Hi Ron, yes you are right about other people not knowing much about engines. I am satisfied with my test results, confident that the fat fin mod is a huge help. The original test heads were used, at times being up to 500 degress around the plug hole. I wanted to try the experiment on a disposable set of heads for obvious reasons. After 11 hours I had a crack develop between the valve seats on munber two cylinder but all the other cylinders were perfect and required NO valve adjustments for the entire time. I am confident the crack is a result of the heads having been cooked for 60 hours before I modified them. The exhaust valve on number required adjustment from the start of the fat fin test, every 1.5 to 2 hours run time. I have two hours on the new heads and when I checked the stud torque and valve adjustment I found them both to be good. Stay tuned.Wayne

Hi Ron,
Yes I am building as Amateur Built because of the too many restrictions with an AULA.
Especially under the Transport Canada regulations, the floats weight has to be INCLUDED as part of the 1232 max weight limit.
On an amateur built, you have 120 lbs on top of your gross maximum weight. That makes a big difference for you useful load. Althoughm insurance is way more on floats!!! -:)

If you don't mind, I would like to use your plans to build my brake pedals.

Andre

Hi Ron,
Yes, I have seen that engine last week and wrote to them. I got an estimmated delivery of November 2010 if i would order now. I am not decided but the specs sure look good....and the price of course.
I will be on amphibian floats and I was wondering if that engine would be good for that.
So far the 912 or 914 are sure bet for my application. The price is obviously higher than the others but at the same time...I want to make sure safety is on the top of my list. I am not a mechanic by trade so I need to rely on a proven engine. Not decided yet but I'm leaning towards the 91X. Its seems Rotax is coming out with a 912ULS 140hp. I will look into that as well. But again, too much hp is not really beneficial other than burn more gaz ($) -:). I want an effective engine on my 750. No more , no less.

I took a look at your pictures of the parts your making....great job. It sure requires patience to scratch build and a few missed parts here and there..haha

talk to you later.... and happy building!!

Andre

Hi Ron, some nice work... can you help us - we are looking at making some 'flanges' to slip over the filler necks and sit on TOP of the skins (fuel spills, high angles of attack with full tanks, etc are resulting in fuel ingress to the wings.... We have never made the wooden form-work to make such a thing - is there a trick to it? Is a mallet enough to make the form or do we also need to build a press frame? Any suggestions / ideas would be welcome - just remember it is our Young Ladies from Ghana doing the work!

Ron
The CH750 is an evolution of the CH701. It has a lot of the features builders were improving their aircraft with along the way.
I just flew home from Kitchener yesterday, cruise is 90 - 95 mph, climb 1000 - 1200fpm with 100 hp Rotax 912.

Hi Ron,
Me and a friend are building/modifying things on the 701 wings and floats at a good pace. After a disastrous inspection, which led me with serious snags on both wings, i can say that we've corrected most of them and the repairs are INCREDIBLE. What a difference ! For the floats, I finished ONE completely and closed it. The second one has its front attach point done and i'm working on the retract mecanism.
As you know, I had to adapt it to receive the linear actuators I bought. Still, it's much easier the second time around. In the two last weeks, we put almost 30 hours of work on the plane. It's very encouraging.

Glad to hear that your float design is progrssing at a good pace too !
Keep the news coming and the work going !

Norm

Ron
The CH750's real charm is the CNC parts all pre-drilled in the big wood box, Its basic assembly with a picture book instructions, no jigs or tables needed, no welding. Assembly of both wings complete wired with fuel tanks is 5 days. Joining the front fuselage to rear fuselage section is a 3 day job on the CH701...20 minutes on the CH750. I have buddies who built CH701's and its a multi year task...after building the tail surfaces and firewall the fuselage assembles in a long 15hr day. From start to paint shop of the complete fuselage was 3 weeks.
Its all those time saving parts..that is why you pay extra for the CH750 kit...its only a couple thousand more than the CH701 but a world of difference to build.
A CH701 with fuel injection mod on a Rotax 912 added 4 months to the build by taking the carbs off... the injection motor still does not run! Its also at Can-Zac.
Now what do I build....floats this winter !

Hi Ron, this is Normand and YES i'm still building my 701. I took a break over this winter.
It's just too darn cold and humid and my old bones aren't letting me out there that much.
Still, I'm starting back now. I'm done with one of the folats and it works just great.
The second one is started and I will be playing with it for a while.

You've got questions, fire away and I'll try to answer them as best I can.

NormTheStorm

Ron, the 600 EFI is a 2 stroke motor and not what you would be looking for. The motor I have is from a T660 Turbo and the best way to get everything you need is to find a used sled. They have a T660 sled also without a turbo and that motor is only 62 hp and will not work in a 701. My plane has more then enough hp and my plan is to put it on floats too. It was a lot of work but the motor cost me 1000.00 and the firewall forword was about 5500.00. It is about the same as a rotax 912 but I have around 112 hp the way I have it setup. Al Shimpa

Ron - Thanks for the compliment is greatly appreciated. I have ALOT of respect for Chris Hientz and I'm sure he has given it some thought about the control system. I would tend to believe that when designing the 701 weight was a major consideration for him and anywhere he could cut ounces he did. The slots work great and have been proven. However, the catagory is experimental. But you are absolutely right those slots are an "eyesore" and an invitation to moisture and insects. I would assume if enough people employ them he will investigate and give his opinion. I'm not an aeronautical engineer and there maybe something I missed but they are on the plane and they seem to work fine. Best of luck.
Chris

Ron
It slip by me and the assembly was already on the plane when I figured out I missed taking the picture. However, I just happen to have the information your looking for. The tube you're refering to is approx. 56mm long and made from 3/4" x .058 4130 tube and is welded to the outside bellcrank. The bellcrank on the inside has a piece of 7/8" x .058 4130 tube welded to it. The bearings are nylon from Aircraft Spruce and measure 3/4" I.D.
I hope this helps. Best of luck
Chris

Hi Ron
Thanks for the info
Dwayne

Hi Ron
Thanks for the very descriptive info,This will help me alot.I like the sounds of the 2270 that you mentioned.I was hoping to get in about the 110-120 hp.The thing with the vw engines is that you could easily have a second engine on hand when close to rebuild time and still come in way cheaper than a rotax.

Happy building
Dwayne

Hi Ron
What exactly is the difference between type 1 & 4?Just the case or more?
Is it harder to get the parts for the 4?Thanks for your help on the matter

Regards Dwayne