Uss Carl Vinson Aircraft Carrier

Uss Carl Vinson Aircraft Carrier - On January 4, the pilot of a South Korean F-35 made an emergency “belly landing” at an air base on Tuesday after its landing gear malfunctioned due to electronic issues, according to the South Korean Air Force.

Though the Navy has not revealed where in the South China Sea the crash occurred, Beijing claims almost all of the 1.3 million square mile (3.3 million square kilometer) waterway and has bolstered its claims by building up and militarizing reefs and islands there.

Uss Carl Vinson Aircraft Carrier

A video posted on social media over the weekend shows the stealth fighter that crashed on a US Navy aircraft carrier last month bursting into flames as it strikes the flight deck of the massive warship.

When the latest crash occurred, Carl Vinson and its de ella escorts de ella were operating in the South China Sea along with the USS Abraham Lincoln Strike Group in dual-carrier operations that began on Sunday, according to Navy social media accounts.

Six others were injured on the deck of the carrier. Three required evacuation to a medical facility in Manila, Philippines, where they are in stable condition, according to Pacific Fleet. The other three sailors were treated on the carrier and have been released.

To U.S. Navy fighter jet attempting to land on an aircraft carrier in the South China Sea had a "landing mishap" on the ship's deck Monday that left seven sailors injured, including the pilot, according to the Navy.

The 1.3 million-square-mile South China Sea has been the site of frequent naval activity in the past several years as China has asserted its claims over almost all of the area by building up and militarizing islands and reefs.

In May 2020, the pilot ejected safely when a US Air Force F-35 crashed on landing at Eglin Air Force Base in Florida. The Air Force attributed the crash to a variety of factors involving the pilot and the plane's systems.

In April 2019, a Japanese F-35 crashed into the Pacific Ocean off northern Japan, killing its pilot. The Japanese military blamed that crash on spatial disorientation, “a situation in which a pilot cannot sense correctly the position, attitude, altitude, or the motion of an airplane,” according to the journal Military Medicine.

The pilot of a US F-35 jet ejected as his jet crashed on the deck of the USS Carl Vinson aircraft carrier in the South China Sea, injuring seven, the US Pacific Fleet said in a statement Monday.

The F-35C, the newest fighter in the Navy fleet, is seen on a video monitor from inside the USS Carl Vinson, which was on operations in the South China Sea when the accident occurred on January 24.

The US Navy variant “features more robust landing gear to handle carrier takeoffs and landings, folding wings to fit on a crowded flight deck, larger wings, a slightly larger payload, and a slightly longer operating range,” according to the aircraft's manufacturer, Lockheed Martin.

The F-35A, flown by the Air Force, takes off and lands on conventional runways, and the F-35B, the Marine Corps version, is a short-takeoff vertical landing aircraft that can operate off the Navy's amphibious assault ships.

The crash occurred while the aircraft carrier USS Carl Vinson Strike Group was involved in a high-profile naval exercise with the aircraft carrier USS Abraham Lincoln Strike Group, the USS Essex Amphibious Ready Group, the USS America Amphibious Ready Group and a Japanese Maritime Self Defense helicopter carrier.

He said the crash suggested to him the jet was not using an automatic landing system, digital controls which help limit the number of times the pilot must make corrections to get the plane safely on the deck.

“We are aware that there has been an unauthorized release of video footage from flight deck cameras onboard USS Carl Vinson (CVN 70) of the F-35C Lightning II crash that occurred Jan. 24, in the South China Sea. There is an ongoing investigation into both the crash and the unauthorized release of the shipboard video footage,” Cmdr.

Zach Harrell, spokesperson for Commander, Naval Air Forces, said in an email. As the $100 million fighter makes its approach to the vessel, crew can be heard yelling “Wave off, wave off,” the term used for a plane to abort a landing attempt, accelerate and fly around to try again.

