Fernand Levesque (HD)

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Fernand Levesque (HD)
Gilbert Martel (HDS)
Gerald Kelly (HDS)
Angelo Ferraro (HDS)
Jeff Small
Grant Corriveau (HDS)
Tony Colucci (HDS)
Dennis Carley (HD)
Fred Hulen
Beautiful CH601 (HD)
Daniel Nadeau

 

Fernand built his aircraft between 1992 and 1995 from scratch.  Among the few parts he ordered form Zenair are the canopy and some fairings.  He made his own landing gears, cowling, engine conversion (except for the reduction drive).  With 80 hours on the aircraft, Fernand is very happy with his toy and he is proud of his work.

Not being painted, this aircraft is a demonstration that the 6061-T6 aluminum alloy is resistant to corrosion.  Fernand did not apply any protection on the outside of the aircraft (which is outside since 1995) and there is no corrosion.  While the bird flies very well at a speed of 95mph, he is thinking about painting it this year... we'll see!
 
 
This is probably what Fernand is the most proud about.  He modified a Subaru EA-82 for use in his CH-601.  A belt reduction drive (1.84:1) is used.  The radiator is a VW Rabbit unit (which is selected because it is a closed system--with no overboard discharge).  The alternator is a Honda 60 amps unit (because of size and weight). 

Soon, Fernand discovered that the Subaru engine, when running constantly at high speed, will loose oil. He made an oil recovery system that captures the oil in the air outlet on the right cam and return it to the motor.  Another change he made is to use an electronic ignition controller to increase the efficiency of the engine.

Carb heat is cockpit adjustable and is supplied from a hose that captures the heat from the exhaust system.

While there are many other interesting characteristics in his engine compartment, I want to say that he also made his own cowling and engine mount.  If he did it again, he told me, he would not go with doors on the cowling... he would make the entire top half removable.

Exhaust
There is no muffler.  The exhaust pipes are formed with a restriction at the end and holes underneath.  This allows enough pressure in the pipe for effective engine operation.
Fuel System
Fernand did not like having gas between his face and the engine (just behind a bunch of electrical connections).  So, he designed Leading Edge tanks and Baggage Compartment tanks that are connected together.  In total, he carries 42US gallons of automotive fuel.

To fill the tank, he opens the baggage door and the fuel cap is there.  On the picture, we can also notice the sender that provides fuel level information to the Datcom gauge.

One thing that Fernand does not like is the baggage compartment door.  He wants to change it for a 0.025" thickness door (which would be more rigid).  He says that he an see the door lifting while in flight.

Fuel System (cont.)
This is how connection is made between the leading edge tank and the baggage tank.  There is also a valve on the rear end of this adapter.  This approach was selected to avoid feeding through the spar (and reducing its strenght).  It also provide additional benefit of inspection and repairs to the connector.
Ventilation
NACA vents are installed on each side.
Cockpit
When sitting in the plane, I found the roof to be a bit too low.  I will have to take care about seat thickness and canopy adjustment/installation.

Fernand use portable radio (COM) and GPS in his aircraft.  For the rest, just look at the picture.

Oh! While many people don`t seem to like the canopy arrangement, I must admit that I like it.  A small modification that he made is to install a pin on his side that allows to lift the canopy two inches while taxiing.
 

 

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