Today's Message Index:
----------------------
1. 04:56 AM - Re: CH 701 (Monty Graves)
2. 06:09 AM - lubrication (Brad Cohen)
3. 08:04 AM - Re: CH 701 (Efraim Otero)
4. 08:54 AM - Re: lubrication (Bill Steer)
5. 09:17 AM - Re: lubrication (Bill Steer)
6. 09:25 AM - 701 Detailed Material List (CH701)
7. 10:04 AM - Re: CH 701 (gary)
8. 10:19 AM - Re: CH 701 (Gary Gower)
9. 10:35 AM - Re: 701 Detailed Material List (Efraim Otero)
10. 10:52 AM - Jabiru CHT wire routing (Lance Gingell)
11. 11:09 AM - 50th Anniversay of Homebuilts in Canada (Randy Culp)
12. 11:23 AM - Re: CH 701 (Gary Gower)
13. 11:26 AM - Re: CH 701 (Gary Gower)
14. 12:36 PM - Re: CH 701 (John Adamson)
15. 02:09 PM - Re: CH 701 (Efraim Otero)
16. 03:26 PM - FOR SALE 701/912 engine mount. (Mark Sherman)
17. 03:50 PM - Re: CH 701 VW engine (Gary Gower)
18. 04:32 PM - Re: CH 701 The Earth. (Gary Gower)
19. 05:08 PM - Re: New wheel fairings for HD HDS ()
20. 05:19 PM - Re: lubrication & safety wire (Paul Mulwitz)
21. 05:41 PM - Re: CH 701 (Paul Mulwitz)
22. 05:41 PM - Re: CH 701 (Paul Mulwitz)
23. 06:02 PM - Re: CH 701 (ron wehba)
24. 06:54 PM - CH601 skin: 0.016" vs 0.02x" (Carlos Sa)
25. 07:37 PM - Re: CH601 skin: 0.016" vs 0.02x" (Graham Kirby)
26. 08:47 PM - Re: CH601 skin: 0.016" vs 0.02x" (Larry McFarland)
27. 10:22 PM - Re: CH 701 (Gary Gower)
Message 1
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--> Zenith-List message posted by: Monty Graves <mgraves@usmo.com>
Gary,
What is your takeoff roll length, and feet per minute climb at that
altitude with the 912S?
Thanks,
Monty
At 04:04 PM 8/4/2005 -0700, you wrote:
>--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
>
>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>
>Remember also that temperature and humidity are important in altitude take
>off performance.
>
>Good luck with your engine search not much options I think....
>
>Saludos
>Gary Gower
>Guadalajara, Jalisco, Mexico
Message 2
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--> Zenith-List message posted by: "Brad Cohen" <bradfnp@msn.com>
Hey list I have two questions regarding lubrication,
I have started to disassemble the right wing for deburring and priming. I assume
that I want to mask the inner surfaces of the aileron bellcrank support and
the top and bottom surfaces of the aileron bellcrank itself to keep the cortec
off for free and easy movement. once reassembled, what lubrication do I use
?
Additionally what lubrication to use on the piano hinges of the trim tab, elevator
and flaps? I have some automotive lithium grease but hesitant to use it on
aluminum. I could use WD-40, but again worried about the corrosiveness.
On a different topic, has anyone been using .041 safety wire instead of 032? (I
ordered the wrong size from wicks, but unless there is a reason not to use the
thicker gauge, will probably go ahead and use it.)
Any suggestions?
Brad Cohen
5-6803
Working on the wings.
Do Not Archieve
Message 3
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--> Zenith-List message posted by: "Efraim Otero" <eotero@bcfcolombia.com>
Hola Gary:
Thanks for your input. I am going to check out the Suzuki RAven TB engines
and also a link sent to me for RAM performance engines (apparently a SUbaru
conversion) claims to output 140 hp on a 195 lbs weight.
Monty's question is adequate. We have available a 6,000 ft paved runway here
in Bogot but temps do go up on the average 19 C! This ups the density
altitude a lot!! The again, waht i believe really does the trick is teh
thrust output, which in turn depends on the prop and torque (correct me if I
am wrong). I used to chat with a guy in Mexico city (elevation similar to
BOG) and he operated a three seat Avid Catalina amphib witha rotax 582
2stroke. Although he managed to lift off with two adults on board, he ended
up bending the crankshaft (too much stress, I guess!) and changed to a 912S.
That worked out fine.
So I guess the STOL capabilities of the CH701 coupled with a good prop and
getting the correct RPMs would do the trick!!
Let's get on to building and in a year or so we'll see!
Thanks again for all you guys' input. Will definitely draw upon your
experience.
Have a good one!!
