Today's Message Index:
----------------------
1. 04:27 AM - Re: Old swing forward doors (kmccune)
2. 06:41 AM - Re: smaller engine w/ 701 (Mike Schaff)
3. 08:19 AM - Re: Various Engines (Zed Smith)
4. 08:22 AM - Re: Re: smaller engine w/ 701 (Roy Szarafinski)
5. 09:21 AM - Re: Re: smaller engine w/ 701. (Gary Gower)
6. 07:02 PM - stuck (Carlos Sa)
7. 07:48 PM - Re: stuck (James Sagerser)
8. 07:52 PM - Re: stuck (MacDonald Doug)
9. 08:20 PM - locking fuel cap (dashwood)
Message 1
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| Subject: | Re: Old swing forward doors |
The drawings I have show the older door opening slightly longer.
Kevin
--------
"Real freedom is the sustained act of being an individual."
WW - 2009
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276966#276966
Message 2
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| Subject: | RE: smaller engine w/ 701 |
Zed, although I am impressed with the performance of the new 750 / O-200, I
don't believe I have 199 friends to help me put it together! Lol
However, I would seriously like to know if any of you have had any flight
experience with a direct drive 80HP (actually 76 at top RPM) VW similar to
the AeroVee or the Great Plains engine.. If so, please list the performance
specs as best you know. I like the concept of these two engines because of
the fact that they are kits which gives the builder a good working knowledge
of any major overhauls in the future.
I saw a picture of an direct drive VW installation on Zenith's web site
(might have been a 601), but there were no accompanying specifications.
Also, if it is a viable option, how do you cope with the weight difference?
Mike
Message 3
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| Subject: | Re: Various Engines |
do not archive
No experience with any engine except 912 on 701.
However, different engine weights usually cause changes in CG, or at least enough
concern about the CG to re-calculate it.
Example is the placement of the battery behind the seat in a 701 with 912 engine
to accomodate the added weight forward of the firewall.
Note that the typical ag plane which has been converted to turbo-prop has the engine
moved forward to maintain the previous CG, specs, etc. A PT6 is a bit lighter
than the R-985 or R-1340.
Same applies to the 701, if we use a "lighter" engine than the original design.
Problems arise when the engine is HEAVIER than the aircraft design allows.
We might move the firewall aft, move the wing forward, lengthen the tail cone,
etc, but why bother......the design is what it is.....it is a 701.
If we add a generous amount of power (above the "design" value) we get into "prop
clearance" discussions and some beefing-up of the firewall to handle the torque
& weight.
The IO-540 may not be a good choice.
A 701 is a 701......accept it for what it is. Several engines are "suitable",
pick one.
Personally, I'd venture that the 912 engine in the 80 or 100 HP version is about
maximum for this airframe. Others likely will heatedly disagree, but my point
is this: Want more speed & power, get a a different airplane......the 701
specs are what they are.....nice paint and a glass panel won't change the specs.
If you need STOL-to-the-max get a helicopter, a blimp or a UFO.
With kindest regards and a politically-correct MERRY CHRISTMAS to all,
Zed/701/912/90%/etc/etc/....
Let the flames begin!
Message 4
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| Subject: | Re: RE: smaller engine w/ 701 |
I'll pipe in. a buddy has a GP2180 in a Quail, cantilevered high wing, (no struts)
single place, aluminum construction. 110 mph cruise 3 gph. Take off roll 500
ft. He tried to talk me into one for my 701.
Consider power to weight (582 lots of power, little weight, ala Mr Heintz)
Then the 4 forces, thrust/drag and lift/weight.
The 701 would fly, sure, but it's not a float forever Cub, it's a high drag STOL.
A guy might be satisfied with a 2180 / 701 if he was a bantam weight pilot
and flew alone. But a 750/2180 would be self defeating in my opinion.
Figure 185 lbs for the 2180 ready to go. A realistic HP figure is 66 at 2700 rpm
(133 cubic inches). I would not want to be under powered by 33%.
Roy Szarafinskiroysgarage.comXL tee shirts fit just right
Message 5
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| Subject: | Re: RE: smaller engine w/ 701. |
Probably will have better rersults with the Culver Props reduction...-
-
http://www.culverprops.com/engines.php
-
No personal experience with this company, but have followed their articles
in several magazines...- I will love to have an ultralight with their V T
win engine...
