Wayne Clagg's Comments

Comment Wall (85 comments)

You need to be a member of Zenith Aircraft Builders and Flyers to add comments!

Join Zenith Aircraft Builders and Flyers

At 10:37am on May 2, 2010, Terry Sadler said…
Morning Wayne thanks for the info on the sensor and on the elevator I am going to the hanger and tweek the edge as sonn as I get off the computer...The seal issue ...Sent pulley and old seal and new seal to valley called me back to say that it looked as though the last batch of pulleys were 6 thous.to big they put mine on the lathe and said that it should be OK.... also told me that if the seal went into the block to easy that I should use a little JB weld this would hold seal but would not bother if in the future I have to split case...... Should have parts back Monday.. They have been very good to deal with so far,iin fact they put a new set of belts in box just to be on the safe side...It is realy great to have someone with the same setup to ask questions oof THANKS Terry
At 8:08pm on May 1, 2010, Terry Sadler said…
Hi Wayne Was looking at some of your enginr pictures and saw that you have the sencer for cylinder head under the head bolt.. mine is under #3 spark plug... the company told me that the more acc place is the head bolt... Could you tell me where you purchased your's????? Terry PS I am working on directing more air under the cylinder heads as on inticial climbout the temp was high .. after I leveled off and decreased rpms to 3100 the temps went down.......
At 5:50pm on April 20, 2010, Sergio Fink said…
Hello Wayne, now it's fully clear for me. Increasing compression leads normally to increased power and to higher temperature (gas laws). But it means also higher stress on the crankshaft, so finding the ideal point is, as always, a question of finding the best compromise. A more powerful engine has doubtless the advantage of reserve power and more relaxed average use. I was also looking to Hirth's new F30, a four-cylinder air-cooled 2-stroke engine (light-weight with about 100 HP), but after my revamping I have to constrain spences... Sergio
At 4:41pm on April 19, 2010, Sergio Fink said…
Wayne, I read your article about the VW with additional cooling ribs on cylinder head and I found it's a good solution. Is the impressive enhancement on power due only to this extra cooling? Enjoy your "new" power plant! Sergio
At 5:55pm on April 4, 2010, Terry Sadler said…
Yes I have a top mounted carb.. they said the engine would run without the pump... but in taxi test the plane would die if I would call for an increase in throttle..this is why I was wondering about addind a secound for safety.. Allso the plane weighs in at 633lbs the cg is12.78 most fordward is 15.2 most rearward is18.2 Thease are with pilot and fuel...emty cg is 11.0to 20.0 I gave you thease figures as you were telling me that the plane is sensitive to weight when flying.. this looks as if I would be well within th cg...Terry
At 6:40pm on April 3, 2010, Terry Sadler said…
Hi Wayne My name is Terry Sadler I have a 701 that is waiting inspection.. We have the same engine and redrive from valley.. was wondering if you could give me some numbers on the stall and approch speeds ect.. with this set up...also amthinking of installing a secound fuel pump..are you running one or do you have a 2nd.... Terry
At 8:41pm on March 27, 2010, Lucas Suthers said…
Thanks a bunch. I'd love a little tig welder for my garage shop (they've really come down), but I've been laid of from the blacksmith shop for a year and can't spare the cash. There is an AC tig machine at the blacksmith shop but it's set up for steel and I would rather not tie it up if I don't have to. I HATE the aluminum mig setup at our shop, and don't want to risk my heads. I'm going to research that rod and check out the the fat head thread. Thanks Again
At 2:51pm on March 25, 2010, Razvan Chiriac said…
I also bought the NEW and IMPROVED baffling but it did not work for me i had to modify it and come up with my own solution. Do yo think you can mail me so detaild photos of the reduction drive you have, I am realy curious on how it looks. I would prefer to try and build me one my self and save some money :-)
At 9:38am on March 25, 2010, Razvan Chiriac said…
hi

I have also bought the vw because of the price and if I didn’t I would also wondered how it would have been. I have also builded my zodiac from plans only.