EFRAIM
----- Original Message -----
From: "Monty Graves" <mgraves@usmo.com>
Subject: Re: Zenith-List: CH 701
> --> Zenith-List message posted by: Monty Graves <mgraves@usmo.com>
>
> Gary,
>
> What is your takeoff roll length, and feet per minute climb at that
> altitude with the 912S?
>
> Thanks,
>
> Monty
>
>
> At 04:04 PM 8/4/2005 -0700, you wrote:
>>--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>>
>>
>>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>>
>>Remember also that temperature and humidity are important in altitude take
>>off performance.
>>
>>Good luck with your engine search not much options I think....
>>
>>Saludos
>>Gary Gower
>>Guadalajara, Jalisco, Mexico
>
>
>
Message 4
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--> Zenith-List message posted by: "Bill Steer" <bsteer@gwi.net>
I'm using white lithium grease on all of the parts that slide. ZAC
recomments regular motor oil for the piano hinges.
The August 2005 issue of Sport Aviation has an article that says "The
smallest wire size that can be used [for safetying turnbuckles] per
AC43-13-1B is .040 inch." However, my copy of that publication says .032
can be used if the double twist method is used. See Section 7-123-b.
Hope this helps.
Bill
> once reassembled, what lubrication do I use ?
>
> Additionally what lubrication to use on the piano hinges of the trim tab,
elevator and flaps?
>
> has anyone been using .041 safety wire instead of 032?
Message 5
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--> Zenith-List message posted by: "Bill Steer" <bsteer@gwi.net>
Correction to my previous response... If you look at table 7-8 on page 7-45
of AC 43-13-1B, you'll see that .040 inch diameter safety wire is the
minimum diameter that can be used if the double-wrap method of safetying is
used, and .057 inch diameter wire if the single-wrap method is used,
assuming you're using 1/8" diameter cable.
Bill
> On a different topic, has anyone been using .041 safety wire instead of
032?
Message 6
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| Subject: | 701 Detailed Material List |
--> Zenith-List message posted by: "CH701" <701stol@gmail.com>
For "Flat Material" (plans) builders, the Zenith construction manual states
that no material list is available (4th Edition 2/02, Pg 7). Has anyone
compiled a Bill of Materials from their Plans as suggested?
I've begun to compile the data in an xls format, but due to the amount of
line items, have realized that the task will take some time, and would like
to find a shortcut or two...
Todd
5th Edition, Rev 2 Plans Builder In Wisconsin
Message 7
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--> Zenith-List message posted by: "gary" <FlyinK@Efortress.com>
> Thanks for your input. I am going to check out the Suzuki RAven TB engines
> and also a link sent to me for RAM performance engines (apparently a
> SUbaru
> conversion) claims to output 140 hp on a 195 lbs weight.
has anyone tried a VW engine? just curious because Gene Smith's conversions
look like the ultimate STOL engine,
http://www.culverprops.com/galleryenginecompany.htm
coincidence? - at OSH last year, the only two still flying on the windiest
day were the 701 and that biplane. I heard 550 lbs of thrust with the 8'
prop, that's more than a 912S.
that 195 lb dry weight for the soob will easily be 220 - 250 fwf. sounds
pretty heavy for a 701 and 140 HP is way too much. wow, did I just say too
much HP? if there ever was a case, that would be it.
gary
Message 8
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--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hello Monty,
Now I am flying with friend that is bush pilot because I am finishing my 3 axis
training (used to fly weight shift trikes for 12 years),
Hope to solo the 701 in a few hours more. Now all our take offs are at half to
full tanks and two persons, about 300 lbs both.
We are not pushing the plane to much now, kind of normal ultralight type of take
off.
In the hottest day (about 100 F) in grass strip well cut, was betwen 100 and
150' roll
I beguin pulling gently at 30 mph wheels lift at 40 - 45 depending how I was
doing :-) then ground skin up to 60 and normal climb at 70 around 600 - 700
fpm (5,200 rpm) depending on my "fine tuning" of the trim trottle and turbulence.
Cruise is about 93 at 5,000 rpm.
We are working now in "normal" take off and landing attitudes, later he will teach
me "what the plane is capable off" , (his words) but that will be later
in my training...
I am eager to be ready, but in our club we are very carefull with our flying,
We are self regulated and want to keep it that way... No show offs and cero
incidents keeps the News and Authorities away :-)
Saludos
Gary Gower
Monty Graves <mgraves@usmo.com> wrote:
--> Zenith-List message posted by: Monty Graves
Gary,
What is your takeoff roll length, and feet per minute climb at that
altitude with the 912S?
Thanks,
Monty
At 04:04 PM 8/4/2005 -0700, you wrote:
>--> Zenith-List message posted by: Gary Gower
>
>
>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>
>Remember also that temperature and humidity are important in altitude take
>off performance.
>
>Good luck with your engine search not much options I think....
