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Messages - Jack

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31
Hangar Flying / Re: Leaning
« on: February 26, 2007, 03:22:25 AM »
Quote from: Hmanvel
Not to raise an old standby issue, but I would like to hear from others what their S.O.P. is with engine leaning.  My airplane has 0-320's, carbureted.  I would love to run lean of peak, but can't seem to get there without significant engine roughness.  ?


Geeze my old password and name work.  In big round motors, 2800s we ran LOP.  We had some serious engine gauges to monitor the motors. It was also with a carb and a two speed supercharger.

If it's running rough is the first key.  I generally lean right in the climb. Pull back on the mixture till it's a tad rough and add some rich.  Haven't had a chance to figure out my current motor setup. It has ram induction with a Rose ignition system.  Feels like it might run LOP.

Another trick in the winter, add some carb heat to about 15C or so and then lean.  

Jack

32
Hangar Flying / Re: Quickie
« on: November 09, 2006, 12:09:04 AM »
Quote from: "Dave in Eugene"
Has anyone flown a Qucike? Not much information on the web about their flying charactoristics that I can find. Safety issues.

I


I have well over 500 hours in one and that was 99% of the time with the underpowered but reliable Onan motor.  You need the Rotax with it's power to be safe.  The 18-20 HP output of the Onan kept you on the edge of safety for power requirements.

Inflight basic canard bird.  On the runway it feels like a freaking gokart and it can get dicey, especially with those scrub brakes.  It's a basic day VMC bird and don't get real far from the runway.

Make damn sure if running the Onan you have the spring on the throttle at the carb in case the throttle cable breaks.  Mine did and I got lucky and it went towards full power and after that Quickie came out recommending the spring.

When we first installed the Rotax and I did some runway testing. Tis a real shocker to have to hit left rudder with the P effect from some serious HP.

Jack

33
Hangar Flying / Re: curious about weight reduction
« on: October 13, 2006, 07:49:57 AM »
Quote from: "mwilli7119"
One example, I am getting rid of my original spinner for a smaller composite one and saving considerable weight where it counts.

Mike Williams
(soon to be) Varieze N689MW


Real weight saver is knowing how much fuel you really need for those local flights.

Jack

34
Hangar Flying / Exhaust pipes inside the cowl
« on: October 13, 2006, 07:47:48 AM »
Quote from: "Drew"
I The hangar flooded with salt water, the airplane floated, and when the water receded, it came to rest on its tail.  Insurance company totalled it.

It had a very powerful O320 on it with very little hours.  Unlike my Cozy, it did not have electronic ignition and fuel injection.


Ouch. Your still the only EZ I have flown form on.  Least it took a damn Katrina storm to total it out.

Am still trucking in the damn sandbox.  It does get a tad to exciting.

Cheers;

Jack

35
Hangar Flying / Lyc O-235-C Unerstanding Power/RPM Curve
« on: October 06, 2006, 12:57:27 AM »
Quote from: "Gilbert DRIEUX"
Thank you Delta Mike and Spy,
I don't intend to fly fast, fast, and fast, but w an O-235, I'm heavy, so I'll greatly appreciate to get max HP for take-off, and fly after at 70-75%, ro less.
.


Your in the old climb prop Vs cruise prop debate.  Assuming your running a fixed pitch prop, you don't want max RPM at static because you should pickup a short 100 Rs on the roll.

A fixed pitch prop is always a compromise between max performance on the engine at takeoff or cruise.

Tis reason on constant speeds they can reach max Rs for takeoff. Their blades move. Constant speed props are also more complex and can have failures.

If your over 2200 Rs you should be good to go. If your too heavy probably need to cut your fuel load down.  I can safely say with a full bag of 50 gallons of fuel and a pax in the back of my Long it takes a bit of runway to get off.

Cheers;

Jack

36
Hangar Flying / Re: Gear Up Landing (No, not that kind!)
« on: August 16, 2006, 12:03:31 PM »
Quote from: "rdhodges"
Monday (Aug 14) upon departure from Santa Fe, NM - the nosewheel on my LongEZ sheared off the axle just as we rotated.  Not sure if this was due to shimmy or possibly hitting a rut .


I would bet on a shimmy.  You need to keep the nose firmly on the tarmac and make a clean break when you rotate.  While landing once the nose touches down, keep it firmly on the tarmac.

I had a nose assembly depart one time and never did find it.  I was on a high speed runway flight and it went whammo.  Stopped fine with the remains of the nose strut.

Live and learn.

Jack

37
Hangar Flying / 0-235 vs 0-360 for Long Eze.
« on: August 16, 2006, 11:58:53 AM »
Quote from: "Chairboy"
From the folks I've talked to, O-320 seems to be _the_ way to go.  Best yet, you can get roughly O-235 performance/economy by throttling back, so you're not losing those long legs.


On any aircraft motor you should always strive for the best efficiency.  We are lucky in the X class community because we can add electronic ignition and other improvements without doing the FAA song and dance routine.

Learning to lean properly is the real biggie.  If you can't lean it right, doesn't matter if you reduce your RPMs.

Jack

38
Hangar Flying / Re: 2000 ways to not buy a canard
« on: August 01, 2006, 05:43:55 PM »
Quote from: "allen"
20
The seller was right; it was a very expensive and painful lesson. For you buyers out there, learn from my mistakes.
·


Freaking bummer.  I learned long ago you have to talk to the local pilots to get a good feel for an aircraft.  Which started in my Navy days when I was dropped off at a field and had to fly a bird out.  One of my tricks was checking out the heads/latrines.  If they were fairly clean it was a good sign that the birds were maintained fairly well.  Throw in a long preflight and a thorough checkout of the logbooks. Generally they were OK, but I was still lied too about aircraft conditions.

