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rbjjr
Joined: 18 Mar 2007
Posts: 36
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 Posted: Wed Oct 15, 2008 10:43 am Post subject: Re: Zenith CH750 Detail Pictures |
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Thanks Bob. Yes I was responding to you.
I seemed to have had out of date plans as well but Caleb has been very helpful in working with me on ways to replace my spar with the thicker one. I'd still be interested in what your workshop instructor says to be sure if you are able to find out from him.
Rgds,
Burke
| Quote: |
Hi Burke,
I just attempted to measure the spar thickness on my mostly complete
rudder and I think it is 0.032. The plans I got say the spar is supposed
to be 0.025 but the plans were out-of-date in other ways. The plans do
say that the doublers are to be 0.032. My guess is that the spar are all
now 0.032 going forward.
I will check with my workshop instructor to confirm the spar thickness
on my rudder.
Bob Collins
Sunnyvale CA USA |
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Bearup
Joined: 24 Jan 2008
Posts: 12
Location: American Falls, Idaho
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| Posted: Sun Oct 26, 2008 10:40 am Post subject: CH 750 Engine Choices |
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Another engine choice to consider for the CH 750, especially for float operations, is the Franklin 4A-235. This engine is rated at 125 HP and is designed as a direct replacement for the Continental O-200. It mounts on an O-200 engine mount, has nearly the same physical dimensions, and weighs about the same as an O-200. New engines will soon be available as well. I currently have one of one, and plan to install it on a CH 750 that I have yet to order. My plane will be going on floats as well. For more information, check out the links below.
Stan
http://www.franklin-engines.com
http://www.franklinengines.com/4a.cfm
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Brady
Joined: 26 May 2008
Posts: 182
Location: Poulsbo, WA
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| Posted: Sun Oct 26, 2008 2:24 pm Post subject: Re: Zenith CH750 Detail Pictures |
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Bear,
I looked at the Franklin 4 you mentioned, Very nice engine!
But I have a couple questions.
First of which is cost, how much do those things cost?
Second is that its a 205 pound four cylinder.
The Four cylinders don't run as smooth as the 6 and if you are going to take on the weight you might as well get a smooth running 6 cylinder.
The O-200 is not well known to be smooth runner.
The 750 is a perfect match for the Corvair!
I can build you two Corvairs with Fifth bearings and all my new parts for the price of one Jabiru.
And you can overhaul both Corvairs for what it costs to do the Jabiru once.
How that relates to the Franklins I don't know.
I haven't priced the parts for an overhaul.
Just my Heavily Biased Opinion 
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Brady McCormick
Poulsbo, WA
www.magnificentmachine.com |
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Bearup
Joined: 24 Jan 2008
Posts: 12
Location: American Falls, Idaho
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| Posted: Sun Oct 26, 2008 6:50 pm Post subject: Re: Zenith CH750 Detail Pictures |
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Brady,
I am not positive what these 125 HP Franklin engine will cost once re-introduced to the US market, but I was told by the Franklin Engine factory representative last year that there will be a choice between the engine being carbureted or fuel injected, and will be in the $14K - $17K range. Franklin engines are known for being near sewing machine smooth, and I can attest to this. I have flown behind Franklin engines in the past, and I know them to be much more smoother running than Lycominig and Continental engines. This is due to a fluid torsion damper that is integral to the Franklin engine crankshafts. I recently purchased a very low time Franklin 4A-235 engine for $7,000 and have a second one being overhauled by Greg Lucas of www.cglucas.com in Pauls Vallley, OK.
Check out these benefits of the 125 hp Franklin engine:
FAA Certified - Factory New
Direct Drive - no gear reduction box
Smooth running - low rpm power
Unmatched horsepower / torque ratio
Most Economical engine in its class
Built-in crankshaft torsion damper
Proven Reliability
254 lb-ft torque at 2800 rpm!
RELIABILITY:
These are NEW FAA-certified aircraft engines, not a rebuild of a high time engine that has been subjected to years of unknown treatment. Because these engines are used in helicopters (6-cylinder model), where they are turned at 3200 RPM, they are under stressed in fixed-wing aircraft where they are operated at 2800 RPM.
SENSIBLE ENGINEERING:
The cylinders, bearings, valves, lifters, connecting rods, etc., are common throughout the engine line production, reducing cost and parts inventory problems. The cylinders have removable sleeves (cost only about $80 each!) that are field replaceable, the camshaft is on the bottom of the engine, and the oil pump is in the sump, so there is less chance of losing its prime and the resulting dry starts, especially in cold weather. There is a removable top cover on the crankcase so that the inside of the engine can be easily inspected. The exhaust ports have insulating sleeves to reduce cooling requirements and simplify installation of exhaust manifolds. Further, the engine can be easily adapted for inverted oil systems.