>
>Saludos
>Gary Gower
>Guadalajara, Jalisco, Mexico
---------------------------------
Message 9
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| Subject: | Re: 701 Detailed Material List |
--> Zenith-List message posted by: "Efraim Otero" <eotero@bcfcolombia.com>
Todd:
In ch701.com I found a list of materials. It is under "Builders resources"
However, I believe it does not include materials for the gear! It is a good
start.
If you end up finishing your compilation in excel, I would very much
appreciate a copy! If you can, please send it to
eotero@bcfcolombia.com
Thanks!
EFRAIM
----- Original Message -----
From: "CH701" <701stol@gmail.com>
Subject: Zenith-List: 701 Detailed Material List
> --> Zenith-List message posted by: "CH701" <701stol@gmail.com>
>
> For "Flat Material" (plans) builders, the Zenith construction manual
> states
> that no material list is available (4th Edition 2/02, Pg 7). Has anyone
> compiled a Bill of Materials from their Plans as suggested?
>
> I've begun to compile the data in an xls format, but due to the amount of
> line items, have realized that the task will take some time, and would
> like
> to find a shortcut or two...
>
> Todd
> 5th Edition, Rev 2 Plans Builder In Wisconsin
>
>
>
Message 10
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| Subject: | Jabiru CHT wire routing |
--> Zenith-List message posted by: "Lance Gingell" <lgingell@matrix-logic.com>
List,
What's the best way to route my CHT probe wires from the plugs back on
my Jabiru 3300/Zodiac XL installation?
I was originally thinking of running them with the plug leads, but a)
ramair ducts don't really allow this and b) I'm concerned about
interference.
Can the wires touch the fins? How do I support the wires over the
engine?
Cheers,
..lance
http://lancegingell.com/plane.asp
Message 11
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| Subject: | 50th Anniversay of Homebuilts in Canada |
--> Zenith-List message posted by: "Randy Culp" <randy_culp@hotmail.com>
http://www.50thhomebuilt.com
Fellow Listers:
The above aviation event is being held at the Goderich Ontario Airport on
August 24th-28th.
Chris Heintz will be there and is doing a forum on Sheet Metal Construction
on Thursday, and Blind Rivets on Friday.
I mention this because I/we just happen to be building our 601XL (full kit)
project only about 10 minutes from Goderich.
So if anyone attending this event happens to be thinking about buying a
Zenith kit and wants to see what it is all about, you are more than welcome
to stop by for a visit. Of if any current builders want to stop by and tell
us all of the things we are doing wrong....feel free!
I'll be there on the Saturday and could even provide a ride if you happen to
be flying in.
Contact me off list if you are interested:
randy_culp@hotmail.com
Rady Culp
601 XL
WW built Corvair Engine
skinning the first wing
do not archive
Message 12
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--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Efraim,
Definitly no, the Subaru is not that light weight, I am sure is more than 200
dry. Any imput Frank? Definitly also to heavy for the 701 ready to fly...
No first hand info here.
Where is (was) this Catalina based? The only two airports near Mexico City for
general aviation are Atizapan or Toluca, both way over 7,000 ft. If near
Cuernavaca is about 3,000 ft... Just curious not important.
If you plan to use the Zuzuki, go for the 1,300 (4 cyl) there is a page that
says that of properly lightened is very near the 3 cyl. weight (?)
The page is:
http://www.nessaaircraft.net/
The 912S will be perfect, but yes, expensive...
Saludos
Gary Gower.
Efraim Otero <eotero@bcfcolombia.com> wrote:
--> Zenith-List message posted by: "Efraim Otero"
Hola Gary:
Thanks for your input. I am going to check out the Suzuki RAven TB engines
and also a link sent to me for RAM performance engines (apparently a SUbaru
conversion) claims to output 140 hp on a 195 lbs weight.
Monty's question is adequate. We have available a 6,000 ft paved runway here
in Bogot but temps do go up on the average 19 C! This ups the density
altitude a lot!! The again, waht i believe really does the trick is teh
thrust output, which in turn depends on the prop and torque (correct me if I
am wrong). I used to chat with a guy in Mexico city (elevation similar to
BOG) and he operated a three seat Avid Catalina amphib witha rotax 582
2stroke. Although he managed to lift off with two adults on board, he ended
up bending the crankshaft (too much stress, I guess!) and changed to a 912S.
That worked out fine.
So I guess the STOL capabilities of the CH701 coupled with a good prop and
getting the correct RPMs would do the trick!!
Let's get on to building and in a year or so we'll see!
Thanks again for all you guys' input. Will definitely draw upon your
experience.
Have a good one!!
EFRAIM
----- Original Message -----
From: "Monty Graves"
Subject: Re: Zenith-List: CH 701
> --> Zenith-List message posted by: Monty Graves
>
> Gary,
>
> What is your takeoff roll length, and feet per minute climb at that
> altitude with the 912S?
