Harry Breece I got meet Jon in Texas and his 701 is really Super in person. Jon was also super and answered my questions about it. I bought a 701 100 hp Rotax ( no complaints) but if I was building one UL definitely!
Your videos rock! Among STOL airplanes, I bounce between tail wheel or nose wheel for my next airplane. But your videos are very convincing that CH701 is a great airplane.
I waited for years to see this engine in this airframe. I saw a few pics of your airplane here and there a couple years ago and I searched all over to find as much info on you and the build I could find. I just knew this would be one of the best combos in a bush plane out there. So glad it worked out that way. I was surprised how long it took someone to build this plane/engine combination it always seemed like a no brainer. If you watch the rotax vs jabiru 701's the rotax always takes off faster not sure why but they do. But I just didn't have much interest in that kind of motor, I wanted a real aircraft motor in this airframe and one with the injection and the fadec system. I am so happy for you how well it turned out and so happy for me that I got to see it in your videos. Thanks for sharing. Taz
John, I am glad I found you. I want to watch your videos because I want an airplane like yours. I pray for your continued flying happiness. If I can find you on FB, I will friend you and maybe we can talk and share ideas for me. Have fun flying.
Now that UL is coming out with the turbocharge engine I have been looking into the Rans S21 for a build. I've checked out every engine out there and I keep coming back to the UL. I like them too.
Absolutely perfect plane and so so beautiful to watch. I flew in South Africa, Jabiru (2000 and 3000cc), Cessna150, 172, Cherockee, Sling2 and I must say it feels in my stomach that this is the first time I feel there is a perfect bush plane on earth !!!! A perfect engine and plane combination. Looks so so reliable by its simplicity with a stunning fuel consumption as well. Can we dream better?
Great build, great videos, and you deserve every bit of the fun you're having! UL engines are VERY interesting, but my big question is how well does their air cooling work in really hot climates, anybody got any first hand on that?
I have flown in 90-100deg F heat and still have nearly a 100deg cushion before the cylinder heads get hot. My ducts are relatively small compared to the other ULPower users I have seen, so I imagine it would be easy to run it even cooler if desired for hotter climates. Anyway, to answer your question, these engines work really well in just about any climate you throw at them if the ducting is done properly.
8:11 Did you swap an air-cooled diesel into a truck? Specifics please. Does your local autogas contain ethanol? How much ethanol does UL engine and your fuel system tolerate?
I have been watching a lot of the bush pilot videos lately, you know, the Flying Cowboys and such. They are all amazing pilots. Most of them fly Kitfox and the like. I saw one where he changed out his very old Rotax and put in a new Rotax. Why would anyone pass up an opportunity like that to not put in a UL Power? My jaw dropped when I saw the engine he was going to use. I am with you, especially if you are in an aircraft that was designed around an engine of the weight of a UL Power. I really enjoyed your video. Hope to have my Panther flying very soon with the 350is.
Why? The support base. Rotax has been doing this for a very long time, and have a team dedicated to finding problems with their powerplants. I assume that you're talking about Trent, so I'll use his example. There was a problem with the 915 involving the valves that rendered it unsafe. Rotax discovered the problem and issued the notice before there were any catastrophic failures. ULPower, while it seems to be a good engine, just doesn't have the time in the field that Rotax does. If it were me, I'd be wary of ULPower for the same reason I'd be wary of the Edge Performace Epex 300 Yamaha conversion that Steve Henry runs.
I am not a pilot and do not fly but I have flown in many small aircraft. That would be awesome to be able to use a plane like that with water skids to fish the swamps and near shore.
Did Zenith provide support for it? Engine mount, baffles, header tank, fuel system specs, etc.? What are your empty weight and useful load? Edit: should've watched all the way through.
I’ll try to answer the best I can. Zenith supplied the engine mount. Baffles came with the engine. Header tank came from Sandstorm. Most of the fuel system came with Zenith or the engine. It is built for comfort (heavy), so the empty weight is 700# and my gross is 1250#. I refigured the g-loads and did lots of phase 1 testing at my higher gross. Hope this helps!
I’m really starting to like the UL power. Is it much different than the 0-200 Continental? I think they are only 100hp. The UL seems a modern version on that. Am I right? Great video by the way.
There are a few similarities, but the ULPower is a fresh design that is fuel-injected, more compression, at least 30% more power, and basically the same weight. The heads are designed with better cooling in mind, which brings down the temps considerably. My head temps usually range from 220-260 deg F.
I had a 750 stol with Jabiru 130 HP engine. My cruise was 86 - 90 mph. Is your normal cruise 60mph? Seems you should be able to go much faster. I love the UL engines. I hope they try to get them certified for SLSA.