But the warning to the pilot comes too late to avoid the crash. This video is the second unauthorized leak of the collision. Less than a week after the crash, video emerged of the plane on approach as did a still image of it floating momentarily on the surface of the sea.

“It’s a really clever piece of software that links up the flight controls [the flaps] and the throttles and also gives the pilot some display so the pilot can monitor the system and fine tweak,” Layton said.

“This is a reasonably new system that came out of the F-35 program.” The footage shows two angles of the incident from separate cameras, and both show the jet on approach to the aircraft carrier. In one close-up view the plane hits the deck, bursts into flames and then spins in front of the camera full frame.

The second angle captures the fiery wreck as it careens along the deck then slides off into the water. The addition of the F-35C to Carrier Air Wing 2 aboard Carl Vinson for its current deployment marks the first time a US carrier has flown with what the Navy calls its “air wing of the future,” which also includes F/A-18E /F fighters, EA-18G electronic warfare aircraft, E-2D airborne early warning aircraft and CMV-22 tilt-rotor transports.

The deployment on the Vinson was the first operational one for the F-35C, which only entered service in 2019. The US Air Force version of the stealth fighter, the F-35A and the Marine Corps version, the F-35B, were put into service earlier.

Of the seven sailors injured, four received medical treatment aboard the carrier while the other three, including the pilot, were medevaced to a facility in Manila, Philippines, and are in stable condition, according to the Navy.

The two strike groups along with a Japanese helicopter destroyer staged a large exercise on Saturday in the Philippine Sea, the part of the Pacific Ocean between Taiwan and the US island territories of Guam and the Northern Mariana Islands.

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Unmanned Aircraft Systems Degree

Unmanned Aircraft Systems Degree - Prerequisites: Instrument Rating, AERO 3210 with minimum grade of C, and AERO 3203 with minimum grade of C. Required corequisite: AERO 3204. Third of five classes in the Professional Pilot sequence. Provides students with aeronautical knowledge required for certification as a Commercial Single-Engine and Multi-Engine Pilot.

Emphasis placed on the acquisition of advanced knowledge of aerodynamics, performance, systems for single-engine and multi-engine aircraft, and Federal Aviation Regulations. Prerequisite: AERO 2201, AERO 2710, or AERO 2715 with minimum grade of C or permission of instructor.

Unmanned Aircraft Systems Degree

Corequisite: AERO 3711. Introduces students to elements that comprise unmanned aircraft (UA). Students will apply concepts acquired during classroom sessions and construct different unmanned aircraft, train to operate unmanned aircraft using simulators, and conduct actual flight testing during the lab section of this course.

Aerospace Department Stays On ‘Cutting Edge’

Note: AERO 3711 must be taken concurrently. This course examines airport operations, safety and security, various administrative roles within the airport community, and the impact airports can have on local and regional economies. Students will explore the unique role public airports plan as interface between the traveling public and private airlines.

Prereq: AVN 1000, course must be completed with a C- or better. (Offered fall/spring semester) Provides an overview of the use of unmanned aircraft systems in research and applications. Special emphasis on regulatory requirements, legal and ethical issues, safety, types of unmanned aircraft, sensors, flight operations, and choosing the right system for research or application.

In addition to the classroom component, it requires occasional meetings at MTSU's Experiential Learning and Research Center for UAS demonstrations and hands-on flight operations. Not for credit for UAS Operations concentration students. Corequisite: AERO 3730. Students will apply concepts acquired during classroom sessions to construct a ground control station, modify and upgrade existing unmanned aircraft with payloads/sensors, train to operate sensors using simulators, and conduct flight-testing during the lab section of this course

. Note: AERO 3730 must be taken concurrently. Prerequisite: AERO 1020 with minimum grade of C (2.0). Comprehensive analysis of the principles, practices, and regulatory environment of safety in aviation operations. These include human factors issues and best practices, approaches to safety management, the role of government agencies in aviation safety, and the requirements of Safety Management Systems (SMS).