>
> Thanks,
>
> Monty
>
>
> At 04:04 PM 8/4/2005 -0700, you wrote:
>>--> Zenith-List message posted by: Gary Gower
>>
>>
>>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>>
>>Remember also that temperature and humidity are important in altitude take
>>off performance.
>>
>>Good luck with your engine search not much options I think....
>>
>>Saludos
>>Gary Gower
>>Guadalajara, Jalisco, Mexico
>
>
>
---------------------------------
Message 13
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--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Yes but altitude is a HP killer for the VW engine. Been there done that 100%
first hand experience...
Saludos
Gary Gower.
gary <FlyinK@Efortress.com> wrote:
--> Zenith-List message posted by: "gary"
> Thanks for your input. I am going to check out the Suzuki RAven TB engines
> and also a link sent to me for RAM performance engines (apparently a
> SUbaru
> conversion) claims to output 140 hp on a 195 lbs weight.
has anyone tried a VW engine? just curious because Gene Smith's conversions
look like the ultimate STOL engine,
http://www.culverprops.com/galleryenginecompany.htm
coincidence? - at OSH last year, the only two still flying on the windiest
day were the 701 and that biplane. I heard 550 lbs of thrust with the 8'
prop, that's more than a 912S.
that 195 lb dry weight for the soob will easily be 220 - 250 fwf. sounds
pretty heavy for a 701 and 140 HP is way too much. wow, did I just say too
much HP? if there ever was a case, that would be it.
gary
---------------------------------
Message 14
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Received-SPF: none (smtp-relay.tamu.edu: domain of j-adamson@tamu.edu does not
designate permitted sender hosts)
--> Zenith-List message posted by: John Adamson <j-adamson@tamu.edu>
Gary, could you explain further your experience re "altitude is a HP
killer for the VW"?
- What aircraft (weight)?
- What size engine?
- Carbureted or FI?
- Ignition?
I realize you have some altitude/density altitude concerns but "the VW"
comes in a lot of different flavors. Carburetion could make a huge
difference, for example, where altitude is concerned.
Just wondering ...
**************************************************
John Adamson
j-adamson@tamu.edu
Gary Gower wrote:
>--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
>Yes but altitude is a HP killer for the VW engine. Been there done that 100%
first hand experience...
>
>Saludos
>Gary Gower.
>
>gary <FlyinK@Efortress.com> wrote:
>--> Zenith-List message posted by: "gary"
>
>
>
>
>>Thanks for your input. I am going to check out the Suzuki RAven TB engines
>>and also a link sent to me for RAM performance engines (apparently a
>>SUbaru
>>conversion) claims to output 140 hp on a 195 lbs weight.
>>
>>
>
>has anyone tried a VW engine? just curious because Gene Smith's conversions
>look like the ultimate STOL engine,
>http://www.culverprops.com/galleryenginecompany.htm
>
>coincidence? - at OSH last year, the only two still flying on the windiest
>day were the 701 and that biplane. I heard 550 lbs of thrust with the 8'
>prop, that's more than a 912S.
>
>that 195 lb dry weight for the soob will easily be 220 - 250 fwf. sounds
>pretty heavy for a 701 and 140 HP is way too much. wow, did I just say too
>much HP? if there ever was a case, that would be it.
>
>gary
>
>
>
>---------------------------------
>
>
>
>
Message 15
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--> Zenith-List message posted by: "Efraim Otero" <eotero@bcfcolombia.com>
Gary:
Hola, where are you flying out of? Or not yet?? I am visiting mexico city
from 13 august to the 27th to do the tourist bit, but maybe I can see your
work. Please let me know.
The guy with the Catalina was named Manfredi Carnevale and I believe he flew
out of Toluca but I am not sure! Lost touch...
How true to the stated performance are Raven's engines and how well do they
fly with and without a turbo? Anyone out there know??
Best regards,
EFRAIM
----- Original Message -----
From: "Gary Gower" <ggower_99@yahoo.com>
Subject: Re: Zenith-List: CH 701
> --> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
>
> Efraim,
>
> Definitly no, the Subaru is not that light weight, I am sure is more
> than 200 dry. Any imput Frank? Definitly also to heavy for the 701
> ready to fly... No first hand info here.
>
> Where is (was) this Catalina based? The only two airports near Mexico
> City for general aviation are Atizapan or Toluca, both way over 7,000
> ft. If near Cuernavaca is about 3,000 ft... Just curious not
> important.
>
> If you plan to use the Zuzuki, go for the 1,300 (4 cyl) there is a page
> that says that of properly lightened is very near the 3 cyl. weight (?)
> The page is:
> http://www.nessaaircraft.net/
>
>
> The 912S will be perfect, but yes, expensive...
