Today's Message Index:
----------------------
1. 05:01 AM - Slats (Joe Spencer)
2. 07:17 AM - Re: Slats (Larry)
3. 10:43 AM - Slats (Joe Spencer)
4. 11:05 AM - Aviation Quebec Magazine CH 750 Article (rbjjr)
5. 11:17 AM - 701 Elevator VG's (Dan)
6. 12:41 PM - Re: Aviation Quebec Magazine CH 750 Article (flicka750)
7. 08:01 PM - Hangar Clean Out Day.... (Don Honabach)
8. 08:01 PM - Hangar Clean Out Day.... (Don Honabach)
9. 10:03 PM - Re: Slats (JG)
Message 1
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>Isn't it a problem to move them? The ones I have use a double sided
>tape, once stuck, they are stuck. Seems like it would be a pretty
good
>job to take them up and relocate them without tearing them up, plus
more
>tape. Are we talking about the same VGs? Larry N1345L
I have the ones from JG. They use a 3M double sided tape that is
easily(sort of) removed. It takes me about 2 hours to remove and replace
them.
Joe
Message 2
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That's what I have too. It does seems like after twice it wouldn't be
very good. I don't think I will have that problem, thanks to you and
this list. Larry N1345L
Joe Spencer wrote:
>> Isn't it a problem to move them? The ones I have use a double sided
>> tape, once stuck, they are stuck. Seems like it would be a pretty good
>> job to take them up and relocate them without tearing them up, plus more
>> tape. Are we talking about the same VGs? Larry N1345L
>>
>
> I have the ones from JG. They use a 3M double sided tape that is easily(sort
of) removed. It takes me about 2 hours to remove and replace them.
>
> Joe
>
>
>
> ------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
>
>
Message 3
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>That's what I have too. It does seems like after twice it >wouldn't be
>very good
Larry
I replaced the adhesive on mine each time I moved them. Got more from JG
but it should be available here somewhere.
Joe
Message 4
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| Subject: | Aviation Quebec Magazine CH 750 Article |
Looks like there is a potentially good article on the CH750 in Aviation Quebec
magazine and linked to the Zenith site. However, it's in French. Anyone know
if there is an English version or translation?
Rgds,
Burke Johnson
CH701
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2912#202912
Message 5
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| Subject: | 701 Elevator VG's |
I made my first flight today after installing the elevator VG's. They
seem to work as well as advertised. I did several flaps deployed
landings with the engine at idle (practiced at altitude first) and had
positive pitch control albeit a little slow to respond. My landings
were 5 mph slower than flaps up landings. I am sure I can get slower
but the nose high attitude still creeps me out some.
I tried full stick back flight (at altitude) and chickened out when the
angle got too steep for my brains sense of self preservation. You can
really feel the torque effect of the engine at those attitudes and slow
airspeed.
Dan Wilde
Message 6
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| Subject: | Re: Aviation Quebec Magazine CH 750 Article |
rbjjr wrote:
> Looks like there is a potentially good article on the CH750 in Aviation Quebec
magazine and linked to the Zenith site. However, it's in French. Anyone know
if there is an English version or translation?
>
> Rgds,
>
> Burke Johnson
> CH701
Complete report
Just like its predecessors, the CH750 is a plane with the design voluntarily with
share. A kind of jeep of the sky to the arrises and apparent hardware. One
likes or one hates, but the style does not leave indifferent. Personally, I like
best the machines with the purified lines, but force is to recognize that the
concept likes and is salesman. Proof in is, the troop of original CH701 flying
in the world, plus the few thousands of counterfeits and disseminated substitutes
that and there. In any event, classified airplanes STOL are never very
beautiful. Fieseler Storch model which engineer Chris Heintz took as a starting
point to create his CH701 or the PZL Wilga and other Courier Photogravure
never radiated not by their smoothness!
Profile STOL: explanation and application
English acronym STOL is resulting from the word group Short Takeoff and Landing.
In French, that gave s.t.o.l, that is to say short take-off and landing aircraft.