Social Sciences Credits

Numerous case studies involving aircraft accidents or incidents examined to assist students in identifying potential risks and hazards in the flight environment. This course provides the student with a detailed introduction to aspects of aviation safety as well as the associated components of flight human factors, aircraft technology, weather related accidents and accident investigation.

Prereq: AVN 1000, course must be completed with a C- or better. (Offered fall/spring semester) This course fulfills the Aviation Institute capstone projects for undergraduates. Lectures and readings will cover contemporary issues and problems in air transportation, as well as material related to research design and implementation.

Prereq: AVN 3700 and junior or senior standing, course must be completed with a C- or better. (Offered spring semester) The role of African Americans in shaping the American nation and creating a twentieth-century racial identity.

Covers their historical development and examines their contributions to American art, music, literature, and religion. May be used to satisfy one part of the General Education History requirement. Prerequisites: Private Pilot Certificate and AERO 2230 with minimum grade of C (2.0);

The Bachelor Of Science In Aviation With A Concentration In Unmanned Aircraft Systems Uas Is Designed For Students Who Would Like To Build A Career In The New World Of Uas Operations

prerequisite/corequisite: AERO 2010 with minimum grade of C (2.0); corequisite: AERO 3203. Second of five classes in the Professional Pilot concentration sequence. Provides students with aeronautical knowledge required for completion of the Instrument Rating. Emphasis on acquisition of basic knowledge in the area of ​​instrument flight.

The newest program offered by the Department of Aerospace available under the Aerospace major is the Unmanned Aircraft Systems (UAS) Operations concentration earning the Bachelor of Science (B.S.) degree. Other concentrations under this major are Aviation Management, Flight Dispatch, Maintenance Management, Professional Pilot, and Technology, along with an Air Traffic Control certification program.

Prerequisites: AERO 1340, AERO 1380, AERO 4310, and ET 3610, all with minimum grade of C (2.0). Repair and overhaul of complex accessory systems and subsystems. Practical experience in overhaul of air conditioning, pressurization, oxygen, electrical power generation and control, electrical motors, electrical system configuration and troubleshooting.

Student must provide basic tools and safety equipment. Lecture/laboratory that meets for 90 contact hours a semester. Special fee applies for an electronics project. A minor in Aerospace is available and may emphasize an administrative or technical subject

The Online Advantage​

matter. A course in the basic statistics of public sector research and public administration decision-making. The emphasis is on exploration of data processing techniques as they relate to statistical analysis and on understanding the proper application of statistics.

Prereq: Math 1220 with a C- or better. Flight Lab Request Forms submitted after the deadline will not be considered. Enrollment in flight labs is limited and selection is made from eligible candidates who are best qualified based on cumulative GPA.

Incoming freshmen typically do not receive a flight lab for their first semester. Students must have completed 12 hours of college credit post high school graduation to be eligible for a flight lab. To become eligible for a flight lab, candidates must meet the following minimum standards:

Prerequisite: MATH 1710, MATH 1730, MATH 1810, or MATH 1910 with a minimum grade of C (2.0). Required corequisite: PHYS 2010. Group-oriented problems course taken in conjunction with the Web-based discussion class PHYS 2010. Students work in groups with the topics presented in the PHYS 2010 discussion class.

Humanities/Fine Arts | Credits

Covers kinematics, forces, momentum, angular motion, calorimetry, and sound waves. Skills associated with the development of experimental investigations including graphic analysis and estimation of uncertainties emphasized. Two two-and-one-half-hour laboratory sessions. TBR Common Course: PHYS 2011 Participation in MTSU flight labs is based on maintaining a cumulative GPA of 3.00 or better.

Violation of any MTSU safety practice or procedure or any FAA regulations will result in immediate termination from the program. Flight fees will be paid directly to MTSU, and students must maintain a positive balance in their training accounts at all times.