>
> Saludos
> Gary Gower.
>
> Efraim Otero <eotero@bcfcolombia.com> wrote:
> --> Zenith-List message posted by: "Efraim Otero"
>
> Hola Gary:
>
> Thanks for your input. I am going to check out the Suzuki RAven TB engines
> and also a link sent to me for RAM performance engines (apparently a
> SUbaru
> conversion) claims to output 140 hp on a 195 lbs weight.
>
> Monty's question is adequate. We have available a 6,000 ft paved runway
> here
> in Bogot but temps do go up on the average 19 C! This ups the density
> altitude a lot!! The again, waht i believe really does the trick is teh
> thrust output, which in turn depends on the prop and torque (correct me if
> I
> am wrong). I used to chat with a guy in Mexico city (elevation similar to
> BOG) and he operated a three seat Avid Catalina amphib witha rotax 582
> 2stroke. Although he managed to lift off with two adults on board, he
> ended
> up bending the crankshaft (too much stress, I guess!) and changed to a
> 912S.
> That worked out fine.
>
> So I guess the STOL capabilities of the CH701 coupled with a good prop and
> getting the correct RPMs would do the trick!!
>
> Let's get on to building and in a year or so we'll see!
> Thanks again for all you guys' input. Will definitely draw upon your
> experience.
> Have a good one!!
> EFRAIM
> ----- Original Message -----
> From: "Monty Graves"
> To:
> Subject: Re: Zenith-List: CH 701
>
>
>> --> Zenith-List message posted by: Monty Graves
>>
>> Gary,
>>
>> What is your takeoff roll length, and feet per minute climb at that
>> altitude with the 912S?
>>
>> Thanks,
>>
>> Monty
>>
>>
>> At 04:04 PM 8/4/2005 -0700, you wrote:
>>>--> Zenith-List message posted by: Gary Gower
>>>
>>>
>>>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>>>
>>>Remember also that temperature and humidity are important in altitude
>>>take
>>>off performance.
>>>
>>>Good luck with your engine search not much options I think....
>>>
>>>Saludos
>>>Gary Gower
>>>Guadalajara, Jalisco, Mexico
>>
>>
>>
>
>
> ---------------------------------
>
>
>
Message 16
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| Subject: | FOR SALE 701/912 engine mount. |
--> Zenith-List message posted by: Mark Sherman <msherman95632@yahoo.com>
I ended up with an extra engine mount for my 701. I
ordered one from Zenith so I could finish the
firewall. Then decided to order the engine package
from skyshops. They couldn't pull the engine mount
out of the package deal. So I have an extra engine
mount. Doesn't include rubber mounts or engine
brackets.
It is new and never mounted or drilled. If anyone is
interested make me an offer. New from zenith is
$450.00. Shipping and crating will be about $40.00 to
anywhere in the lower 48.
Mark S.
Message 17
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| Subject: | Re: CH 701 VW engine |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hi John,
Yes,I will try to explain but not in a long post... everything is in the VW
list archives ... (This is a Zenith list)
In that list I am under vw_to_fly at yahoo... Since the Yahoo mail boxes were
little, Remember?... I have one address for each list I was subscribed, used
to get full easy and bounced the mails at that time with several lists!
Well, I have built 4 engines: (3) 1835, (1) 917 1/2 VW and helped instaling
a 2000 and something (?) cc Type 1 bought assembled from Great Plains in a friends
Kitfox 3 or 4 (?)
Airplanes installed: VP1 , a 2 Seater Trike and in a friends KR 1
The 1/2 VW was installed in my Ladder Flea "La Bamba". La Bamba flew until
I installed a Rotax 447
No one of this airplanes ever (even the Kitfox) got out of ground skimming with
diferent carburators (recomended by the list over the years) all with 009 dist.
one with electrinic ignition conversion for the 009.
My next (and last try in this altitude) will be to make the Hoover oil Mods in
my engine and install a normalizing turbo. But have other projects to finish
first... including our 601 XL kit.
Yes, I built the VP1 several years ago, because I always wanted to learn 3 axis,
but never got the chance. was tested (up to 10 or 15 ft top altitude:-)
by my friend/Instructor and bush pilot.
Hope I dont beguin an off topic subject, prefer in the VW list...
Saludos
Gary Gower
John Adamson <j-adamson@tamu.edu> wrote:
--> Zenith-List message posted by: John Adamson
Gary, could you explain further your experience re "altitude is a HP
killer for the VW"?
- What aircraft (weight)?
- What size engine?
- Carbureted or FI?
- Ignition?
I realize you have some altitude/density altitude concerns but "the VW"
comes in a lot of different flavors. Carburetion could make a huge
difference, for example, where altitude is concerned.
Just wondering ...
