Hi all!

In two days I'll take delivery of a Zenith CH-750 Super Duty kit! My goal for this build is to build an airplane that I can use for off airport flying. In Michigan where I live, there's North Fox Island, and many other places where pilots can land and camp.

I have plans also to eventually move out West so I'd like to build this airplane to maximize it's bushplane capability.

So, I'm looking for suggestions from experienced back-country pilots on how best to outfit my plane. What are your suggestions for building a bushplane? For example, one person has suggested I keep it light as possible. More power equals "more betterer" lol. I'll be installing the IO-370 205hp engine.

Another example is that I was going to install a second battery just dedicated to things like 12v cig or USB ports so that if I'm out camping for a week on a mountain top, I don't drain the aircraft's battery. But then someone suggested I just use solar chargers. Great idea actually! Saves the weight and complexity of another battery and circuit.

If you were building a brand new bush plane, what would you like to have or not have based on your experience?

Thank you!

Mark

Keep it light and keep it simple. For example, if your battery does get run dead for some reason, can you easily prop start an injected engine. Bigger engine doesn't always mean better. You burn more fuel which means you have to carry more fuel, which equals heavier aircraft. You need to find the balance with weight/performance/creature comforts that you are comfortable with. Hopefully we can help with that.
Edit:agreed with Kurt below, safety is a big factor in my builds.

Hi Mark,

When deciding what to do or install during the build I would suggest you think safety. Shoulder harness instal is a MUST, routing of fuel lines, sharp edges in the cabin, anchor points for the seatbelts/cargo and so on. Be careful going to North Fox island, the water is cold. I go high (about 10,000) when I go to North Fox and Beaver Island. You want to be able to glide to shore if engine quits. I have lost friends over the years that went into the water.

Kurt

Stuff breaks and fails; make things accessible not tucked away, out of site doesn't necessarly mean out of mind they will come back to haunt you.

There are a few specific issues which you need to be aware of for that family of aircraft.

Strengthen the firewall where the nose gear attaches. They tend to bend if you're landing on rocky stuff.

Oversize nose gear fork. Needs a 26" tire on the front if you're going off airport.

Brace the main gear with wires from the brakes the nosegear attach point, if you're equipping 31" tires on the mains. Saves damaging the main gear attachment points when bushwheels spin up.

Could you please elaborate on your comment about the wire bracing ? Would like to get a clear picture of how you describe the rigging and also the reasoning behind how this bracing helps to preserve the main gear attach points . I am interested in any suggestions on getting more prop clearance on the Zenith 701/750 while maintaining / improving structural integrity of the gear .
TIA

See here for an example:



I understand the local guys have found them necessary to prevent damage gradually occurring.

You can also see what they are doing with the nose fork to increase clearance.
Of course, a longer level puts more stress on the firewall attachment points.
The interesting question would be what they are doing under the cowl to strengthen the firewall.

Thanks for the info and pict Battson .

KitplaneEnthusiast wrote: More power equals "more betterer" lol. I'll be installing the IO-370 205hp engine.

This is always the video I think of during discussion of larger engines on LSAs. I don't know if it was the actual cause of the separation.

Start at 3:30.

https://youtu.be/fC5yscm9dsI?t=214

Zzz wrote:

KitplaneEnthusiast wrote: More power equals "more betterer" lol. I'll be installing the IO-370 205hp engine.

This is always the video I think of during discussion of larger engines on LSAs. I don't know if it was the actual cause of the separation.

Start at 3:30.

https://youtu.be/fC5yscm9dsI?t=214

Wow, that was dramatic!

Aryana wrote:Wow, that was dramatic!

It was, damn. The prop shredded the front of those Full Lotus and they came apart.

Zzz wrote:

KitplaneEnthusiast wrote: More power equals "more betterer" lol. I'll be installing the IO-370 205hp engine.

This is always the video I think of during discussion of larger engines on LSAs. I don't know if it was the actual cause of the separation.