Yes, the ULPower will easily pull this 701 airplane above the VNE of 110mph. I usually cruise 85-90mph on longer trips and just like to meander around home at a slow ~60mph with less than 3gph fuel burn. It is my understanding that ULPower is currently in the process of full certification.
Hey John congratulations on a great effort in the Lone Star comps: you did very well up against some very high powered planes in the hands of some amazing pilots, I watched (on another channel) your build and engine cowling/"foam" fabrication keeping it simple is often the best approach, I have been in the auto and light transport industry maintenance for more than 45 yrs so am no stranger to the reliability of modern fuel injection, the one question. I have? you made mention of in this video' is the running in process UL Power recommends? My understanding is they do not advise using a break in oil even for a short time frame I was wondering how you managed this bedding in / break in stage in your 350is. Of all the engines both petrol and Diesel I've rebuilt over the years the best performing/longest lived have been very carefully broken in with usually a straight mineral oil then switch to friction modified multigrade synthetic oils I'm sure you have seen on the internet a fellow countryman of yours installing a UL 520is in a canard aircraft and having no end of internal engine drama much of the problems being attributed to lack of bedding the engine internal components inn? I can't help but thinking there is more to that story. Any how thanks again for the post would love to hear how you managed the break in stage from a mechanics perspective. Cheers from Down Under - Glenn.
Thanks! I used another oil during my early stages of engine break-in. Driven Racing Oil makes a high zinc/phosphate oil that is specifically designed for high-performance air-cooled engines with mechanical flat-tappet cams. Look up Driven DT-50. I have studied oil specs for years and believe this is a superior oil for this application. I also followed our old approach the best I could for seating the rings and break-in. After gentle running/warm-up, I pushed it for a few seconds and then backed off gently, repeat with a little more power, repeat with more power, repeat, etc. I was told these engines are broken in at the factory, checked for power with a "standard" prop, and then pickled for shipping. I honestly believe there is much more to the story of the canard. I heard that he was developing a control to trick the ECU's altitude reading so he could manually adjust the mixture and I believe he simply ran it too lean and "cooked" the engine. I do know that he does not get along with the US ULPower rep at all, so I imagine that didn't help matters. I have been around race engines for decades and believe these are well designed and excellent performing engines for what I need. Thanks for the comment!
@@TNFlyingFarmer Wow! thank you John for such a quick response and yes very much agree there is much more to the canard 520is issues (particularly around cooling) I think we speak the same language when it comes to being very particular when it comes to breading in components on any new engine, love your work, Thanks again Cheers Glenn. - Down Under
Bob John - I'm working on a 750SD and have not decided as yet on the engine but considering the 520iST turbo model. The 520iS engine has been out for several years but they just hung the turbo on it and started marketing beginning of this year. I'd appreciate any comments you may have. Cheers
I have had multiple people tell me that it is the quietest Zenith they have ever flown in. Took one passenger for a demo flight without headsets and we still had a pleasant conversation.
Hey Jon, Nice documentation. Question: I am working on my wings right now and I noticed that you are not using the standard 701 fuel tank. Can you elaborate on that. Also, I still haven't forgotten about your landing lights remote control system yet. Just been TDY too much, and I head out again on Monday.
I am using the extended range wing tanks from Zenith. I also installed a 3 gallon header tank in the rear fuselage. The wing tanks drain into the header simultaneously and the header supplies the fuel pumps.
My landing lights are the LED lights from Zenith. They have a wig-wag function built in and the wiring is easy for them. I have switches on the handgrip to control them.
Haha! That makes more sense! We are wanting to run a fiber optic line for internet as soon as the provider will let us tie into the system. I’m hoping to throw an extra electric wire in that ditch for some permanent landing lights that can be controlled through my phone with our internet. 😉
I like to cruise 90-95mph on cross-country flights. The airplane is too draggy to be efficient above 100 and honestly, it just isn't as fun either. #LowAndSlow
Can't find anything not to like about this plane. Great video.
Harry Breece I got meet Jon in Texas and his 701 is really Super in person. Jon was also super and answered my questions about it. I bought a 701 100 hp Rotax ( no complaints) but if I was building one UL definitely!
Thanks for the info Jon, I want one!
Your videos rock! Among STOL airplanes, I bounce between tail wheel or nose wheel for my next airplane. But your videos are very convincing that CH701 is a great airplane.
Fantastic video
The UL is on the top of my list. Nice meeting you at the Zenith Homecoming this year. Greg
Man thats a beautiful Airplane, been dreaming of a 701 for years n years. Thanks for the vids man, this farmboy appreciated it.