**************************************************
John Adamson
j-adamson@tamu.edu
Gary Gower wrote:
>--> Zenith-List message posted by: Gary Gower
>
>Yes but altitude is a HP killer for the VW engine. Been there done that 100% first
hand experience...
>
>Saludos
>Gary Gower.
>
>gary wrote:
>--> Zenith-List message posted by: "gary"
>
>
>
>
>>Thanks for your input. I am going to check out the Suzuki RAven TB engines
>>and also a link sent to me for RAM performance engines (apparently a
>>SUbaru
>>conversion) claims to output 140 hp on a 195 lbs weight.
>>
>>
>
>has anyone tried a VW engine? just curious because Gene Smith's conversions
>look like the ultimate STOL engine,
>http://www.culverprops.com/galleryenginecompany.htm
>
>coincidence? - at OSH last year, the only two still flying on the windiest
>day were the 701 and that biplane. I heard 550 lbs of thrust with the 8'
>prop, that's more than a 912S.
>
>that 195 lb dry weight for the soob will easily be 220 - 250 fwf. sounds
>pretty heavy for a 701 and 140 HP is way too much. wow, did I just say too
>much HP? if there ever was a case, that would be it.
>
>gary
>
>
>
>---------------------------------
>
>
>
>
Message 18
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| Subject: | Re: CH 701 The Earth. |
--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Hello Efraim,
Our Club is in the Chapala Lake shore, South of Guadalajara, The flying day in
our Club is Saturday (Sunday is a family day) a few week ends a year we go
XCountry.
Please give me a call (cel 044333-176-6566) will be great to meet you, Inexpensive
and clean town hotels at Chapala for the week end...
A good way to see where I fly from is using the great program Google Earth (search
in Google of course) Caution in a big download for tel conections. Is a
free satelite photo program.
---
USA friends: type your address in the "fly to" top left corner of the screen and
see your house!
---
When the program starts "move" (with the game type buttons) the earth to center
Mexico and Zoom in...
The Mexico City note is the first to "pop" as you aproach earth. betwen Mex City
and the Pacific Coast you will find Chapala lake (a East West long lake).
Center Chapala lake and keep zooming in...
When Chapala town note apears, you will see, (about 3 miles) to the right, a long
blue line.in the shore, this is the water chanel for the city pumps. Well,
betwen the chanel and Chapala town there is our aerodrome a "mirror" 9 type
with the longest strip towards the lake....
Have FUN I know you all will like the progam.
Sorry no hands on experience with Raven, but I was in the list for more than a
year... A good engine conversion. Hope someone has real experience with this
conversion, or someone in his airstrip...
Saludos
Gary Gower.
Efraim Otero <eotero@bcfcolombia.com> wrote:
--> Zenith-List message posted by: "Efraim Otero"
Gary:
Hola, where are you flying out of? Or not yet?? I am visiting mexico city
from 13 august to the 27th to do the tourist bit, but maybe I can see your
work. Please let me know.
The guy with the Catalina was named Manfredi Carnevale and I believe he flew
out of Toluca but I am not sure! Lost touch...
How true to the stated performance are Raven's engines and how well do they
fly with and without a turbo? Anyone out there know??
Best regards,
EFRAIM
----- Original Message -----
From: "Gary Gower"
Subject: Re: Zenith-List: CH 701
> --> Zenith-List message posted by: Gary Gower
>
> Efraim,
>
> Definitly no, the Subaru is not that light weight, I am sure is more
> than 200 dry. Any imput Frank? Definitly also to heavy for the 701
> ready to fly... No first hand info here.
>
> Where is (was) this Catalina based? The only two airports near Mexico
> City for general aviation are Atizapan or Toluca, both way over 7,000
> ft. If near Cuernavaca is about 3,000 ft... Just curious not
> important.
>
> If you plan to use the Zuzuki, go for the 1,300 (4 cyl) there is a page
> that says that of properly lightened is very near the 3 cyl. weight (?)
> The page is:
> http://www.nessaaircraft.net/
>
>
> The 912S will be perfect, but yes, expensive...
>
> Saludos
> Gary Gower.
>
> Efraim Otero wrote:
> --> Zenith-List message posted by: "Efraim Otero"
>
> Hola Gary:
>
> Thanks for your input. I am going to check out the Suzuki RAven TB engines
> and also a link sent to me for RAM performance engines (apparently a
> SUbaru
> conversion) claims to output 140 hp on a 195 lbs weight.
>
> Monty's question is adequate. We have available a 6,000 ft paved runway
> here
> in Bogot but temps do go up on the average 19 C! This ups the density
> altitude a lot!! The again, waht i believe really does the trick is teh
> thrust output, which in turn depends on the prop and torque (correct me if
> I
> am wrong). I used to chat with a guy in Mexico city (elevation similar to
> BOG) and he operated a three seat Avid Catalina amphib witha rotax 582
> 2stroke. Although he managed to lift off with two adults on board, he
> ended
> up bending the crankshaft (too much stress, I guess!) and changed to a
> 912S.