SMOOTHNESS:
All Franklin/PZL engines have built in fluid damper on the crankshaft which makes then the smoothest aircraft engines of their size.
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Brady
Joined: 26 May 2008
Posts: 182
Location: Poulsbo, WA
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n4546v(at)mindspring.com
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| Posted: Sun Oct 26, 2008 7:53 pm Post subject: Zenith CH750 Detail Pictures |
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do not archive
Since the discussion has turned to Franklin engines, I thought you might
like to see what one looks like. This is one I have "on the shelf". It was
purchased to reengine our "first issue" 1959 Cessna 150. We have since
overhauled the original O-200. We still intend to do the project one day.
This is a Polish PZL that has 3 hours since new.
Franklin engines were originally built in Syracuse, New York. If it is a US
made engine, I refer to it as a "Syracuse Franklin".
If it was built in Poland, I use the term: "PZL Franklin".
This engine is a PZL, but has been retrofitted with a original "Syracuse"
Franklin oil sump and intake system. This is supposed to return it to the
original 125 H.P.
As furnished by PZL with their intake and sump system, I believe it is rated
at only 115 H.P.
I'm glad to hear they will continue to be made and imported. I also have a
two cylinder 60 HP "Syracuse" Franklin. I also am a fan of their design.
Regards,
Randy, Las Vegas
---
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Joemotis(at)aol.com
Guest
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| Posted: Mon Oct 27, 2008 5:05 pm Post subject: Zenith CH750 Detail Pictures |
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If you have ever seen the Northrop flying wing its wonderful sounding and smooth running engines are a pair of Franklins in a pusher configuration. The exhaust note through the props as it climbs out is some of the sweetest music I have ever heard.
Off to You Tube!
http://www.youtube.com/watch?v=60CgYmNb2a8
I was at this show!! although this is not my video.
Joe Motis
Do not Archive
In a message dated 10/26/2008 7:51:48 P.M. Pacific Daylight Time, bearup(at)ida.net writes:
| Quote: | --> Zenith701801-List message posted by: "bearup" <bearup(at)ida.net>
Brady,
I am not positive what these 125 HP Franklin engine will cost once re-introduced to the US market, but I was told by the Franklin Engine factory representative last year that there will be a choice between the engine being carbureted or fuel injected, and will be in the $14K - $17K range. Franklin engines are known for being near sewing machine smooth, and I can attest to this. I have flown behind Franklin engines in the past, and I know them to be much more smoother running than Lycominig and Continental engines. This is due to a fluid torsion damper that is integral to the Franklin engine crankshafts. I recently purchased a very low time Franklin 4A-235 engine for $7,000 and have a second one being overhauled by Greg Lucas of www.cglucas.com in Pauls Vallley, OK.
Check out these benefits of the 125 hp Franklin engine:
FAA Certified - Factory New
Direct Drive - no gear reduction box
Smooth running - low rpm power
Unmatched horsepower / torque ratio
Most Economical engine in its class
Built-in crankshaft torsion damper
Proven Reliability
254 lb-ft torque at 2800 rpm!
RELIABILITY:
These are NEW FAA-certified aircraft engines, not a rebuild of a high time engine that has been subjected to years of unknown treatment. Because these engines are used in helicopters (6-cylinder model), where they are turned at 3200 RPM, they are under stressed in fixed-wing aircraft where they are operated at 2800 RPM.
SENSIBLE ENGINEERING:
The cylinders, bearings, valves, lifters, connecting rods, etc., are common throughout the engine line production, reducing cost and parts inventory problems. The cylinders have removable sleeves (cost only about $80 each!) that are field replaceable, the camshaft is on the bottom of the engine, and the oil pump is in the sump, so there is less chance of losing its prime and the resulting dry starts, especially in cold weather. There is a removable top cover on the crankcase so that the inside of the engine can be easily inspected. The exhaust ports have insulating sleeves to reduce cooling requirements and simplify installation of exhaust manifolds. Further, the engine can be easily adapted for inverted oil systems.
SMOOTHNESS:
All Franklin/PZL engines have built in fluid damper on the crankshaft which makes then the smoothest aircraft engines of their size.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=210435#210435
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