Lab fee information and a complete explanation of all requirements for flight labs can be found in the Flight Lab Guide obtained through the MTSU Aerospace website, at the MTSU Flight School, or Aerospace Department main office.

Prerequisites: AERO 2100 with minimum grade of C (2.0) and senior standing. Capstone course for students selecting the airline management focus within Aviation Management. Individually directed course on a selected topic within the airline industry. Addresses specific airline industry issues and develops solutions to these issues in the global context within which airlines operate.

Additional Requirements

Prerequisites: Current FAA Commercial Pilot Certificate with an instrument rating, AERO 3210 with minimum grade of C (2.0), and consent of the instructor. Flight and ground instruction leading to the FAA Flight Instructor - Instrument Certificate.

Covers all topics of the Flight Instructor - Instrument Practical Test Standards. Flight fees required. NOTE: This is not an FAA Part 141 course. Prerequisite: MATH 1730 with a grade of C or better or Math ACT of 26 or better or satisfactory score on Calculus placement test.

An introduction to calculus with an emphasis on analysis of functions, multidisciplinary applications of calculus, and theoretical understanding of differentiation and integration. Topics include the definition of the derivative, differentiation techniques, and applications of the derivative.

Calculus topics related to trigonometric, exponential, and logarithmic functions are also included. Course concludes with the fundamental theorem of calculus; the definition of antidifferentiation and the definite integral; basic applications of integrations; and introductory techniques of integration.

Natural And Physical Sciences Credits

Graphing calculator required. TBR Common Course: MATH 1910 This course examines global air transport and its impact on the development of the global economy. Lectures and readings will provide a solid foundation of historical knowledge about international air transport and its development in various countries, before exploring current policy debates about liberalization, global alliances, and other critical issues.

Prereq: AVN 2020 Prerequisite: ET 3601 or permission of instructor. Provides thorough coverage of basic digital electronic circuits analysis and design. TTL and CMOS families examined. Number systems, mapping, and minimization techniques covered. Digital design using random logic and programmable logic devices (FPGAs and CPLDs).

Two hours lecture and three hours laboratory. Prerequisite: MATH 1910 with a minimum grade of C (2.0). Corequisite: PHYS 2110. Laboratory course to accompany PHYS 2110. Experiments in mechanics, waves, and thermodynamics. Data reduction, error analysis, and report writing.

Two three-hour sessions. TBR Common Course: PHYS 2111 Students are required to complete an internship with a UNO partner or other approved organization. Students may also apply to the director for special permission to take AVN 3200. Please see internship coordinator for more information.

New Major Draws On Faculty Expertise All Over Campus

Prereq: AVN 3060, junior or senior standing, aviation major, instructor permission, course must be completed with a C- or better (Offered every semester) Corequisite: AERO 3730. Students will apply concepts acquired during classroom sessions to construct a ground control station, modify and upgrade existing unmanned aircraft with payloads/sensors, train to operate sensors using simulators, and conduct flight-testing during the lab section of this course

. Note: AERO 3730 must be taken concurrently. Prerequisite: AERO 2230. Introduces and explores Crew Resource Management (CRM) as a cornerstone of modern aviation safety. Develops communication and non-technical skills. Investigates and fosters the effective use of human, hardware, software, and information resources related to all aviation professions.

Emphasis on team building, communication, decision making, situation awareness, and use of automation. First of five classes in the Professional Pilot concentration sequence. Provides students with aeronautical knowledge required for certification as a Private Pilot. Emphasis placed on acquisition of basic knowledge in the areas of aerodynamics, performance, systems, weather, Federal Aviation Regulations, and flight planning.

Prerequisite: AERO 3110 with minimum grade of C (2.0); at least junior standing. An overview of airport groundside and airside operations. Topics include passenger terminal operations, airport security, FAA regulations and inspection programs, 14 CFR Federal Aviation Regulations Part 139, Airport Certification Manual, and Aircraft Operations Areas.

