I'll start it off with my O-235 - Zenith Aircraft Builders and Flyers2024-03-28T12:41:36Zhttps://zenith.aero/forum/topics/i-ll-start-it-off-with-my-o-235?commentId=2606393%3AComment%3A636672&feed=yes&xn_auth=noWith regard to transition tra…tag:zenith.aero,2023-10-04:2606393:Comment:9143242023-10-04T03:19:22.841ZMatt Stecherhttps://zenith.aero/profile/MattStecher
<p>With regard to transition training in a 601XL with an 0-235 see Kevin with K&S Aviation Services in Mineola, TX. He really helped me get ready for my first flight.</p>
<p>With regard to transition training in a 601XL with an 0-235 see Kevin with K&S Aviation Services in Mineola, TX. He really helped me get ready for my first flight.</p> I have a CH750 with the O-235…tag:zenith.aero,2021-03-03:2606393:Comment:8272212021-03-03T16:29:59.635ZPaul Bonaserahttps://zenith.aero/profile/PaulBonasera
<p>I have a CH750 with the O-235 that is just about done with my scratch build. The only reason I have the O-235 on it was CHEAP I have about $2000 into it that I rebuilt. I will fly it that way till I find a O-320 to replace it with. The O-235 Is about 20 lbs lighter than the O-320 but will change from 118HP to 160HP So a good trade I think.</p>
<p>I have a CH750 with the O-235 that is just about done with my scratch build. The only reason I have the O-235 on it was CHEAP I have about $2000 into it that I rebuilt. I will fly it that way till I find a O-320 to replace it with. The O-235 Is about 20 lbs lighter than the O-320 but will change from 118HP to 160HP So a good trade I think.</p> ok, well thanks for letting m…tag:zenith.aero,2018-07-18:2606393:Comment:6375122018-07-18T10:43:53.298ZJeff Spinneyhttps://zenith.aero/profile/JeffSpinney
<p>ok, well thanks for letting me know. I'm in the process of trying to learn how to pick an engine. There is a little bit of info on this site to read, but most of the stuff is a little old concerning a 750 STOL with floats, (possibly amphibious ones), and a strong enough engine. With any luck I can instigate a fresh debate on the subject so I can learn a little more, maybe even catch someone bragging of how well there plane flies with an o-320.</p>
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<p>ok, well thanks for letting me know. I'm in the process of trying to learn how to pick an engine. There is a little bit of info on this site to read, but most of the stuff is a little old concerning a 750 STOL with floats, (possibly amphibious ones), and a strong enough engine. With any luck I can instigate a fresh debate on the subject so I can learn a little more, maybe even catch someone bragging of how well there plane flies with an o-320.</p>
<p> </p> Jeff in all honesty I have no…tag:zenith.aero,2018-07-16:2606393:Comment:6374542018-07-16T11:59:02.373ZGil DeVaulthttps://zenith.aero/profile/GilDeVault
<p>Jeff in all honesty I have no idea what my o-235 weighs or any of the other engines. Like you I just looked up the printed numbers. </p>
<p>Jeff in all honesty I have no idea what my o-235 weighs or any of the other engines. Like you I just looked up the printed numbers. </p> hey Gil, or anyone.
I'm res…tag:zenith.aero,2018-07-13:2606393:Comment:6370632018-07-13T10:41:28.736ZJeff Spinneyhttps://zenith.aero/profile/JeffSpinney
<p>hey Gil, or anyone.</p>
<p> I'm researching engines to put in my 750 ,and I like the idea of the power a O-320 lycoming will make. Wikipedia states that a O-235 weights 235 - 245 lbs depending on model, the O-240 continental @ 246 lbs ,and the O-320 @ 244 lbs. All weights are suppose to be dry weights but only pulled from Wikipedia, so i'm not "sure " of accuracy.</p>
<p>- Anyone have an opinion of if these numbers seem right?</p>
<p>- What else could be a factor that may make the o-320…</p>
<p>hey Gil, or anyone.</p>
<p> I'm researching engines to put in my 750 ,and I like the idea of the power a O-320 lycoming will make. Wikipedia states that a O-235 weights 235 - 245 lbs depending on model, the O-240 continental @ 246 lbs ,and the O-320 @ 244 lbs. All weights are suppose to be dry weights but only pulled from Wikipedia, so i'm not "sure " of accuracy.</p>
<p>- Anyone have an opinion of if these numbers seem right?</p>
<p>- What else could be a factor that may make the o-320 more heavy than the 235 and 240?</p>
<p>There isn't much info out there on the 320's that are flying but a little more on the other 2 model engines where most say that they are heavy but with proper planning of the rest of the air frame you can make a plane that is safe.</p>
<p> </p> I generally land without flap…tag:zenith.aero,2018-07-12:2606393:Comment:6367242018-07-12T01:25:25.134ZGil DeVaulthttps://zenith.aero/profile/GilDeVault