Sonex, when I called them first time I told them about what I had in mind they said, no problem it will work and when the problems appeared they said that they did not have any experience of the HD and Aeroveee combination.

Since I have a low rpm I have around 16-18L/h consumption so it is nice.

After a hole year of working with the temp problem I had damaged the heads and valves because of the heat so at the end as you I have bought new cylinder with new pistons and high compression ring. Had also ground the valve seats and the valves.

Builded me new baffles which are very effective, everything is like new now and work very nice.

Before the modification the temperature on rear cylinders could reach 235-242o C before I could reach 500´-600´. Now I can climb at WOT and nothing happens. The hottest cylinder is around 160o during climb and during cruise it stays on 153oC and the coldest on are between 93-96oC.

Fly safe, razvan
At 2:53am on March 25, 2010, Razvan Chiriac said…
Hi
Than you.
It took me 2 years and 7month to build it. Everything went nice and it was fun. At the end the aircraft got around 25kg heavier then I thought. I have made some modification that costed me that extra weight.

First I cracked the original canopy and I had to buy a new one. The new one thickness is double compared to the old one so it added some kg. I used the forward opening canopy system from the XL model which I think is slightly heavier then the original side to side for the HD model. I was also forced by the EAA here in Sweden to install a roll over bar which added about 5kg.

I purchased the VW engine because it was cheaper the others. Now I wish I did not. The engine is direct drive and is a little bit o weak for he HD. According to sonex the engine should give 80hp at 3200-3400 rpm and have a max rpm of 4000. I cant reach douse figures. I have two sensenich props that I have tested, on 62x40 and on 58x36.

The smaller one gives me higher rpm but lower cruise speed and the bigger one the other way but also lower fuel consumption since I can have a lower rpm but the same cruise speed.
Climb performance is 500´-700´/min @ 3000-3100rpm. Cruise speed 90kt-95kt @ 2750-2850rpm. Empty weight 303kg.

I think that the HD model gives to much drag for his engine. Maybe if I had installed a reduction drive it would have workt better.

I am considering o build me the HDS wings in the future to lower the drag.
I have had grate problems with my engine temperatures but now I have solved them. It took me a hole year to solve them, I had nobody to ask and neither sonex or zenith air could help.

What is the performance of your engine with reduction drive? What is the weight of the a/c, cruise speed and climb?
Did you bought the reduction drive separate or together with the engine?

If you have more question, just ask.

Fly safe, Razvan
At 9:01am on March 19, 2010, Ricardo Rodriguez said…
Hello Wayne,

Yes, I saw the pictures of your Fat Fins. Looks great. Also, I read your comments on the problems you had at the begining with the heads. I hope that those fat fins do fix that and improve the performance. Maybe in the future you can cast fat fins heads for the VW at a reasonable price...
At 9:31pm on March 18, 2010, Ricardo Rodriguez said…
Hello Wayne! Sergio and I were talking about engines. He mentioned you were thinking about switching the VW for a Hirth because of the weight. I too think the VW is heavy, but it is cheap and works. Anyway, I read most of your postings and I have been following the progress of your project. Very nice plane! Take care.