Introduces students to basic weather theory at all scales and applicable weather products associated with aviation operations. Some topics include meteorology, characteristics of the atmosphere, weather observations and forecasts, and weather phenomena affecting flight safety. This course will bring together the concepts and skills developed by the students in preparation for their capstone experience.

Scenario based training sessions will look at all faces of the operation. The deliverable produced through these sessions will be added to the student's portfolio. Students will also develop emergency procedures for flight operations, a risk assessment tool, and an emergency response plan to include in their portfolio.

There will be a focus on advanced procedures as they relate to weather, maintenance, airport operations, communication and integration into the National Airspace System. Prereq: AVN 2500 with a C- or better. Corequisite: AERO 3720. Students will apply concepts acquired during classroom sessions to upgrade and modify unmanned aircraft constructed in AERO 3711, train to operate unmanned aircraft using simulators, and conduct actual flight testing during the lab section of this course.

Note: AERO 3720 must be taken concurrently. Prerequisite: AERO 2230 or simultaneous completion of AERO 2230. Flight instruction leading to the FAA Private Pilot Certificate; the first of four flight labs in the Professional Pilot concentration sequence.

Private Pilot certificate must be completed during this course. Requirements a minimum of four training sessions per week at the airport campus in the spring/fall semester and a minimum of five training sessions per week at the airport campus in the summer session.

Fee required. The mission of the Unmanned Aircraft Systems (UAS) Operations Concentration is to prepare our students to become the leaders of the next generation of aerospace professionals By developing the knowledge, skills, and attitudes necessary for successful careers

in aerospace. Prerequisite: MATH 1710, MATH 1730, MATH 1810, or MATH 1910 with a minimum grade of C (2.0). Required corequisite: PHYS 2010. Group-oriented problems course taken in conjunction with the Web-based discussion class PHYS 2010. Students work in groups with the topics presented in the PHYS 2010 discussion class.

Covers kinematics, forces, momentum, angular motion, calorimetry, and sound waves. Skills associated with the development of experimental investigations including graphic analysis and estimation of uncertainties emphasized. Two two-and-one-half-hour laboratory sessions. TBR Common Course: PHYS 2011 Prerequisite: AERO 1710 with minimum grade of C or permission of instructor.

Offers preparation for non-UAS major students to take the FAA Part 107 Remote Pilot Aeronautical Knowledge test. Topics include regulations, airspace and requirements, weather, loading and performance, and small unmanned aircraft operations. FAA Remote Pilot Certificate must be completed during this course at student expense.

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Used Zenith Aircraft For Sale

Used Zenith Aircraft For Sale - The nice part about looking for a secondhand STOL CH 701 (or the follow-on STOL CH 750 and its Cruzer and Super Duty versions) is that the original kit supplier is still around. Zenith continues to produce improved versions of the same product, so factory support is a given. After 35 years, there's not a lot that isn't known about the CH 701. Even if it is an Experimental aircraft, each flying example is free to vary somewhat from its littermates, the underlying concept has proven sound.

Lastly, I prefer the 100-hp version versus an 80-hp 912 in a high-density altitude environment. I absolutely could not do what I do, and where I do it, without the additional 20 hp. AirVenture and the factory in Mexico, Missouri; both trips were in excess of 1300 nautical miles round trip. My plane is probably the best equipped 701 out there, with a two-axis autopilot that makes these long trips so much more enjoyable.

Used Zenith Aircraft For Sale

In the May 1995 issue, we called the Zenith STOL CH 701 “more than just a pretty face” as a tongue-in-cheek reference to its rather ungainly, but highly purposeful, appearance. First flown in 1986, the little CH 701 is a perfect example of form following function. Everything about it was designed for a specific purpose. When Chris Heintz laid down its lines, he was all about making it simple to build, easy to fly and rugged enough to hold up in the field.

