have a nose
> gear. So I continue testing with the PowerFin until I decide if I want
> to order another Culver.
>
Tell me more on how a static run up lifted a main gear off the ground to the
point of having the prop hit the ground. How much clearance did you have just
sitting there with the motor not running???? You must have 5 degrees or more
of down thrust built into your mount to suck the nose of the plane into a nose
down attitude.
Ben Haas N801BH.
<HTML><FONT FACEarial,helvetica><FONT SIZE2 FAMILY"SANSSERIF" FACE=
"Arial" LANG"0">In a message dated 10/5/2003 5:17:14 PM Mountain Dayli=
ght Time, n282rs@sbcglobal.net writes:<BR>
<BR>
<BR>
<BLOCKQUOTE TYPECITE style"BORDER-LEFT: #0000ff 2px solid; MARGIN-LEFT=
: 5px; MARGIN-RIGHT: 0px; PADDING-LEFT: 5px"> ground testing, I found that t=
he<BR>
Culver seemed to have more thrust that the PowerFin. So much more that<BR>
it pulled one of the mains off the ground. Since concrete is way harder<BR>
than wood, the Culver is now splinters. Which leads me to a warning for<BR>
those doing static tests: Tie your tail down, even if you have a nose<BR>
gear. So I continue testing with the PowerFin until I decide if I want<BR>
to order another Culver.<BR>
</BLOCKQUOTE><BR>
<BR>
Tell me more on how a static run up lifted a main gear off the ground to the=
point of having the prop hit the ground. How much clearance did you have ju=
st sitting there with the motor not running???? You must have 5 degrees or m=
ore of down thrust built into your mount to suck the nose of the plane=
into a nose down attitude.<BR>
<BR>
Ben Haas N801BH.</FONT></HTML>
Message 7
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| Subject: | Re: Flight Testing progress update |
--> Zenith-List message posted by: "n282rs" <n282rs@sbcglobal.net>
The problem starts with no tie downs near my hangar. In order to tie it down
I have to taxi off to a grassy area and search for them. When I get back to
the hangar, the prop is green from cutting grass that's 1 1/2 feet tall, so
I usually chock the mains, and put a broom stick in the nose wheel. I have
my hand on the throttle and a clear path in front of me just in case the
broom stick doesn't hold. Chocks and brakes alone will not hold the plane
still. I have done this many times with the PowerFin and it has never been a
problem. The Culver apparently produced more thrust and since the nose gear
was locked, the plane started to wheelbarrow over. Probably, the only reason
it got to the point of hitting the prop was because my head was buried in
the cockpit, counting tick marks on the tach. When I had realized that
something was wrong, I couldn't get the throttle out fast enough.
I built the mount with 0 degrees vertical offset and the Culver had 9"
clearance.
Randy
> Tell me more on how a static run up lifted a main gear off the ground to
the
> point of having the prop hit the ground. How much clearance did you have
just
> sitting there with the motor not running???? You must have 5 degrees or
more
> of down thrust built into your mount to suck the nose of the plane into a
nose
> down attitude.
>
> Ben Haas N801BH.
>
Message 8
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| Subject: | Re: Flight Testing progress update |
--> Zenith-List message posted by: Benford2@aol.com
In a message dated 10/5/2003 8:46:12 PM Mountain Daylight Time,
n282rs@sbcglobal.net writes:
>
> I built the mount with 0 degrees vertical offset and the Culver had 9"
> clearance.
>
> Randy
>
>
WOW. That is some SERIOUS thrust to pick up the tail of the plane. Thanks for
the heads up on ground running. Good luck on your flight testing.
Ben Haas N801BH.
<HTML><FONT FACEarial,helvetica><FONT SIZE2 FAMILY"SANSSERIF" FACE=
"Arial" LANG"0">In a message dated 10/5/2003 8:46:12 PM Mountain Dayli=
ght Time, n282rs@sbcglobal.net writes:<BR>
<BR>
<BR>
<BLOCKQUOTE TYPECITE style"BORDER-LEFT: #0000ff 2px solid; MARGIN-LEFT=
: 5px; MARGIN-RIGHT: 0px; PADDING-LEFT: 5px"><BR>
I built the mount with 0 degrees vertical offset and the Culver had 9"<BR>
clearance.<BR>
<BR>
Randy<BR>
<BR>
</BLOCKQUOTE><BR>
<BR>
WOW. That is some SERIOUS thrust to pick up the tail of the plane. Thanks fo=
r the heads up on ground running. Good luck on your flight testing.<BR>
<BR>
Ben Haas N801BH.</FONT></HTML>
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