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.
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.
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.
NACA vents are installed on each side.
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.