I waited for years to see this engine in this airframe. I saw a few pics of your airplane here and there a couple years ago and I searched all over to find as much info on you and the build I could find. I just knew this would be one of the best combos in a bush plane out there. So glad it worked out that way. I was surprised how long it took someone to build this plane/engine combination it always seemed like a no brainer. If you watch the rotax vs jabiru 701's the rotax always takes off faster not sure why but they do. But I just didn't have much interest in that kind of motor, I wanted a real aircraft motor in this airframe and one with the injection and the fadec system. I am so happy for you how well it turned out and so happy for me that I got to see it in your videos. Thanks for sharing. Taz
Thanks! I am still loving this combination!
John, I am glad I found you. I want to watch your videos because I want an airplane like yours. I pray for your continued flying happiness. If I can find you on FB, I will friend you and maybe we can talk and share ideas for me. Have fun flying.
Beautiful Plane!
Oh... you are not « just a farmer »... you are a hard working person with a passion and you can afford it...
Now that UL is coming out with the turbocharge engine I have been looking into the Rans S21 for a build. I've checked out every engine out there and I keep coming back to the UL. I like them too.
You have given me something to think about.
Absolutely perfect plane and so so beautiful to watch. I flew in South Africa, Jabiru (2000 and 3000cc), Cessna150, 172, Cherockee, Sling2 and I must say it feels in my stomach that this is the first time I feel there is a perfect bush plane on earth !!!! A perfect engine and plane combination. Looks so so reliable by its simplicity with a stunning fuel consumption as well. Can we dream better?
Great build, great videos, and you deserve every bit of the fun you're having! UL engines are VERY interesting, but my big question is how well does their air cooling work in really hot climates, anybody got any first hand on that?
I have flown in 90-100deg F heat and still have nearly a 100deg cushion before the cylinder heads get hot. My ducts are relatively small compared to the other ULPower users I have seen, so I imagine it would be easy to run it even cooler if desired for hotter climates. Anyway, to answer your question, these engines work really well in just about any climate you throw at them if the ducting is done properly.
@@TNFlyingFarmer Many thanks for that!
8:11 Did you swap an air-cooled diesel into a truck? Specifics please. Does your local autogas contain ethanol? How much ethanol does UL engine and your fuel system tolerate?
Please make a follow-up video on Hight Altitude Performance with this setup, and perhaps comment on the UL-Power 520-T. Thanks!
I have been watching a lot of the bush pilot videos lately, you know, the Flying Cowboys and such. They are all amazing pilots. Most of them fly Kitfox and the like. I saw one where he changed out his very old Rotax and put in a new Rotax. Why would anyone pass up an opportunity like that to not put in a UL Power? My jaw dropped when I saw the engine he was going to use. I am with you, especially if you are in an aircraft that was designed around an engine of the weight of a UL Power. I really enjoyed your video. Hope to have my Panther flying very soon with the 350is.
Why? The support base. Rotax has been doing this for a very long time, and have a team dedicated to finding problems with their powerplants. I assume that you're talking about Trent, so I'll use his example. There was a problem with the 915 involving the valves that rendered it unsafe. Rotax discovered the problem and issued the notice before there were any catastrophic failures. ULPower, while it seems to be a good engine, just doesn't have the time in the field that Rotax does. If it were me, I'd be wary of ULPower for the same reason I'd be wary of the Edge Performace Epex 300 Yamaha conversion that Steve Henry runs.
I am not a pilot and do not fly but I have flown in many small aircraft. That would be awesome to be able to use a plane like that with water skids to fish the swamps and near shore.
Did Zenith provide support for it? Engine mount, baffles, header tank, fuel system specs, etc.? What are your empty weight and useful load?
Edit: should've watched all the way through.
I’ll try to answer the best I can. Zenith supplied the engine mount. Baffles came with the engine. Header tank came from Sandstorm. Most of the fuel system came with Zenith or the engine. It is built for comfort (heavy), so the empty weight is 700# and my gross is 1250#. I refigured the g-loads and did lots of phase 1 testing at my higher gross.
Hope this helps!
Zenith lists the gross weight as 1100. Did you go to 1250 on your own?
I’m really starting to like the UL power. Is it much different than the 0-200 Continental? I think they are only 100hp. The UL seems a modern version on that. Am I right? Great video by the way.
There are a few similarities, but the ULPower is a fresh design that is fuel-injected, more compression, at least 30% more power, and basically the same weight. The heads are designed with better cooling in mind, which brings down the temps considerably. My head temps usually range from 220-260 deg F.
Super701 I was a big Viking fan. But you have made me a UL fan. Thanks Jon.
I had a 750 stol with Jabiru 130 HP engine. My cruise was 86 - 90 mph. Is your normal cruise 60mph? Seems you should be able to go much faster. I love the UL engines. I hope they try to get them certified for SLSA.
Yes, the ULPower will easily pull this 701 airplane above the VNE of 110mph. I usually cruise 85-90mph on longer trips and just like to meander around home at a slow ~60mph with less than 3gph fuel burn. It is my understanding that ULPower is currently in the process of full certification.