Performance And Handling

My airplane is the “Super 701” that you can look up on the internet. I have the 130-hp ULPower engine, and I compete in STOL contests like the Lone Star Competition in Gainesville, Texas. I built it a little heavy, so it weighs 700 pounds empty, but it could have been built 100 pounds lighter. Speed ​​depends on how much fuel and power you want to use; I can get it to the 110-mph Vne, but I normally cruise at 90 to 95 mph. What it's designed for, of course, is short-field performance. I have a 300-foot strip here at home, and when taking off, I don't use more than half of it.

While long cross-country trips in a CH 701 are possible, its light wing loading (nine pounds per square foot) and 85-mph cruise speed mean that extensive travel isn't its long suit. What it is uniquely suited for is popping in and out of small landing spaces with a light load of gear. Visibility is outstanding in every direction but above the wing, and dipping into a turn even cures that, thanks to the glass roof and scarfed wing root.

I built a Zenith CH 750 Cruzer, powered by an O-320 Lycoming that delivers excellent performance. I made the first flight in 2017. It takes off in less than 200 feet, even without the slats on the wings, and it cruises at 115 –118 mph without effort. I did install vortex generators along the wing and on the horizontal and vertical tail. The Cruzer wing uses a cleaner single-strut design compared to the CH 701, and of course, I have a 1440-pound gross weight to accommodate the larger engine.

Much of the value of a flying homebuilt will be found in the instrument panel and engine, so there can be a wide variance depending on hours since overhaul and how extensive the avionics are. Full-boat STOL CH 750s might be priced at $75,000–$100,000 or more, while a very basic CH 701 with an off-brand engine might be found in the $30,000 range (caveat emptor). If taking over an uncompleted project, discount the “percentage finished” by half; that old adage of “90 percent done, 50 percent to go” still applies, especially when restarting the learning curve.

What To Look For

I extensively upgraded the avionics to the latest state-of-the-art Dynon glass panel EFIS and engine monitoring avionics. I also had a Dynon autopilot, Garmin 696 GPS, UAT ADS-B Out and Kannad digital ELT installed. awesome upgrades like LED wigwag landing lights and custom electrically controlled flaps with a Ray Allen LED flap position indicator.

As Zenith Aircraft president Sebastien Heintz says, “Popularity of the STOL CH 701 actually continues to grow over the years, mainly because it does what it was designed to do so well. and bush airplanes lately. Not many of the more than 1000 STOL CH 701s flying today can be found at airports. Most are operated from short off-airport grass fields.”

I made the first flight of my Zenith CH 701 in July 2011 and I have 1000 hours on it now; I've flown it to Oshkosh three times. I think the only choices for an engine are a Rotax or a Rotax. hp912 is perfect for the airplane.

The CH 701's 40-inch-wide cockpit can be snug for two, with 40 pounds of baggage allowed on the shelf behind the seats. Domed door windows on some airplanes enhance cabin room and visibility. If you want more room, look for a CH 750. The doors were hinged at the front to fold forward 180° on a few early models, while the later top-hinged versions simply swing up under the wing. attains 40 inches of cockpit width.

Design Details

I've built two Zenith CH 701s and remodeled one, beginning in 1998, so I am well familiar with the airplane. The Zenith people are great to work with; they come up to Alaska every year for the Alaska Aviation show and I help them in the display booth. I never fly on wheels, just floats and skis, because I live on a private lake.

Not everyone wants extreme STOL performance, so to optimize cross-country performance the CH 750 Cruzer version, introduced in 2013, did away with the leading-edge slats for a cleaner wing. Lastly, returning to the extra-STOL roots, the latest CH 750 Super Duty scales up the lightweight CH 701/750 airframe to handle power from a four-cylinder Lycoming-style engine. back, and the novel “Unpanel” movable glass instrument panel. The CH 750 SD grosses at 1900 pounds.

The earlier models have an issue with the forward horizontal stabilizer attach brackets cracking. They were originally made with .040-inch 6061, and when cracks started to show up, this was increased to .063. I built mine with the heavier gauge, and They have survived 700 hours of rough use with zero cracking issues.