The aerofoils of this type have a marked camber and are equipped with fixed
nozzles of leading edge or not. These small auxiliary airfoils prevent unhookings
until an angle of attack of approximately 30 degrees. The slit, located
between the wing and the nozzle, forms a system of venturi which forces the
air to accelerate with the passage and tangentially channels it on the suction
face. When the plane is very pulled up, the turbulent nets are then levelled
above the aerofoil: that delays collapses it. On CH 701, CH 801 and now CH750,
these nozzles have the characteristic to be fixed, and this, for practical and
economic reasons. Indeed, to assemble retractable profiles would not lower the
stalling speed of hardly some N uds but would complicate the fitting passably
(addition of complex parts, profit of weight, additional maintenance). The
wing tips selected are, as on the preceding models, of Hoerner type: ends bevelled
with 45 degrees. Simple to build and effective, they make it possible to
maximize the effective scale (in opposition to the geometrical scale). Thanks
to them, the marginal swirls are mainly reduced. Lastly, will flaperons them
mobile surfaces full width acting as ailerons and of shutters maximize the coefficient
of bearing pressure and support a fast rate of roll. They are voluntarily
downwards eccentric compared to the wing (assembly offset). Those thus
do not undergo the lay effects limiting, because the air passing between them
and the trailing edges of the two half-wings protect them from the negative repercussions.
Special horizontal stabilizer
With the great angles, the tail of a plane STOL must be naturally drawn downwards.
With reduced swiftness, that supports quasi instantaneous rotations and the
round-offs followed by ultra-short makings of contact. On the CH750, the design
is studied in this direction. The profile of the horizontal stabilizer is
voluntarily reversed, which creates a negative bearing pressure. Moreover, that
generates an effect of venturi which acts on the airfoils by delaying the splitting
of the airflow at the time of the deflection of the elevator. Contrary
to the majority of the aircraft, the empennage of this new model is higher than
the normal. Moreover, the half-wings do not meet above the cockpit. The slipstream
is thus moindrement disturbed when it meets the fixed plans and mobiles.
Construction all-metal
Following the example its predecessors, the future CH750 will be built out of alloy
aviation and steel chromium-molybdenum. The assembly will be mainly carried
out using rivets known as blind. Manufactured by Textron Avex, those resemble
ordinary pop rivets but are approved aviation. The customers who will buy the
apparatus in kit will be able to assemble it by stage, that is to say a module
at the same time. As an indication, the cell will break up into as many definite
sections being able to be gone up independently from/to each other. The
aerofoil, for example, will be divided into 6 segments, that is to say 2 wings,
2 will flaperons and 2 nozzles of leading edge. While going from simplest (will
flaperons them) towards most complicated (wings), the manufacturer beginning
will be able to acquire experiment with few expenses. The fuselage, as for
him, will include/understand 2 distinct parts: a structure postpones made up
of 4 regular polygonal panels joined together on executives in aluminium angle
+ a cage out of weld steel tubes defining the cabin. The whole will be homogeneous
and light at the same time. Moreover, the load factors are encouraging since
the airframe manufacturer announces from the start: +4 G/-3g.
Robust landing gear
At the technological level, the undercarriages of the CH750 will not differ from
those from the CH601, 640,701,801 and 2000. The formula having proven reliable
in terms of robustness and economy, useless to reinvent the wheel! The principal
train will thus remain a formed Cantilever of a solid curved blade. Only
dimensions will change. Thus, the CH750 will gain 10 centimetres ( 4 Po) in height
compared to the CH701. As the fuselage will be itself broader (0,97 m against
0,85 m or 3 pi 2 Po against 2 pi 9 Po), this increase proves to be logical.
The rims, out of alloy, will receive large tires Carlisle 8.00 X 6. Matco
will provide the disc brakes. The nose gear leg will remain tubular and controlled
to the swing bar. A folded elastic cord will act as shock absorber. Functional
Hyper and practically without required maintenance, one will reproach only
the device his unflexibility compared to an oil and air system.
Recommended Continental engine
Just like very awaited Cessna 162 SkyCatcher, sportsman AMD Zodiac CH601 or traditional
American Champion 7EC, Zenith CH750 version LSA will fly with an engine
Continental O-200. Coupled to two-bladed Sensenich with adjustable step (manually
with the stop), this opposite four-cylinder engine develops a substantial
power (100 ch with 2750 rpm). Ancient design, this one enjoys a indfectible
popularity near the pilots and the mechanics, because its maintenance does
not pose problems, its potential (TBO) is rather high (1800 hours) and its reliability
reassures. However, even if we are numerous to protest that it is a true
engine of plane, force is to recognize that it weighs 29 lb (13 kg) moreover
than one Rotax 912S and than it is a little greedier oils some and carburizing.