> That worked out fine.
>
> So I guess the STOL capabilities of the CH701 coupled with a good prop and
> getting the correct RPMs would do the trick!!
>
> Let's get on to building and in a year or so we'll see!
> Thanks again for all you guys' input. Will definitely draw upon your
> experience.
> Have a good one!!
> EFRAIM
> ----- Original Message -----
> From: "Monty Graves"
> To:
> Subject: Re: Zenith-List: CH 701
>
>
>> --> Zenith-List message posted by: Monty Graves
>>
>> Gary,
>>
>> What is your takeoff roll length, and feet per minute climb at that
>> altitude with the 912S?
>>
>> Thanks,
>>
>> Monty
>>
>>
>> At 04:04 PM 8/4/2005 -0700, you wrote:
>>>--> Zenith-List message posted by: Gary Gower
>>>
>>>
>>>I fly from 5,000 and 6.700 ft ASL with a 912S without problem.
>>>
>>>Remember also that temperature and humidity are important in altitude
>>>take
>>>off performance.
>>>
>>>Good luck with your engine search not much options I think....
>>>
>>>Saludos
>>>Gary Gower
>>>Guadalajara, Jalisco, Mexico
>>
>>
>>
>
>
> ---------------------------------
>
>
>
Message 19
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| Subject: | Re: New wheel fairings for HD HDS |
--> Zenith-List message posted by: <flyingferret@netscape.com>
What is the latest with your wheel fairings? I haven't been able to come-up with
a solution for mine that doesn't involve re-making the molds. I believe there
is no problem with the mains, only the nose fairing. I checked with ZAC about
buying one of thier smaller fairings from overseas, but I was told that they
don't stock them anymore since the XL has taken over their production. Would
you be interested in selling 1 fairing? If so, how much would you want to do it?
Thanks!
Greg Ferris
--- Larry McFarland larrymc@qconline.com wrote:
From: Larry McFarland larrymc@qconline.com
Subject: Re: Zenith-List: New wheel fairings for HD HDS
-- Zenith-List message posted by: Larry McFarland larrymc@qconline.com
Greg,
I had the original ZAC pants mounted that were a foot longer as well and
there was a tendency for the nose of the pant,
which was rounded to continue to take rudder action to limits. This
was not the case with the new ones, but there is
a slippery feel in the rudder that wasn't there before. I've not been
inclined to do slips because the HDS sink rate increases as quickly as
the airspeed drops off, so one has to keep an eye on what's going on.
I've been surprised by the sink
rate while turning a steep bank onto a final approach, and I'm not going
to repeat that one either. If you had a HD, the float
might be more forgiving of the slip, but loosing altitude has not been
one of the HDS's problems. I did gain a good 6-mph
at midrange airspeeds, but only topped out at 3 mph over privious wide
open throttle. Temperatures didn't get out of range either.
Larry
flyingferret@netscape.com wrote:
-- Zenith-List message posted by: flyingferret@netscape.com
Nice looking plane Larry. I made wheel fairings that were narrower than Zenith's,
but the same length. I was happy with them until I did a side-slip with them.
The slip was a lot less effective, and I had a very loud noise of dirty air
from the noseweheel fairing plowing through the air. I'm curious to see if your
shorter fairings don't have this issue. Let us know how they work. Thanks!
Greg
Netscape. Just the Net You Need.
Message 20
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| Subject: | Re: lubrication & safety wire |
--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
At 06:06 AM 8/5/2005, you wrote:
>has anyone been using .041 safety wire instead of 032? (I ordered
>the wrong size from wicks, but unless there is a reason not to use
>the thicker gauge, will probably go ahead and use it.)
I asked ZAC about safety wire size and got a good response from Nick
Heintz. He suggested .031 for everything except the propeller bolts
that require .041.
I am no expert, but I think if the .041 fits in your application it
is fine to use it. You may have interference problems with hinges
after it is installed, though.
Good luck,
Paul
XL barely started
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 21
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--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>140 HP is way too much. wow, did I just say too
>much HP? if there ever was a case, that would
I don't know about too much horsepower, but it sounds like too much
fuel. According to my favorite old flight instructor, the only time
you have too much fuel is when you are on fire.
Paul
XL barely started
do not archive
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 22
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--> Zenith-List message posted by: Paul Mulwitz <p.mulwitz@worldnet.att.net>
>We are working now in "normal" take off and landing
>attitudes, later he will teach me "what the plane is capable off" ,
>(his words) but that will be later in my training...
I am not familiar with the 701. However, I might try adding a little
flaps to see how fast it can get off the ground. Perhaps you can ask
your instructor about that . . .
