Hangar Flying

Paul:

If you are interested in any kind of canard aircraft you really should
be in the CSA.   You will find that the information you get is more than
worth the $25/year.   Some people voluntarily pay $30/year because
we need Terry Schubert more than he needs us; he ain't getting rich
on that job.

Along with the 4 newletters/year you also get a directory with a lot
of information besides the name, phone, and email address.    You
can see who lives close to you.

This website has all the information you need to join.

Bruce Hughes  

Eric:

What kind of "ez" are you looking at?   There are 6 or more kinds , depending on what you are counting as an "ez".

If you are "looking" you should already be in the CSA.   Then you
will have a directory so you can see who lives close to you; call him
(most phones are listed) and take whatever information you have
to him/her.

GET HELP from an expert.   Where do you live?   We can recommend
someone that knows (more than I do) "ezs".

Bruce Hughes

OK   I apologize; there ARE some in Mike Melville's class.   Clark Lydick
and Joe Person are.

I believe that a MAJOR problem in getting the airplane too heavy is
the attempt to get the surface VERY smooth with West System.  If
I could do it over I would have done less surface work and accepted
a few high or low spots.  

My Longeze also has a longer nose.   Added weight BUT it is a help
in getting the CG right.   Mine was OK without extra lead (other than
inside the battery) when I had the O235 on it.   Have not done the
W&B with the O320.

It has only 1 magneto which may help a little.  

Bruce Hughes

D, power goes to everything when I switch the master.   I did not want
to have a Master but I was persuaded by a friend with the following
"If you suddenly have smoke in the cockpit, you WANT a single switch
that kills everything".

IN SERIES to the master, I have many circuit breakers as the previous
email said.

Yes, I have a digital voltmeter which is NOT from one of the usual
avionics companies and cost me about 1/10th of what they charge.
Clock/timer looks just like it, sitting by it.   Neat pair.   The company
has a quantity discount on 10.   Could run most of my sensors off
of those 10 with a little experimentation (there is a big sign in the
cockpit that says "EXPERIMENTAL"

No electronic nose gear.

I have one electronic ignition (Klaus's) and one magneto.   May go to
2 EI later.

I once had a nav/comm combo.   Radio died.   VOR then useless so
I took it out and got a modern ICOM.

I have a few ideas of additions but have not put in spare lines.
Thought of that but do not want to "spook" the DAR.    I just want to
get it in the air, soon.

Every day of my life I am doing "major surgery".   I don't worry about
having to change something.  Each change makes it a little safer.
 

Bruce Hughes

Hi Group

I had a recommendation/requirement from my technical advisor to
do some rewiring of the Longeze project.   I am in the middle of that.

I will have most of PIDG terminals and ring terminals replaced
in the next day or 2.   Now I am wondering what should be on
the "Essential Bus".   It is not too late to make changes, on
your recommendations.

I have 7 circuits on appropriate sizes circuit breakers.   All of the larger
stuff, generally.   On circuit breakers: Strobes, Nav lights, landing
lights, electronic ignition, alternator field, alternator output, and
the "essential bus".

Everything else is on fuses.

The Essential bus presently is the following:

1. Radio
2. Transponder
3. Intercom
4. Altitude encoder
5. CHT/EGT (all 4 of each) gauge
6. Fuel pump

All 6 of those essential circuits are on individual fuses PLUS the circuit
breaker for the essential bus.

There are 11 other circuits which are on fuses, only.   EVERYTHING
operates off the Master solenoid, of course.

I am wondering if ANYTHING ELSE should be on the "essential bus".

I will appreciate all comments.

Thank you very much.

Bruce Hughes

Hi, Snappy

I need your phone #.   Call me at 808-250-0939 or reply to

bruce@ywave.com

We are about 2 hours south of Seattle if you are coming by rent-a-car.

You probably would enjoy seeing the Museum of Flight more than seeing
Western Air Park, unless you have seen the Museum multiple times.

Will be glad to have you by.   Get prepared for a messy hangar.

Be sure to call or email me.  

Bruce Hughes

We have a twin Cessna, an AT6, and an Extra that operate out of
Western Air Park.  

Longeze has not flown yet so it has not had vibrations at 2400 rpm
all over.

Finally got ready to pump gas to the engine.   Switches UP.....
But was not trying to start - just pump gas.

Nothing happened.   No noise.   No gas flow.   Nada.

Switches off.   Voltmeter out.   Started checking.   Battery OK,
Master switch OK,   Essential circuits OK,   Fuse OK,

Got back to the fuel pump.   Well the warranty is 1 year.......

I have 2 "flat blade connectors" 3 inches from the fuel pump so I
can replace the fuel pump when it goes.   You know - the little steel
connectors that are sold at all auto supply stores.   They are
OK, I guess, for autos but they are junk for airplanes.   The
12 VDC was arriving in the flat blade but the female connector
(clinging so tightly to the male) - had no voltage.   There was
enough corrosion between the 2 that the second was insulated
from the first.

I was surprised when I tried to pull the male and female apart;
the fuel pump started.    

Where do we buy better connectors?