When evaluating a used CH 701, it might be well to look for dings and damage accumulated in off-airport rough-field use by overly enthusiastic pilots. As Sebastien Heintz puts it, “Metal airplanes like the STOL CH 701 are great for inspections as You can't easily hide structural damage. Sheet metal buckles, showing signs of overstress.”

Engine Options

The earliest CH 701s had a single fuselage fuel tank and were powered by two-stroke Rotaxes, the 50-hp 503 or 64-hp 582, which were adequate for its gross weight of 960 pounds. , for builders to want more of everything, including the 80–100 hp Rotax 912 four-stroke engine, and the CH 701 SP was developed with 10-gallon wing tanks and a gross weight of 1100 pounds. The beefier STOL CH 750 came along in 2008 to take full advantage of the 1320-pound Light Sport Aircraft weight limit, with bigger doors, aft windows and a wider cabin; as an Experimental kitbuilt airplane, the CH 750's gross weight can be as high as 1440 pounds.

I am the third owner of the “Big Lizard” STOL CH 701 that was featured in Christopher Desmond's backcountry STOL adventure flying videos in the early 2000s. My E/A-B aircraft was built in 2003, before some of the later Zenith 701 kit improvements became available. I can't say enough about the Zenith factory people who supported me and helped me with upgrades.

For would-be buyers not familiar with the CH 701, I advise having a prebuy inspection performed by someone who is very familiar with these planes. You can also get lots of help from the Zenith factory folks. Zenith support is second to none, and the STOL CH 701 is awesome!

At crazy angles of attack, tail strikes on the ground are common. The problem is when the rudder smacks the ground, it has a tendency to bend the top longerons where the hinge is attached, and that could lead to cracking. Mine has not cracked but during the condition inspection on a friend's 701, cracked longerons were discovered, which required repair.

Inspecting the landing gear and its attach points is the most important thing. It's easy enough to stand behind the plane to see if both wheels cant in at the bottom equally; if the plane has had a hard landing it is likely that one side will have less camber than the other. If they don't appear equal, then the plane can be rolled back and forth a few times and rechecked. If the wheels still don't look equal, it's likely the gear has been bent and a closer inspection of the airframe is in order. Zenith designed that gear to bend before the fuselage is damaged.

Firstly, plenty of good quality photos and a walk-around video of the finished aircraft will help. Also, a really keen builder will generally have a very good record and photos of their build process; this evidence is usually passed from owner to owner and is a good indicator of the care initially put into the aircraft.

My takeaway with the Zenith CH 701 is that there’s a lot of family support among the builders and flyers. You’ll find it in the Facebook groups for Zenith builders and Zenith flyers, and on the Zenith Aero site.

Lowering the flaperons is allowed below 60 mph; trying to do it at a faster speed gives you a hand-delivered message that you need to slow down. Slow speed flight with the flaperons deployed is rather like tooling around in a helicopter. can be expected in the low 30s (the pitot tube is unreliable at high angles), with a bit more break displayed at the stall when the flaperons are extended. For landing approaches a 50-mph target speed is a good beginning, until you get used to the rapid drag rise when power is reduced to idle in the flare. It's easy to get stopped in a couple of hundred feet; the spec table shows an 80-foot rollout.

Nearly every component of the STOL CH 701 is aimed at ultra-low-speed bush flying, including full-span flaperons, fixed leading-edge wing slats, effective controls and rugged, easy-to-repair structure. for a reason. The kit's content has matured greatly over 35 years, so later-built airplanes will benefit from CNC-cut and predrilled parts, and the availability of options like electric elevator trim.