...Ricardo
At 12:22pm on March 9, 2010, Wayne Clagg said…
Yea that cowlng took 4 months, not something I want to go through again!
At 8:26am on March 9, 2010, Dan Stanton said…
Hi Wayne, I was just looking at your cowel. Verrry nice. Makes me want to start all over again(NOT).
At 7:11am on February 25, 2010, Wayne Clagg said…
The engine I was looking at was a 100 hp version, fuel injected with oil injection also. Oregon aircraft design has it. They claim only break in time on the engine and he sent me an email the other day saying they would take 6500 for it. 2000 less than they originally wanted. That is really hard to pass up, but the pictures I have seen with the 3701 on a CH701 have the injectors and top of the head above the cowling. Something that is unacceptable to me.
Well, I'm off to St. Maarten in the morning for a little sun. This snow and cold weather is about to get to me. I am self employed and we earn a trip every year from a supplier otherwise we would never be able to afford it. Thanks for getting back with me.
By the way, I have been posting some stuff in the vw engine groups on Yahoo Groups. Might be interesting reading for you.
Wayne
At 10:03pm on February 24, 2010, Sergio Fink said…
Hello Wayne,
the 582 was already installed as I bought the aircraft. It is a light-weight engine, just 65 HP, and drinks a lot for the performance. The 582 is OK but a little too weak for 2 persons and hot weather like now (Brazilian summer with temp. about 32 °C). The real advantage is the weight, but I also considered a Hirth with electronic injection. The problem is that Hirth has no representative in Brazil and I heard that some new regulation to come will afford 4 stroke power plants... But back to you, is the 3701 84 or 100 HP ? I think either one would be a very good choice! If you decide to install one of them, I would be very interested to learn your experiences from you. Maybe that new regulation I mentioned would accept "clean" 2 stroke engines like the new generation Hirths.
Sergio
At 5:47am on January 15, 2010, ulis temos said…
Hi Wane,
At 11:43am on January 9, 2010, Colin Phipps said…
Greetings Wayne; I have had quite a time trying to get the 2170 engine to run properly. I am using the aero vee carb mounted on top of the engine. I first tried using a fuel pump with regulated pressure to 1.5 psi . It was a problem in that the engine would not run when the power was tuned off. I have had problems adjusting fuel flow to the engine. When it was running OK at 3600 the idle was way rich. I have resolved that problem by going to the leanest needle. I thought that I had too much prop for the engine-Culver sold me the prop they thought was ideal a 74X46. GP recommends 72X40 That was working OK for my last flight at the end of October. The plane is now resting for the winter. The other problem in flight was a fluctuating oil pressure,what oil are you using? I am looking forward to April when flight testing will resume.
Regards Colin
At 1:05pm on December 29, 2009, John F King Jr Jack said…
Haven't checked weather but I have a 1995 Ranger 4 wheel drive that runs fine. I will be there around 9, if all goes well. Later if not. Looking forward to meeting you. I worked on fighters for about 6 years in the USAF.
See Ya Thur.
Jack
At 11:50am on December 29, 2009, John F King Jr Jack said…
Hi Wayne,
Well it is close to the travel date. I will be driving to Chicago Thur the 31st.
I should be in your area between 9 or 10am. If you could give me directions or an address that will work in the GPS I sure would like to stop by.
See you had a nice little cross country. It will be nice when mine is ready to fly.
I guess we can talk Thur. See ya soon.

Jack

New from Zenith:

Zenith Planes For Sale 
 

Classified listing for buying or selling your Zenith building or flying related stuff...


Custom Instrument Panels
for your Zenith
:

Custom instrument panels are now available directly from Zenith Aircraft Company exclusively for Zenith builders and owners. Pre-cut panel, Dynon and Garmin avionics, and more.


Zenith Homecoming Tee:


Zenair Floats


Flying On Your Own Wings:
A Complete Guide to Understanding Light Airplane Design, by Chris Heintz


Builder & Pilot Supplies:

Aircraft Insurance:

 
 

West Coast USA:

 
Pro Builder Assistance:

 

Transition training:

Lavion Aero

K&S Aviation Services

Aircraft Spruce & Specialty for all your building and pilot supplies!

How to videos from HomebuiltHELP.com

Developed specifically for Zenith builders (by a builder) these videos on DVD are a great help in building your own kit plane by providing practical hands-on construction information. Visit HomebuiltHelp.com for the latest DVD titles.

© 2024   Created by Zenith.Aero.   Powered by

Badges  |  Report an Issue  |  Terms of Service