No gear reduction, no alternator belts, EFI, dual ECU, Dual Spark, FADEC controlled, billet main engine case. Simple and dependable.
Hey John congratulations on a great effort in the Lone Star comps: you did very well up against some very high powered planes in the hands of some amazing pilots, I watched (on another channel) your build and engine cowling/"foam" fabrication keeping it simple is often the best approach, I have been in the auto and light transport industry maintenance for more than 45 yrs so am no stranger to the reliability of modern fuel injection, the one question. I have? you made mention of in this video' is the running in process UL Power recommends?
My understanding is they do not advise using a break in oil even for a short time frame I was wondering how you managed this bedding in / break in stage in your 350is.
Of all the engines both petrol and Diesel I've rebuilt over the years the best performing/longest lived have been very carefully broken in with usually a straight mineral oil then switch to friction modified multigrade synthetic oils
I'm sure you have seen on the internet a fellow countryman of yours installing a UL 520is in a canard aircraft and having no end of internal engine drama much of the problems being attributed to lack of bedding the engine internal components inn? I can't help but thinking there is more to that story.
Any how thanks again for the post would love to hear how you managed the break in stage from a mechanics perspective.
Cheers from Down Under - Glenn.
Thanks! I used another oil during my early stages of engine break-in. Driven Racing Oil makes a high zinc/phosphate oil that is specifically designed for high-performance air-cooled engines with mechanical flat-tappet cams. Look up Driven DT-50. I have studied oil specs for years and believe this is a superior oil for this application. I also followed our old approach the best I could for seating the rings and break-in. After gentle running/warm-up, I pushed it for a few seconds and then backed off gently, repeat with a little more power, repeat with more power, repeat, etc.
I was told these engines are broken in at the factory, checked for power with a "standard" prop, and then pickled for shipping.
I honestly believe there is much more to the story of the canard. I heard that he was developing a control to trick the ECU's altitude reading so he could manually adjust the mixture and I believe he simply ran it too lean and "cooked" the engine. I do know that he does not get along with the US ULPower rep at all, so I imagine that didn't help matters.
I have been around race engines for decades and believe these are well designed and excellent performing engines for what I need.
Thanks for the comment!
@@TNFlyingFarmer Wow! thank you John for such a quick response and yes very much agree there is much more to the canard 520is issues (particularly around cooling)
I think we speak the same language when it comes to being very particular when it comes to breading in components on any new engine,
love your work, Thanks again
Cheers Glenn. - Down Under
Bob
John - I'm working on a 750SD and have not decided as yet on the engine but considering the 520iST turbo model. The 520iS engine has been out for several years but they just hung the turbo on it and started marketing beginning of this year. I'd appreciate any comments you may have.
Cheers
Hi is the ul power at cruise quieter then the rotax at cruise
I have been told that it is quieter, but it has been quite a while since I have personally experienced a rotax in a 701.
“Soup or 701 ?”…………..I’ll have the soup please !
Hi how is the sound in the cockpit at cruise as compared to other engines
I have had multiple people tell me that it is the quietest Zenith they have ever flown in. Took one passenger for a demo flight without headsets and we still had a pleasant conversation.
UL Power 💯
Hey Jon, Nice documentation. Question: I am working on my wings right now and I noticed that you are not using the standard 701 fuel tank. Can you elaborate on that. Also, I still haven't forgotten about your landing lights remote control system yet. Just been TDY too much, and I head out again on Monday.
I am using the extended range wing tanks from Zenith. I also installed a 3 gallon header tank in the rear fuselage. The wing tanks drain into the header simultaneously and the header supplies the fuel pumps.
My landing lights are the LED lights from Zenith. They have a wig-wag function built in and the wiring is easy for them. I have switches on the handgrip to control them.
@@TNFlyingFarmer Oh.. I was referring to your runway lights!! :)
Haha! That makes more sense!
We are wanting to run a fiber optic line for internet as soon as the provider will let us tie into the system. I’m hoping to throw an extra electric wire in that ditch for some permanent landing lights that can be controlled through my phone with our internet. 😉
About 10 000 more engines sold and utilized and may look at the engine..
I`m sad I just now found your channel . KISS ,, keep it simple stupid . The less moving parts you have ,,,, the more reliable it will be .
What do you think your completed plane cost you to build?
Do you have a moving map display?
Do you have an auto pilot?
Plane is roughly 80k. It has GRT avionics with a moving map and is autopilot capable, but I did not install the servos.
Jon, what is the best cross country air speed?
I like to cruise 90-95mph on cross-country flights. The airplane is too draggy to be efficient above 100 and honestly, it just isn't as fun either. #LowAndSlow