I ferried aircraft that were one time moves for being bent somewhat, picked up new aircraft from the factory, birds in and out of overhaul, and squadron moves.  Ones you had to watch were the freaking overhauled ones.  They hadn't been flown much and some serious work had been done on them.

In this business, it's good to be living and learned something.

Jack

39
Hangar Flying / Re: My Long-EZ nose gear won't stay up!
« on: July 19, 2006, 09:50:49 AM »
Quote from: "Lowlevldevl"
The nose gear in the Long-EZ I recently acquired doesn't seem to want to stay in the retracted position until we're up into the cruise. n


If your tire pressure is right.  You might try what I did.  Install a coat hangar part off a bolt on the dash and after you wind the gear up hook the handle over the coat hangar.  You just need a lil up pressure to keep the gear up.  

Cheers;

Jack

40
Hangar Flying / Re: Piston upgrade for O-235
« on: July 16, 2006, 01:04:38 PM »
Quote from: "Delta Mike"
Hi all,

What advice is there on finding and putting in different pistons to a low compression (6.75:1) O-235-C2C?

This particular O-235 is on a Long-EZ in Durango, and with a Great American 62x62 climb prop it is unable to generate more than 2250 rpm static - rated takeoff rpm is 2800.


When your adding more power expect more heat output.  Regarding rated RPM, that's only when you have a constant speed prop and it's complexity.  With a fixed pitch prop your always inbetween a climb or cruise prop.

On setting your valves, be real carefull if you set them tight.  I would check them again after a flight and see if they closed up especially on the exhaust ones.  I set a couple of exhaust ones at .013 and they tightened up to a bit.

You might explore ram induction and an electronic ignition for more power without tweaking the pistons.

Cheers;

Jack

41
Hangar Flying / Re: auto plugs
« on: July 16, 2006, 07:47:14 AM »
Quote from: "spy"
hello all,
  the mags dont put  out MORE  spark......IT DOES REQUIRE MORE "JOULES"  TO CREATE A SPARK..REQUIRING HIGHER RPMS...and more power.....


Klause mentioned Joules and diagrammed why I shouldn't run auto plugs with a mag.  Although in the future I plan on doing a study on using auto plugs in my mag holes.  Been a while since I hit Santa Paula.  I was out there trying to pick up some cylinders and pistons for a dude that Klause had built up.

Jack

42
Hangar Flying / Re: Egine mount Failure......VariEze Lyc O-235
« on: July 16, 2006, 03:49:18 AM »
Quote from: "Gilbert DRIEUX"
Looking for an oil leak (the joint was missing at the bottom of the oill filler...), I was horified to discover a brokend tube in the engine mount .......!
VariEze,
.


You want your engine mount perfecto.  I had one bust on my Q-200 at liftoff one day.  It threw me into a left 90 degree bank, while I had full right bank input, dragged my left main mount a tad on the tarmac, and finally when the engine and prop came back down it took out the carb and part of the right wing. Right part of the mount had failed.

It was beyond a wild ride for me.

Jack

43
Hangar Flying / Auto plugs in O-200
« on: July 14, 2006, 04:18:26 AM »
Quote from: "Gilbert DRIEUX"
[
Is that also valid for Lyc O-235 C2C ?
w or w/o electronic ignition.

Regards,


I only used the Bosch plugs with the Rose ignition on the O-235 C and it's a pure stock motor with ram air only added.  Top plugs are powered by the mag and aircraft plugs.  I picked up the Autolites because someone had mentioned them in this forum a few crashes before and at a buck a pop figured might try them one day.  

Klaus runs with NGKs or NDs.  I couldn't find the ones he used.  

Cheers;

Jack

44
Hangar Flying / Auto plugs in O-200
« on: July 13, 2006, 10:40:06 PM »
Quote from: "Drew"
Jack,
I would like to get some auto plugs for my Rose.  When you figure out what the part number is, pass in on.

Do you remember what the tip looked like?


Am back home with my plugs in front of me.  Autolite 386 and I never used one yet.  Bosch DR8BPX and the order number on the box is 4226.  IMO go with the Bosch ones, never had a problem with one and it's platinum tipped.

Cheers;

Jack

45
Hangar Flying / Auto plugs in O-200
« on: July 08, 2006, 07:21:23 PM »
Quote from: "Drew"
Jack,
I would like to get some auto plugs for my Rose.  When you figure out what the part number is, pass in on.

Do you remember what the tip looked like?


It was a hefty tip.  Your in luck, am headed home for R&R this week and will dig out the plugs.  Hell I was running the Bosch plugs when we hooked up for the form flight in 04.  I got the Autolites stashed somewhere.  Just never ran the puppies.  

I know Klaus has some plug numbers on his web site.  You might try there if your in a rush.  Although some of the plugs I couldn't find anywhere.  Which included speed shops.  Near me was a serious speed shop that had some K&N filters.  I wanted to ensure a K&N filter could handle nearly 200MPH sustained speed.  Their eyeballs kinda of caged when I mentioned this was merely cruise speed.  

Next weekend I will be in the States and will post the plug numbers and send you an email with them.  Getting out of Iraq is beyond a pain in the arse.  

As for the mag output Vs electronic ignition.  Klaus is the King of speed in the EZ class and knows his equipment.  

Cheers;

Jack

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