The Rotax 912 ULS engine's TBO was originally lower than the 2000 hours it is now. Because my engine was over the earlier TBO, I elected to replace it for peace of mind. The maximum gross weight was 1000 pounds when built in 2003, later upgraded in newer Zenith 701 kits to 1100 pounds. With Zenith's help I had the stronger parts installed, like the wing spar/cabin frame attach points, to bring my airplane up to the gross higher weight. And I changed the doors to the bubble window shape for downward improved visibility and elbow room.

The landing gear is designed to take some off-road punishment; a stout one-piece aluminum spring is used for the main gear, and the steerable bungee-sprung nose gear strut carries a tire equal to the 16-inch mains. gear works well and is by far the most prevalent, tailwheel gear is optional for those who insist, along with skis and Zenair-designed floats. The fuel system consists of two welded-aluminum wing tanks holding 10 gallons each; 12.5 gallon tanks are a later option.

Zenith Aircraft kits were always designed to be completed with common hand tools like aviation shears, pulled-rivet guns and electric drills. That criteria makes it possible to build the CH 701 from plans, if a hard-core builder wants to scrounge up sheet aluminum and form their own ribs. The lack of compound curves is evident to the onlooker, simplifying such construction.

My Zenith STOL CH 701 is very good little airplane; I took 18 months and 1600 hours to build it in 2008–2009. I spent 300 hours studying the building instructions and 1300 hours actually putting it together. the Rotax 912S engine.

Cruising is mostly a matter of using whatever power setting you find comfortable. Top speed isn't far off from what you'll find at a quieter 4800 or 5000 rpm with the Rotax 912, normally 80 to 85 mph. responsive, other than some stiffness in the rudder circuit from the nose gear steering. The big flaperons generate a bit of adverse yaw, so you'll need rudder input to accompany the stick movement.

I have purchased multiple Zenith CH 701s for clients here in New Zealand. To date, I have been involved in the purchase of 12 units from the U.S. I guess there are really only a few simple things to consider, especially if you can't physically get to look at the aircraft yourself, like our situation in New Zealand.

I've flown the airplane from mid-Missouri to West Virginia, North Carolina, Texas, the Dakotas and, of course, Oshkosh. It's comfortable in 6°F weather with my exhaust-muff heater, and it cruises comfortably at 90 mph with the installed autopilot. My favorite use for the airplane is landing on sandbars in the Missouri River and camping there overnight.

I did modify the flat roof to a curved shape behind the windshield, which alleviates some buffeting up there, and I put on the streamlined lift struts from the CH 750. I believe those changes let me cruise with less rpm than the stock CH 701. But if you want to go places fast, buy something else; that's not what the 701 is for. Nothing else does what it does, however.

Heintz's favorite construction medium is 6061-T6 aluminum, an alloy known for its corrosion resistance, with bits and pieces joined by thousands of aircraft-grade Avex pulled rivets. The CH 701's fat high-lift wing section is mirrored by the reverse airfoil of the horizontal tail, giving it the “down lift” needed for low-speed effectiveness. The wing's fixed slats, more or less invisible to the airflow at cruise, come into play at high angles of attack, joining the drooping offset flaperons for amazing feats of The STOL CH 701's quoted maximum lift coefficient is 3.10, very close to that of a Boeing airliner in landing configuration. A notched wing root enhances cockpit visibility. The Hoerner wingtips supposedly extend the effective span of the wing by 12 inches.

Rather than paint, the entire airplane is covered with 3M 1080 vinyl wrap. I have a GRT EIS 4000 in the panel, along with two iPads and an MGL V6 transceiver. The AHRS and moving map are supported by a Levil Avionics 3AW driving the two iPads.

Not everything that looks like a STOL CH 701 has roots as a Zenith kit. Zenith still sells plans to scratch-build the airplane, so it's possible for a builder to put together an aircraft from scrounged-up bits and pieces (although it would be much easier to buy at least some parts from the factory) if wanting to go it alone. A Czechoslovakian license-built version was produced for the European market from 1992 to 2006. In addition, there have been some knockoff CH 701 imitations built, always the mark of a successful design.

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