16
Hangar Flying / Nose Skidplate
« on: August 02, 2006, 07:36:08 PM »
Obvioulsy Waiter has more at stake when his gear are up.
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17
Hangar Flying / springs
« on: July 13, 2006, 07:57:08 PM »
ACE Hardware stores have a very nice selection of springs.
18
Hangar Flying / hot oil system
« on: July 13, 2006, 07:56:04 PM »
Where can a good description of the hot oil system be found? How do you dump heat but still cool oil in the summer?
19
Hangar Flying / Piston upgrade for O-235
« on: July 13, 2006, 07:29:14 PM »
There was only one CHT on the #4 cyl, and since the plane is new to me I do not have a history on it. The owner/builder's position is that everything was running fine.
I am upgrading the engine temp monitoring to a new EI UBG-16 with full EGH and CHT. They were kind enough to give me a rebate for my old single channel unit.
Right now I am debating weather to go ahead with my plans to make a diffused sealed plenum for updraft cooling or bite the bullet and install downdraft with NACA shoulder scoops.
Updraft benefits are oil pan cooling = no need for oil cooler, use of existing NACA inlet, no downtime for downdraft configuration, and mabye better cooling drag profile.
Downdraft benefits are better cylinder cooling, simpler baffle configuration, better warming of intake mixture, and better representation of CHTs.
I sure wonder how well the NACA shoulder intakes work given that it's the top side of the wing.
I am upgrading the engine temp monitoring to a new EI UBG-16 with full EGH and CHT. They were kind enough to give me a rebate for my old single channel unit.
Right now I am debating weather to go ahead with my plans to make a diffused sealed plenum for updraft cooling or bite the bullet and install downdraft with NACA shoulder scoops.
Updraft benefits are oil pan cooling = no need for oil cooler, use of existing NACA inlet, no downtime for downdraft configuration, and mabye better cooling drag profile.
Downdraft benefits are better cylinder cooling, simpler baffle configuration, better warming of intake mixture, and better representation of CHTs.
I sure wonder how well the NACA shoulder intakes work given that it's the top side of the wing.
20
Hangar Flying / The McGuyver Jack
« on: July 11, 2006, 06:14:22 PM »
Here is a method you can use if yore stuck in the outback without much fancy equipment: Two planks, a rock and a clamp.
Common planks in the US are 2x4s (~9cm x 4cm). They should be about as long as 2/3 the distance between the main gear.
Use the rock and one of the planks to leaver one side of the gear up into the air - the short end of the lever should be right under the end of the strut. While holding the 1st plank down, you get the 2nd plank hooked under the other strut end and laid over the 1st plank. Clamp em together using a mate or a C-clamp and you have a pretty steady jack.
Common planks in the US are 2x4s (~9cm x 4cm). They should be about as long as 2/3 the distance between the main gear.
Use the rock and one of the planks to leaver one side of the gear up into the air - the short end of the lever should be right under the end of the strut. While holding the 1st plank down, you get the 2nd plank hooked under the other strut end and laid over the 1st plank. Clamp em together using a mate or a C-clamp and you have a pretty steady jack.
21
Hangar Flying / Intake valves leaking
« on: July 10, 2006, 10:24:58 PM »
I pulled all the cylinders on the O-235 and took them to a cylinder shop. All intake valves were leaking due to worn guides. All the exhaust valves were stretched (though not leaking) and the exhaust guides worn.
I'll be paying ~$300/cylinder to have the intake guides replaced, and the exhaust guides and valves replaced, and cylinders honed. The low compression (6.75:1) pistons will be replaced with medium compression (8.5:1) pistons like the L2C model.
Hopefully those changes will rev up the prop good.
I'll be paying ~$300/cylinder to have the intake guides replaced, and the exhaust guides and valves replaced, and cylinders honed. The low compression (6.75:1) pistons will be replaced with medium compression (8.5:1) pistons like the L2C model.
Hopefully those changes will rev up the prop good.
22
Hangar Flying / Piston upgrade for O-235
« on: July 03, 2006, 05:52:03 PM »
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. Engine TSMOH is 870 hrs.
