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Joemotis(at)aol.com
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 Posted: Sun Jul 22, 2007 2:05 pm Post subject: CH701 Anyone flying with the Jab 3300? |
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The question that disappeared is I do not like redrives and this eliminates the Subaru and the Rotax. so who is flying with the CH 701 with the Jabiru 3300, which has come way down in price since the last time I looked.
Joe Motis
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larry(at)macsmachine.com
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| Posted: Sun Jul 22, 2007 3:25 pm Post subject: CH701 Anyone flying with the Jab 3300? |
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Joe,
The problem with the 3300 is that it requires airspeed and lots of
cooling to stay healthy in the air. This is contrary to the speed and
envelope that is the 701.
You can do it, but I'd be reluctant to suggest it would be a wise choice
of the engines available. I haven't heard of any Rotax or Subaru
redrive failing for quite
a while,,,,,,, years maybe. The redrive allows a water cooled engine to
reach rpm and torque optimums with a larger prop that can pull
effectively.
The 3300 would require more than a low gear prop to survive and the
reduced price and testosterone that puts one on a 701 won't solve that
problem.
Think of taking a Merlin engine from a Mustang which had cooling
problems on the ground and putting it in a Ford Tri-Motor.
Larry McFarland 601HDS at www.macsmachine.com
Joemotis(at)aol.com wrote:
| Quote: | The question that disappeared is I do not like redrives and this
eliminates the Subaru and the Rotax. so who is flying with the CH 701
with the Jabiru 3300, which has come way down in price since the last
time I looked.
Joe Motis
Do not archive
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psm(at)att.net
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| Posted: Sun Jul 22, 2007 5:12 pm Post subject: CH701 Anyone flying with the Jab 3300? |
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At 04:24 PM 7/22/2007, you wrote:
| Quote: | The problem with the 3300 is that it requires airspeed and lots of
cooling to stay healthy in the air.
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An even bigger problem is the specification (on the ZAC web site)
that limits the 701 to 100 HP max. The Jab 3300 can reasonably be
expected to provide 130 hp at full power.
As a minimum, you would need to get designer approval of this much
horsepower for this airframe. The risk is that the engine will
overpower the flight controls under certain conditions that can
result in an unrecoverable loss of control. I am not an aero
engineer and don't remember exactly which combinations can cause
problems, but I think they are all found when you are low and slow
and probably close to the ground as well. This is the kind of
condition you might find when attempting a go-around because
something is in the way of you landing. The results are certain to be fatal.
Paul
XL fuselage
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Joemotis(at)AOL.COM
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| Posted: Sun Jul 22, 2007 7:03 pm Post subject: CH701 Anyone flying with the Jab 3300? |
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Thanks Larry
Joe Motis
Do not archive.
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jetboy
Joined: 22 Jul 2006
Posts: 233
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| Posted: Sun Jul 22, 2007 8:16 pm Post subject: Re: CH701 Anyone flying with the Jab 3300? |
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Joe,
I used a 2200 for some of the reasons above. Additionally, a friend has has his 912UL redrive fail requiring new clutch parts (at) 150 hrs and a month later a sprag clutch on the starter. This is a no prop strike treated like eggs 80hp engine.
The 3300 will only do 105 hp, so could be derated for the 701 but the cooling problem will remain. Someone put a Corvair on a 701 here and 20 hrs later they have the engine for sale because a 2200 is going on. I dont know the reason, but the Corvair (and 3300) is outside the ZAC limits for TP10141E certification which is required here to operate as a microlight.
I will follow this thread with interest as I like a fallback option for my 701, should the 2200 give any problem. current thinking is a 912UL with the updated rear ring mount system.
Ralph
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craig(at)craigandjean.com
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