Good luck,
Paul
XL barely started
do not archive
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
Message 23
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--> Zenith-List message posted by: "ron wehba" <rwehba@pegasusbb.com>
did i read this right??140 horses on a 701???, or did i miss someting??
----- Original Message -----
From: "Paul Mulwitz" <p.mulwitz@worldnet.att.net>
Subject: Re: Zenith-List: CH 701
> --> Zenith-List message posted by: Paul Mulwitz
> <p.mulwitz@worldnet.att.net>
>
>
>>140 HP is way too much. wow, did I just say too
>>much HP? if there ever was a case, that would
>
> I don't know about too much horsepower, but it sounds like too much
> fuel. According to my favorite old flight instructor, the only time
> you have too much fuel is when you are on fire.
>
> Paul
> XL barely started
> do not archive
>
>
> ---------------------------------------------
> Paul Mulwitz
> 32013 NE Dial Road
> Camas, WA 98607
> ---------------------------------------------
>
>
>
Message 24
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| Subject: | CH601 skin: 0.016" vs 0.02x" |
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Hello, all
There were some postings recently about a change on the XL plans, where the 0.016"
material was
replaced by 0.020" (or 0.025"?).
Some 601 HD(S) scratch builders had already switched to thicker stock (Larry McFarland
was one, I
think).
The posts, however, mention only the fuse skins.
How about the wings? Are the XL wings also >0.016"?
Have HD(S) scratch builders used thicker material on the wings?
Thanks for your input
Carlos
CH601 HD
Find your next car at http://autos.yahoo.ca
Message 25
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| Subject: | CH601 skin: 0.016" vs 0.02x" |
--> Zenith-List message posted by: "Graham Kirby" <graham@601hd.com>
Carlos,
I used .025" in place of the 0.016" for the main upper surfaces of the outer
wings on my HD. I calculated that the penalty of doing this was about 7lbs
total and it is great incentive for the pilot to loose some weight to
compensate.
I left the lower surfaces at 0.016". The original 0.016" upper surfaces
just seemed to be a magnet for dents and dings.
Graham Kirby
601HD
--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Hello, all
There were some postings recently about a change on the XL plans, where the
0.016" material was replaced by 0.020" (or 0.025"?).
Some 601 HD(S) scratch builders had already switched to thicker stock (Larry
McFarland was one, I think).
The posts, however, mention only the fuse skins.
How about the wings? Are the XL wings also >0.016"?
Have HD(S) scratch builders used thicker material on the wings?
Message 26
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| Subject: | Re: CH601 skin: 0.016" vs 0.02x" |
--> Zenith-List message posted by: Larry McFarland <larrymc@qconline.com>
Carlos,
Yes, the HDS wing skins have become thicker. I used .020 on wings, .025
on top skins, side skins and such,
but kept .016 for the flexible-ailerons and a light elevator. This makes
the wings and sides take on a more solid look if they're built right.
Larry McFarland - 601HDS
do not archive
Carlos Sa wrote:
>--> Zenith-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
>
>Hello, all
>
>
>There were some postings recently about a change on the XL plans, where the 0.016"
material was
>replaced by 0.020" (or 0.025"?).
>
>Some 601 HD(S) scratch builders had already switched to thicker stock (Larry McFarland
was one, I
>think).
>
>The posts, however, mention only the fuse skins.
>How about the wings? Are the XL wings also >0.016"?
>Have HD(S) scratch builders used thicker material on the wings?
>
>Thanks for your input
>
>Carlos
>CH601 HD
>
>
>
>
>
>
>Find your next car at http://autos.yahoo.ca
>
>
>
>
Message 27
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--> Zenith-List message posted by: Gary Gower <ggower_99@yahoo.com>
Sorry, yes... we use the only position (15 d) of flaps on take off, they go
off at 60 once we are about 500 ft over ground, then climb at 70 mph indicated
and rpms at 5,200,...
Sorry, forgot to mention flaps.
The 701 has only 15 d of flaps. or cero flaps.
The instructor uses the Flaps always on take off (and also in landing of course),
because the plane lifts early and is less "stress" from the strip on the fuselage.
Same with his C-180 and his Stintson.
Saludos
Gary Gower
Paul Mulwitz <p.mulwitz@worldnet.att.net> wrote:
--> Zenith-List message posted by: Paul Mulwitz
>We are working now in "normal" take off and landing
>attitudes, later he will teach me "what the plane is capable off" ,
>(his words) but that will be later in my training...
I am not familiar with the 701. However, I might try adding a little
flaps to see how fast it can get off the ground. Perhaps you can ask
your instructor about that . . .
Good luck,
Paul
XL barely started
do not archive
---------------------------------------------
Paul Mulwitz
32013 NE Dial Road
Camas, WA 98607
---------------------------------------------
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