Obviously, the manufacturers amateurs will be able to adapt a motorization
of their choice on the CH750 bought in kit. With almost equal weight, one will
then see certainly six-cylinder cars Jabiru 3300 (107 ch) humming of power
in margin of impossible to circumvent Rotax 912 and 914.
Flexible versions
Sebastien Heintz, wire of Chris Heintz and president de Zenith Aircraft, project
to put the model in market as of October 2008. Initially, the CH750 will be
available exclusively in regular kit. An option with fast assembly (quick built
kit) will follow in the tread. Later, a version, classified turn-key LSA, will
be born. This series could be assembled at AMD, in Georgia, or quite simply
at Zenair, in Ontario. In Canada, in the absence of regulation (standard LSA
expresses does not exist) and in waiting of a hypothetical equivalence, the customers
will have to register their apparatus in construction amateur.
Standardized production
My preceding visit at Aircraft Zenith goes back already to several years. It was
at the time of the test of Zodiac CH640 four-seater of voyage, derived from
the two-seater certified CH2000 Alarus. On the spot, at the aerodrome of Mexico
City (Missouri), I find my friends Roger Dubbert, the test pilot sympathetic
nerve of the company, and Sebastien Heintz, always so serious and facetious
at the same time! New heads also made their appearance, like Caleb Gebhardt, a
young aeronautical engineer specialized in structural calculations. This one
was engaged to assist main Heintz. Benefitting from a well deserved semi-retirement,
this last division from now on its time between its property in France
and its businesses in North America. With the production, a score of skilled workers
work in the principal hangar. I recognize some faces and exchanges cordial
greetings. Since the last time, the equipment was modernized. A cutting machine
CNC (with numerical control) of mark C.R. ONSRUD now makes it possible to
produce component count small or large with the chain. Cutting up, drilling
or fitting are thus standardized. All that at the speed of the flash or almost!
Together, two employees supply the untiring robot. Further, subsets are assembled.
Elsewhere, others control quality or enter parts. Each day, several
kits all models confused are thus made up, packed and sent. The functions seem
well defined. Work sufficiently appears easy because ground. People post this
happy air which those have whose work is carefully made.
Discovered prototype
The production of CH750 STOL began this spring. At the time of my passage, at the
end of May, the fuselage with half is already built. The equipment of the wings
will not delay. The engine, its frame manufactured at Zenith and wiring
await their imminent installation. There will remain the cap in composites to
be moulded and the color of painting to be chosen (doubtless yellow). The final
assembly will take place right before the official launch envisaged with Oshkosh,
at the end of July. The reaction of the public should be positive, because
the model corresponds to the current trend. Enthusiasm emanating from many
unconditional as from the new followers will surely mark this go. Opposite the
editing tables, reserved for number 001, broad industrial doors open on the
tarmac. Outside, the sun darts its rays on the prototype registered N750ZZ. The
metal, left with naked, is extreme. The apparatus is rough and the quasi non-existent
completion. Nothing abnormal since it is a machine of factory! Tens
of wool bits scotchs on the cell testify to the tests carried out and those
to come. Only some sections were painted out of orange fluo for the express needs
for our report-photographs. First of all, the CH750 seems hardly larger than
its elder CH701. However, put aside the back empennage, all were redimensionn.
One cannot truly quantify the percentage, because increases all are not proportional.
Nevertheless, at sight of nose, I would say that the profit turns
between 10 and 15 percent. In fact, in addition to the size of the machine, it
is mainly the cabin which was reconsidered and improved. More roomy and more
glazed definitively, it invites to the piloting of proximity and the location.
While going up on board, I notice that the access is easier than on the CH701,
because the embrasures of the doors right-hand side and left (removable) are more
indented. The central handle typical with brand name Zenith releases from
space for the legs. The windshield goes down very low forwards and on the sides:
that maximizes the external sight. I appreciate the concept. Behind the seats,
of each edge, a broad trapezoidal port-hole lights the compartment with
luggage. Very well! The seats, on the proto, are functional without more. The
direction ensures that they will be more comfortable on the planes and the kits
of series. The instrument panel, in half-moon, can accomodate an analogical
or numerical instrumentation. In fact, it is a screen multifunction Dynon Avionics
which equips the specimen. This Primary Flight miniature Display deserves,
without question, the qualifier of little marvel! Programmed to treat a crowd
of information simultaneously, it posts attitudes and given without delay. Throttle
linkages, richness and of reheating carbu, emergent without grace of the
lower part of the table. Electric switches, circuit breakers and another indicators
strew part of remaining space. After all, the look corresponds to the
image given of a plane of bush! A voluntary orientation, confirmed by this dear
Sebastien.