-
-
Saludos
Gary Gower
Flying from Chapala, Mexico.
Small hangar for so much toys- :-)
-
--- On Thu, 12/10/09, Roy Szarafinski <rvickski@yahoo.com> wrote:
From: Roy Szarafinski <rvickski@yahoo.com>
Subject: Re: Zenith701801-List: RE: smaller engine w/ 701
I'll pipe in. a buddy has a GP2180 in a Quail, cantilevered high wing, (no
struts) single place, aluminum construction. 110 mph cruise 3 gph. Take off
roll 500 ft. He tried to talk me into one for my 701.
Consider power to weight (582 lots of power, little weight, ala Mr Heintz)
Then the 4 forces, thrust/drag and lift/weight.
The 701 would fly, sure, but it's not a float forever Cub, it's a high drag
STOL. A guy might be satisfied with a 2180 / 701 if he was a bantam weight
pilot and flew alone. But a 750/2180 would be self defeating in my opinion
.
Figure 185 lbs for the 2180 ready to go. A realistic HP figure is 66 at 270
0 rpm (133 cubic inches). I would not want to be under powered by 33%.
Roy Szarafinski
roysgarage.com
XL tee shirts fit just right
=0A=0A=0A
Message 6
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This is embarrassing.
I am stuck. Literally. See pictures - this is an A6 pop rivet. It won't
budge, in or out.
Access from the back is rather difficult, as the rear and front rib are
already riveted. The A6 is one of the two last rivets in this station.
I can remove the rear rib, but that's my last option - and I still will have
a stuck A6 after I remove the rear rib.
Suggestions?
Carlos
CH601-HD, plans
stuck
Message 7
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I would probably cut it off (dremel tool) then grind it flush. After that,
drill it out.
On Thu, Dec 10, 2009 at 8:01 PM, Carlos Sa <carlossa52@gmail.com> wrote:
> This is embarrassing.
>
> I am stuck. Literally. See pictures - this is an A6 pop rivet. It won't
> budge, in or out.
>
> Access from the back is rather difficult, as the rear and front rib are
> already riveted. The A6 is one of the two last rivets in this station.
> I can remove the rear rib, but that's my last option - and I still will
> have a stuck A6 after I remove the rear rib.
>
> Suggestions?
>
>
> Carlos
> CH601-HD, plans
> stuck
>
Message 8
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Carlos, drill a hole in the flange that is blocking access to the back side
of the rivet.- The insert a punch through the drilled hole and tap the r
ivet back out.=0A=0ADoug MacDonald=0ACH-701 Scratch Builder=0ANW Ontario, C
anada=0A=0ADo Not Archive=0A=0A=0A=0A=0A________________________________=0A
From: Carlos Sa <carlossa52@gmail.com>=0ATo: zenith-list@matronics.com; zen
ith701801-list@matronics.com=0ASent: Thu, December 10, 2009 9:01:36 PM=0ASu
bject: Zenith701801-List: stuck=0A=0AThis is embarrassing.=0A=0AI am stuck.
Literally. See pictures - this is an A6 pop rivet. It won't budge, in or o
ut.=0A=0AAccess from the back is rather difficult, as the rear and front ri
b are already riveted. The A6 is one of the two last rivets in this station
..=0AI can remove the rear rib, but that's my last option - and I still will
have a stuck A6 after I remove the rear rib.=0A=0ASuggestions?=0A=0A=0ACar
los=0ACH601-HD, plans=0Astuck=0A=0A=0A=0A ____________________________
______________________________________=0AYahoo! Canada Toolbar: Search from
anywhere on the web, and bookmark your favourite sites. Download it now=0A
Message 9
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| Subject: | locking fuel cap |
is anyone using locking caps for the wing tanks on a 701 circa 1994. the opening
is 1 1/2 " and is like the old automotive type cap with the two tabs the go
1/2 turn and hold cap in place. the new plastic ones for autos are not going to
work. my dad had one on his car and i still remember putting the key into the
round chrome cap. that was my job at refueling time.
had 60L of fuel walk away by itself last night. and a damaged cap as well. they
walked on it and brock off the vent tube. the game has started . they will be
back for a fillup.
--------
Ross Aalexander: CH701 driver 912ul 380tt
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=277133#277133
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