Start at 3:30.

https://youtu.be/fC5yscm9dsI?t=214

I've always wondered why people post when they don't know what they are talking about? The Murphy aircraft in the video is not an LSA. The Zenith Super Duty is not an LSA, and the Super Duty is DESIGNED for engines up to 230hp.

popcorn on.

Hmm, I thought the Rebel was an LSA eligible airplane...I wonder why Murphy went after S-LSA and E-LSA certifications?

Speaking of useless information. Having spec’d and built my own “bushplane” what I’d do is buy a Maule, or a Pacer, or whatever and not waste years building a “bushplane” that can go marginally more places than say a C150. I’m my case maybe I shoulda kept the Luscombe for fun flying and bought one of those clapped out Alaska C207s for a family truckster.

whee wrote:Hmm, I thought the Rebel was an LSA eligible airplane...I wonder why Murphy went after S-LSA and E-LSA certifications?

Speaking of useless information. Having spec’d and built my own “bushplane” what I’d do is buy a Maule, or a Pacer, or whatever and not waste years building a “bushplane” that can go marginally more places than say a C150. I’m my case maybe I shoulda kept the Luscombe for fun flying and bought one of those clapped out Alaska C207s for a family truckster.

That's not useless information - its very good information that most people wont listen to. Its the interpretation that is faulty.

I think the best piece of advice I got was from my friend Bill who told me to buy a 170 and go fly it. I miss him.

Here he is on a beach with the next plane he told me to buy.

daedaluscan wrote:

whee wrote:Hmm, I thought the Rebel was an LSA eligible airplane...I wonder why Murphy went after S-LSA and E-LSA certifications?

Speaking of useless information. Having spec’d and built my own “bushplane” what I’d do is buy a Maule, or a Pacer, or whatever and not waste years building a “bushplane” that can go marginally more places than say a C150. I’m my case maybe I shoulda kept the Luscombe for fun flying and bought one of those clapped out Alaska C207s for a family truckster.

That's not useless information - its very good information that most people wont listen to. Its the interpretation that is faulty.

I think the best piece of advice I got was from my friend Bill who told me to buy a 170 and go fly it. I miss him.

Here he is on a beach with the next plane he told me to buy.

That’s cool. I like to see equipment operated to the manufacturer specified limits!

KitplaneEnthusiast wrote:

Zzz wrote:

KitplaneEnthusiast wrote: More power equals "more betterer" lol. I'll be installing the IO-370 205hp engine.

This is always the video I think of during discussion of larger engines on LSAs. I don't know if it was the actual cause of the separation.

Start at 3:30.

https://youtu.be/fC5yscm9dsI?t=214

I've always wondered why people post when they don't know what they are talking about? The Murphy aircraft in the video is not an LSA. The Zenith Super Duty is not an LSA, and the Super Duty is DESIGNED for engines up to 230hp.

this is good shit right here

KitplaneEnthusiast wrote:
I've always wondered why people post when they don't know what they are talking about? The Murphy aircraft in the video is not an LSA. The Zenith Super Duty is not an LSA, and the Super Duty is DESIGNED for engines up to 230hp.

You must be a hoot at parties. I stand corrected.

I flew a Zenith once with 400hp. Engine didn't come off, so maybe you'll be ok.

Also, some reading in regard to your philosophical question: https://www.theonion.com/its-not-nice-t ... 1819584000

whee wrote:Hmm, I thought the Rebel was an LSA eligible airplane...I wonder why Murphy went after S-LSA and E-LSA certifications?

Speaking of useless information. Having spec’d and built my own “bushplane” what I’d do is buy a Maule, or a Pacer, or whatever and not waste years building a “bushplane” that can go marginally more places than say a C150. I’m my case maybe I shoulda kept the Luscombe for fun flying and bought one of those clapped out Alaska C207s for a family truckster.

Whee, The Rebel can be build either way. LSA compatible or with a 1650 GW. But this is true with lots of other airplanes.

The video of the engine falling off had a lively discussion on the murphybuilders group. If I remember correctly there was something missin/not installed on the firewall. I'll see if I can find the thread when I have time.

Zzz wrote: I stand corrected.

It's like, just learn something about backcountry flying before you comment. Jeez man. Newbie in town.