The test plug of the prototype, of exclusiveness
After a catch in hand carried out under the supervision of Roger Dubbert, I leave
in solo for a series exercises and tests. I appreciate the confidence which
the company Aircraft Zenith testifies to me by entrusting the single specimen
to me to this new CH750, and I measure the consequences in the event of damages
of them. However, I am there to evaluate the apparatus and not to push it out
of his limits. Forty minutes after having redcoll in solo, I must stop the
flight, because the conditions weather are degraded suddenly. Gusts of wind exceeding
30 kt (56 km/h), frays with downpours, announce a violent one storm. Return
on the ground. Tomorrow, the sky will be more lenient! Towards 7:30 of the
morning, I take again indeed the handle in hand. The sky is of azure. Perfect!
This time, I will be able to work conscientiously but also to benefit fully
from the machine. The air custom is almost null at this beginning of day. After
a takeoff runs on the 24, I go up in the axis to 2000 foot-ground (610 m).
Well quickly, I fly over too quiet Mexico City then I transfer on the left to
move away me towards the south. With approximately 10 nautical miles (19 km)
of the installations, N750ZZ is stable, on the level, to 3500 foot-sea (1067 m).
Speeds, the driving mode, the rate of rise and several other parameters were
already noted during the rise. The tests can continue. Here the sheet of the
integral statements and comments associated. Note: all recorded speeds are in
mph, because the anemometer and the portable GPS are thus gauged on the prototype.
Date from the test: May 31, 2008
Place: Mexico City, Missouri
Code airport: MYJ
Geographical coordinates: N39 09 45 W91 49 10 Altitude: 823 pi (251 m)
Pressure: 29,95 Hg
Temperature: 22 C
Wind: 250/6
Ceiling: CAVOK
Track: 24
Length: 5500 pi (1676 m)
Coating: asphalts
Obstacles: not
Registration of prototype CH750 STOL: N750ZZ Hours of flight: 68
Empty weight: 775 lb (352 kg)
Fuel load: 24 Gall (91 L), is 144 lb (65 kg)
Pilot: Richard Saint-George Weight: 180 lb (82 kg) Weight cargo liner: 5 lb (2
kg)
Mass day: 1104 lb (501 kg)
Maximum mass: 1320 lb (599 kg)
Centering: OK. In the envelope
Taxiage: normal. Good precision.
Steering: normal. The swing bar is flexible and efficient.
Braking: passable, even insufficient. The clamps unit, plates and Eringer discs
will be replaced by of Matco on the models of series.
P.A. on takeoff: 28 Po Hg
RPM on takeoff: 2480 rpm
Flaperons: 7 degrees. That corresponds to half of their race. It is what the airframe
manufacturer recommends to carry out a short takeoff. In comparison, that
is equivalent to a steering of approximately 15 on regular shutters.
Time of rolling: 5 dryness. The angle of attack is estimated at 20 degrees.
Number of revolutions (Vr): 35 mph (30 kias 56 km/h) Without anticipation, this
one is carried out normally with 45 mph indicated, that is to say 39 kias (72
km/h).
Speed in rise (Vy): 67 mph (58 kias 108 km/h)
Rate of rise (Vz): 800 pi/mn (4,06 m/sec) Taking into account the altitude-density,
is 1794 pi (547 m), the result is encouraging (brought back to the data of
the manufacturer, in conditions standards).
Altitude of work: 3500 pi (1067 m)
Temperature: not raised. No thermometer is assembled outside.
Estimated ceiling: unlimited
Conditions: VFR. A light wind of north blows uninterrupted.
P.A. in cruising: 23 Po Hg
RPM in cruising: 2420 rpm
Cruising speed recommended: 85 mph (74 kias 137 km/h) the following statements
show the precision of the anemometer integrated into the PFD. The average speeds-GPS
being of 89,5 mph (78 kt 144 km/h), there are only 2 N uds difference
with the values indicated.
