Hello Sergio, it's good to hear from you again. The increase in power is do to increased compression and advancing the cam timing 4 degrees. The fins just allow me to utilize the power continuously and keep the heads cool enough to prevent damage. I flew it the other day and it was over 80 degrees F. on takeoff. I climbed at full power all the way to 2500', a 2000' climb and the heads never got over 320 F. I couldn't do anything to increase power before since I couldn't maintain full power as it was. I'm already planning another more powerful engine ! Wayne
That's very informative as i have very little experience in engines in general.
I will certainly take a look at the Hirth engine, its sounds interesting.
I have seen some of them here in Canada on Challenger II ultralights.
i will look for a distributor for those engines here in canada.
Thank you very much for the information and I'll keep in touch.
Thank you for accepting my invitation. i appreciate the time you took to detailed the advantages vs disadvantages. I now understand why most people do not tackle a fiberglass cowling -:)
I have to say your plane look fantastic, you did a great job. i can't wait to have mine at the same stage as yours.
I'm still on the tail section of my CH750 but at least I'm progressing hahaha!
You have a very clean engine install, is the HP of that rotax enough for STOL?
I'm thinking of using a Rotax 912 because I will most probably be on floats.
I completely agree regarding the engine cost issue, however to me is quite simple, I am building the original "ultralight" (208kg empty) and because I live in a small island (160KM long by 56KM wide) the fuel consumption is not that critical so the original aircraft as designed works well. Your 238Kg empty is your new weight or the old?.
Está bien, si quieres nos comunicamos en español. Ando ansioso de empezar con mi avión, pero paciencia y ya cuando esté en España todo irá bien. Yo he estado pensando en usar el VW, pero también considero el BMW, sobre todo en Europa. Bueno, seguimos en contacto. Saludos!
I will be moving to around Madrid. My father is from Vigo, Galicia, so that is an option too. That fly-in-spain looks great. I searched their web page and they seem to be very active and doing well. I definitely will pay them a visit some day. They are still in Jerez. Here is the web page: http://www.fly-in-spain.com/es/index.php
By the way, would you rather write in Spanish or English?
I haven't started on my project yet, because I am moving from Venezuela to Spain around September or October. So, when I settle in Spain, I´ll start building right away.
Your 701 looks pretty good, and I think you have done a great job compared on how it was when you purchased it. The cowling looks very professional. And the new paint job makes it look like new. Anyway, hope everything is going great with the updates/upgrades.
Good Morning Sergio, the Vw is doing pretty well. I have 71.1 hours on it now and flew it on a 3.1 hour cross country last Saturday. I think it is an acceptable power plant and with the benefit of hindsite I would do things a little differently to keep the weight down. I defnately would not put all the junk INSIDE the plane. Had I used my head and keep the airframe as light as possible the extra weight of the Vw wouldn't have made much difference. I would like to remove all of the steam gauges and install a simple glass panel but money is a problem. I have flown a few times where the ifr instruments were nice to have. I have also planned on building another engine as a test bed for the aluminum nikasil cylinders available and for testing other weight saving and performance parts. I have several of the pieces on hand so I'll have it ready to go in late winter. I hope.
Good to hear from you again. Keep in touch.
Pouca experiencia no trato com PCs o primeiro texto não foi enviado era apenas uns comentarios sobre como perdi as 2 laterais e o assoalho do cone de cauda por impericia no uso do AUTO CAD, nada que não se resolva com a compra de 3 novas chapas de aluminio 6061, ja encomendadas em São Paulo.
Sergio estava eu aqui a digitar um texto sumiu não sei se foi enviado para vc.
sabado dia 14.11 devo estar em Fpolis visitando um sobrinho que mora no ACRE e esta visitando a mãe. Gostaria de saber se seu avião esta no aeroclube de São José (aquele na 101 sentido Sul) pois se der um tempo passaria no Campo para dar ver um 701 ao vivo e a cores.
Sergio, Sorry for the delay but was in CA with my Grandkids. I am using a 1915cc Valley setup. It is an early one. When it is running It has great power but I have had a string of problems that has hurt my confidence. The latest has been carb ice. I am installing the AeroCarb in hopes of eliminating the iceing. The other Items have been heat related. I have a pressure cowling instead of the wide open setup on Valley's package. I have been working on the oil and head temps. They seem to run high and I have changed the oil cooler and I now run only 100LL.
Sergio, thanks for the reply. I have at times felt like abandoning the vw and 701 but I stuck with it. The plane is doing much better and I have taken it on some short cross couvtry flights of about 1 hour. 51.4 hours.
I am using the Valley Engineering redrive with a 2275cc Vw. No Charger. I am not pleased with my weight either, I had to raise my gross weight by 100 lbs (about 50 kg???). My 701 came out really heavy because of all of the junk I put in it. See the pictures. For the most part I was not interested in cross country travel with two aboard, my wife does not enjoy it that much. The Vw made the difference between me flying or wishing I could fly. The Rotax is over three times the cost of what I have in the VW. Flight testing is going well now but I had a rocky start, see the next Zenair News. I would be REALLY interested in your friends cylinder head temps and where he senses it and any info for that matter. Good talking to you.
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