Ron D Leclerc

East St Paul,MB

Canada

Profile Information:

Aircraft Model
STOL CH 701, CH 750 Cruzer
Project Status
Less than half
Building From
Plans-only
Engine installed (or plan to install)
VW
Building Experience
Have worked on airplanes before
Flying Experience
None
Building and Flying Info / Your Profession / Other Background Info
Retired Realtor, Retired Civil Engineer, Business Owner and Retired Long Distance Transport Driver[in my other life]...

Comment Wall:

  • Chumphol Sirinavin

    Ron

    I went to your 701 construction website. Learn many things, beside the Porche' 914 engine. And I like your brake pedals, too.

    Thank you.

    Champ

    Feb 12, 2009

  • Dwayne Roos

    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

    Mar 7, 2009

  • Dwayne Roos

    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

    Mar 9, 2009

  • Dwayne Roos

    Hi Ron
    Thanks for the info
    Dwayne

    Mar 14, 2009

  • Chris Aysen

    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

    Mar 23, 2009

  • Chris Aysen

    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

    Mar 24, 2009

  • AL SHIMPA

    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

    Feb 12, 2010

  • Normand Lambert

    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

    May 3, 2010

  • Bob McDonald

    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 !

    Jun 30, 2010

  • Normand Lambert

    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

    Jul 2, 2010

  • Bob McDonald

    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.

    Jul 3, 2010

  • Jonathan Porter

    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!

    Jul 5, 2010

  • Andre Levesque

    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

    Jul 5, 2010

  • Andre Levesque

    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

    Jul 5, 2010

  • Wayne Clagg

    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

    Jul 7, 2010

  • Doug Cole

    Ron,

    I just looked at the pdf's you posted for the strut fairings for the 701. How are the fairings fastened to the struts?

    Thanks, Doug

    Jul 31, 2010

  • Wayne Clagg

    I just found out a few minutes ago. I am just devastated. We had talked a few times about his issues but he preferred to not discuss it, he wanted to talk Vw's to keep his mind off it. I really, really, just don't what to say. What a loss. Wayne

    Aug 16, 2010

  • Joe Spencer

    Hi Ron

    thx for the request. good luck with your build

    Joe in Mississippi

    Mar 4, 2011

  • Joe Spencer

    Hi Ron

    Thanks for the comments. The 701 is an "interesting" little machine! I think you wanted my email

    jpspencer@cableone.net

    get your plane going!

    thx again Joe

    Mar 4, 2011

  • Bob McDonald

    Wayne Clagg has installed a Rotax 912S engine in his CH701. He "invested" over $10,000 in machining, and time trying to make the VW work as an aircraft engine. He might be worth talking to before you travel the same road. Just a thought.?

    Dec 16, 2011

  • Bob McDonald

    Ron you are correct I know nothing about the particular Porche version of the VW engine you are building. I do have several friends that drive Porche, and if the engine you are using is out of the 944 then I can also tell you the 944 suffered a catastrophic failure at 45,000 km when the timing belt failed (belt was 10 yrs old). I did not intend to offend you by my comment, I was only wondering if you were aware of other builders efforts with VW engine conversions. I have some first hand experiences with Subaru conversions in both the CH601HD & CH701 airframes, and none of it has been good. I'm sorry if my comment upset you. Enjoy you build.

    Dec 16, 2011

  • jim miller

    yes i made it about 3 inches wider at the fire wall to give it a smother transition

    i will send some pictures of it painted

    May 22, 2012

  • jim miller

    sound good how close are you to being airborne

    May 23, 2012

  • jim miller

    yea im calling mine a 701and a half just for fun  because of the mods i have done

    .your going to have to call yours a 725.25 just for fun haha

    May 23, 2012

  • jim miller

    are you building the floats from scratsh or a kit

    May 23, 2012

  • jim miller

    Hi Ron yes it was worth the wider cabin ,I flew a stock 701 for a few days with two people on board before I got my papers and it flys the same but it feels like a much larger plane in fact I had mine and the stock 701 side by side and every one was commenting on how much bigger mine looked also because I made the gear 3 inches longer and mine has larger tundra tires but the flight characteristics feel the same .very very happy with it .thanks Jim

    May 14, 2013

  • jim miller

    Hi Ron I did all the mods myself i have a sheet metal fab shop I get after the latest prop change 80 mph at 4900 rpm and 700 feet a Minuit at 60 mph temps were at most 195 deg so far it's working good

    May 23, 2013

  • jim miller

    Hi Ron the weight and ballence came to 735 lbs and I am at the forward limit at 11 .5inches empty .personally I would like to move my battery back to the back of the plane as I think the forward limit doesn't work well for the solo ops and I don't think I can add enough weight to the plane to reach the rear limit at 1200 lbs gross so I think I will just move my battery back and I think it will fly better not that there's anything wrong with wats the set up now I just think that it will make slow flight landing even easier all good thanks Jim. When are you going to be flying

    May 23, 2013

  • Normand Lambert

    Hi Ron,

    That's where I took the info but the placement is for their PLASTIC VGs and mine are like yours Aluminum...So, I'm still trying to figure out the spacing. The placement on the wing is OK but the different spacing (outboard/inboard) is still being debated...

    Any toughts ? Regards,

    Norm

    Sep 9, 2013

  • Normand Lambert

    Hi Ron,

    If you were to put 1 Vg every 60mm (6cm) you would need 5 per foot X 12 feet per wing = 60 per wing (120 for 2 wings) !!!

    The wing kit only has 46 aluminum VGs... If I wanted to put them at equal distance, I would have to put them 6 inches apart for the whole wing... (23 per wing = 1 every 6 inches)...

    I understand that if you wanted the center part of the wing to stall first, you would put the wingtip VGs closer together than the ones near the wing root... But how close and is it needed for our CH701s?

    Your thoughts ?

    Norm

      

    Sep 9, 2013

  • Normand Lambert

    Hi Ron,

    Single, doubles so ...For the placement between 8% to 12% It is fine. For the SPACING it does not add up I will run out of VGs before the whole wing is done.

    Still have to check for correct spacing .

    I'll let you know.

    Norm

    Sep 9, 2013

  • Normand Lambert

    Hi Ron,

    I checked the photos...Ok for the elevator. I went to the Savannah website and checked their VGs on wings. They are all spaced equally for the entire wing...I guess that if you wanted the wing to stall inboard first you would want to have more VGs (spaced closer) near the wingtip compared to the ones installed near the cabin...

     Since the 701 has washout at the tip and flaps are somewhat down (compared to the ailerons), our wings will always stall from the cabin outward to the tip, we can also use the equal spacing for the wing VGs. The 701 wingtip and aileron should continue to stall last thus retaining full attitude control.

    Still pondering... and with the weather being so-so, not yet ready to install.

    Regards,

    Norm 

    Sep 13, 2013