Cape: 180 (south)
Speed indicated: 92 mph (80 kias 148 km/h)
Speed GPS: 97 mph (84 kt 156 km/h)
Cape: 360 (north)
Speed indicated: 92 mph (80 kias 148 km/h)
Speed GPS: 82 mph (71 kt 132 km/h)
Maximum speed (Vne): 125 mph (109 kias 201 km/h)
Speed of man uvre (Goes): 78 mph (68 kias 126 km/h)
Speed in slow flight: 58 mph (50 kias 93 km/h) Shutters: 1/2 Elevating: 7 degrees
Stalling speed out of stringer (Vs): 45 mph (39 kias 72 km/h).
Stalling speed full will flaperons (Vso): 42 mph (36 kias 68 km/h) Light plate
in piqu at the time of the exit of the high-lift devices.
Turns with great slope G + D: 45 + 60 degrees. Good stability in rolling.
Lace reverses G: D: 5 to 10 degrees
Rate of roll G/D: 22,5 deg/dry
D/G: 22,5 deg/dry
Induced rolling (_ tube): > 45. Entry in on the left more marked spiral.
Stability: positive. The apparatus returns in place after having carried out three
small parabolas.
Speed planed flight: 73 mph (63 kias 117 km/h) the pitch trim is ineffective.
I must maintain constantly the handle to prevent any variation speed behind.
Rate of fall: 1000 pi/mn (5,08 m/sec) Slope: 15 degrees
Speed D approach: 70 mph (61 kias 113 km/h) driving Mode: 1800 rpm
Flaperons: 15 degrees (full deflection)
Speed with the round one: 55 mph (48 kias 89 km/h)
At low speed, the elevator loses of its effectiveness. Without addition of power,
the tail takes down gently. Its surface seems to be insufficient. A point of
view which Roger division with me. After dialogue, the research department of
Aircraft Zenith will decide to increase slightly the scale of the horizontal
stabilizer. The tests being in hand, the results will make it possible to modify,
consequently, the plans of the series to come.
--------
flicka750(AT)gmail
EINSTEIN:"Common sense is the accumulated prejudices before the age of 18"
- Out of My Later Years
TWAIN: "Intercourse is life's most over-rated pleasure, defecation is life's
most under-rated pleasure" - Letter's From Earth
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2921#202921
Message 7
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| Subject: | Hangar Clean Out Day.... |
Hangar clean out day continues:
I've put the following items up for sale on eBay...
All these items are essentially new units (zero time). They were
purchased as I was building my plane and now I don't need.
The Stratus EA-81 and FWF Kit has no reserve - needless to say, I'll be
sleeping on the couch tonight!
Stratus EA-81 and Zenith 601 Firewall Forward Kit
http://tinyurl.com/6n9wxo
Apollo GX65 - Panel Mount Combo GPS/Comm unit
http://tinyurl.com/5u772b
Rocky Mountain's microMonitor (Engine + More Monitor)
http://tinyurl.com/5lg2ku
Dynon EFIS-D10 - Glass Cockput
http://tinyurl.com/5h9fvh
Don Honabach
Zodiac 601HDS
Tempe, AZ
DO NOT ARCHIVE
Message 8
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| Subject: | Hangar Clean Out Day.... |
Hangar clean out day continues:
I've put the following items up for sale on eBay...
All these items are essentially new units (zero time). They were
purchased as I was building my plane and now I don't need.
The Stratus EA-81 and FWF Kit has no reserve - needless to say, I'll be
sleeping on the couch tonight!
Stratus EA-81 and Zenith 601 Firewall Forward Kit
http://tinyurl.com/6n9wxo
Apollo GX65 - Panel Mount Combo GPS/Comm unit
http://tinyurl.com/5u772b
Rocky Mountain's microMonitor (Engine + More Monitor)
http://tinyurl.com/5lg2ku
Dynon EFIS-D10 - Glass Cockput
http://tinyurl.com/5h9fvh
Don Honabach
Zodiac 601HDS
Tempe, AZ
DO NOT ARCHIVE
Message 9
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That 3M adhesive is an industrial product and I have to buy in $200
lots. Someone in Canada tried to get it from 3M there and had the same
problem. Anyone needing more of it, just contact me and I'll send more,
no charge.
JG
www.stolspeed.com
----- Original Message -----
From: Joe Spencer
To: Zenith701801-List@matronics.com
Sent: Sunday, September 07, 2008 3:43 AM
Subject: Zenith701801-List: Slats
>That's what I have too. It does seems like after twice it >wouldn't
be
>very good
Larry
I replaced the adhesive on mine each time I moved them. Got more from
JG but it should be available here somewhere.
Joe
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