I generally land without flaps, engine out I would probably do the same, but it would really depend on everything you would be dealing with. My battery is located in the tail and I think it is around 13 pounds. Most of my landings my rpm is about 500 , and tend to float. It is true with full flaps it takes most of your trim, but in mine it isn't horrible. All things considered I would buy another 0235, and I did for a second XL6010 Im building. Their history and TBO is something to consider.…
I generally land without flaps, engine out I would probably do the same, but it would really depend on everything you would be dealing with. My battery is located in the tail and I think it is around 13 pounds. Most of my landings my rpm is about 500 , and tend to float. It is true with full flaps it takes most of your trim, but in mine it isn't horrible. All things considered I would buy another 0235, and I did for a second XL6010 Im building. Their history and TBO is something to consider. You are right about a heavy nose engine out if your cg is off, you won't be able to flair properly "One downside is the weight.…tag:zenith.aero,2018-07-11:2606393:Comment:6370142018-07-11T15:41:21.300ZJan Eggenfellnerhttps://zenith.aero/profile/JanEggenfellner
<p>"One downside is the weight. The nose is heavy which is only relevant during the landing phase. Full trim is not enough to relieve stick pressure with any flaps extended. However I have gotten used to it and for me it has become a non-issue."</p>
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<p>I would be VERY careful flying this airplane. If your engine stopped, due to fuel starvation or any other issues, you would instantly loose the downforce created by the propwash over the tail. </p>
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<p>You would be forced to nose…</p>
<p>"One downside is the weight. The nose is heavy which is only relevant during the landing phase. Full trim is not enough to relieve stick pressure with any flaps extended. However I have gotten used to it and for me it has become a non-issue."</p>
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<p>I would be VERY careful flying this airplane. If your engine stopped, due to fuel starvation or any other issues, you would instantly loose the downforce created by the propwash over the tail. </p>
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<p>You would be forced to nose the airplane over drastically to build speed, then hope for enough altitude to make it all work in your favor. </p>
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<p>Even with plenty of altitude, you would have to land 10+ mph faster than normal. This is significant if the terrain is unpleasant. </p>
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<p>And finally, if you bounced the first landing attempt, the airplane would not be able to maintain the speed needed to keep the nose up and you would likely hit nose first.</p>
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<p>You might want to consider 15 lb securely fastened in the tail</p>
<p></p> I just made my first 420 mile…tag:zenith.aero,2018-07-10:2606393:Comment:6366722018-07-10T22:08:37.273ZGil DeVaulthttps://zenith.aero/profile/GilDeVault
<p>I just made my first 420 mile cross country enroute to the Pietenpol convention and Oshkosh. I flew mostly at 3500 foot MSL and at 2400 RPM. I used 28 gallons of fuel that figured out to 7.1 GPH. I also use a little less than a quart of oil. My l tempt cruise was constant 225.My ias was 120 mph and my ground speed was close to that most of the trip. I have the 125 HP 0-235 and 75%power is 2400 rpm and the stated fuel burn is around 7 GPH. </p>
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<p>I just made my first 420 mile cross country enroute to the Pietenpol convention and Oshkosh. I flew mostly at 3500 foot MSL and at 2400 RPM. I used 28 gallons of fuel that figured out to 7.1 GPH. I also use a little less than a quart of oil. My l tempt cruise was constant 225.My ias was 120 mph and my ground speed was close to that most of the trip. I have the 125 HP 0-235 and 75%power is 2400 rpm and the stated fuel burn is around 7 GPH. </p>
<p></p> not sure I want to sell yet,…tag:zenith.aero,2018-06-07:2606393:Comment:6311692018-06-07T02:22:11.798ZGil DeVaulthttps://zenith.aero/profile/GilDeVault
<p>not sure I want to sell yet, but I would discount them some, but not a lot as they have been installed on my project, but for all practical purposes still new. </p>
<p>not sure I want to sell yet, but I would discount them some, but not a lot as they have been installed on my project, but for all practical purposes still new. </p> The engine had been pickled,…tag:zenith.aero,2018-06-07:2606393:Comment:6312562018-06-07T00:42:27.559ZMike Holderhttps://zenith.aero/profile/MikeHolder
The engine had been pickled, so hopefully rust will not be an issue.<br />
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What are you asking for the cowl and engine mount?
The engine had been pickled, so hopefully rust will not be an issue.<br />
<br />
What are you asking for the cowl and engine mount?