Several things were done to try to improve power:
1. New plugs
2. Tested all leads - OK
3. Adjusted valve clearances to spec (0.008" - were ~ 0.013" all round)
4. Tested fuel delivery / replaced fuel filters
5. Replaced standard air induction with ram air induction with oversized K&N filter
6. Checked Mags, reset internal timing / E-gap to spec
7. Installed LSE Plasma II to bottom plugs
All of these changes brought static rpm up to about 2270 rpm
Compression checks showed the #4 cylinder at 66/80 with leak through the intake valve. #1, #2, and #3 all read ~76/80. #3 also leaked intermittently through the intake going to 66/80 depending on which way the prop is moved during the check. Taking off the valve springs on #4 showed about 1/16" end play at the tip of the intake valve, indicating worn intake valve guide. Removing the piston showed the intake valve was not seating on about 30% of the circumfrence.
#4 and #3 cylinders are going to the shop for intake valve guide replacement (and whatever else they find out).
I am considering topping all four cylinders and putting in at least some 8.5:1 compression ratio pistons, like the -L2C model. At Durango's typical density altitude even the 9.7:1 compression ratio will only give 93 ponies at full rpm.
For those of you still reading,
Where is a good place to get the pistons?
What options are there in pistons - 5 ring vs 3 ring, forged vs cast, etc?
What are some pros and cons - do the intake or exhaust valves need to be replaced, or are they all the same for all of the O-235s?
Who else has done this type of change?
Feedback will be much appreciated, the bird is in the hanger.
Delta Mike
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. Engine TSMOH is 870 hrs.
Several things were done to try to improve power:
1. New plugs
2. Tested all leads - OK
3. Adjusted valve clearances to spec (0.008" - were ~ 0.013" all round)
4. Tested fuel delivery / replaced fuel filters
5. Replaced standard air induction with ram air induction with oversized K&N filter
6. Checked Mags, reset internal timing / E-gap to spec
7. Installed LSE Plasma II to bottom plugs
All of these changes brought static rpm up to about 2270 rpm
Compression checks showed the #4 cylinder at 66/80 with leak through the intake valve. #1, #2, and #3 all read ~76/80. #3 also leaked intermittently through the intake going to 66/80 depending on which way the prop is moved during the check. Taking off the valve springs on #4 showed about 1/16" end play at the tip of the intake valve, indicating worn intake valve guide. Removing the piston showed the intake valve was not seating on about 30% of the circumfrence.
#4 and #3 cylinders are going to the shop for intake valve guide replacement (and whatever else they find out).
I am considering topping all four cylinders and putting in at least some 8.5:1 compression ratio pistons, like the -L2C model. At Durango's typical density altitude even the 9.7:1 compression ratio will only give 93 ponies at full rpm.
For those of you still reading,
Where is a good place to get the pistons?
What options are there in pistons - 5 ring vs 3 ring, forged vs cast, etc?
What are some pros and cons - do the intake or exhaust valves need to be replaced, or are they all the same for all of the O-235s?
Who else has done this type of change?
Feedback will be much appreciated, the bird is in the hanger.
Delta Mike
23
Hangar Flying / Delta Mike’s Experience (limited) & Advice (needing salt
« on: April 19, 2006, 09:32:51 AM »
When looking for employment, firms want to see education plus experience. You already have one of the big ingredients. Engineering / science degrees are a plus, and enrollment in these fields are in significant decline in the US. This means there is an upcoming shortage of home-grown engineers and scientists.
Going back to college as a non-traditional student means not being hip with the young crowd. The age gap is exasperated by the fact that NT students are focused on learning rather than fraternizing. The instructors like having NT students just to have a higher maturity factor in the classroom. Typically, you can get twice as much out of courses due to being more focused and having interested instructors.
A $50K dollar education investment is small change in the big picture. Pick your student loans wisely. Get all subsidized loans, pell grants, Perkins loans, etc. before going to subsidized. Invest the time in scholarship applications, you’ll be surprised at what is available. Student loan interest rates were high when I graduated – 8.25%, now they are down below 4%, that makes a big difference. Also, save yourself $15K and do all the basic math, English, sociology, etc. at a good community college.
The application and development of Computational Fluid Dynamics (CFD) is cutting edge intellectual technology. It is unique in its requirement for a combination of good engineering education, physical intuition, and computer programming skill. It is being pursued aggressively (i.e. a lot of development money being spent) in industry, academia, and the government.
The University of Washington has one of the country’s best CFD departments. It is quite possible you could start graduate work while finishing your undergraduate. Graduate professors love student research assistants.
The final, and probably most important ingredient is having solid network connections. There are a few geniuses that shine so bright they don’t really need introductions to get into new opportunities. But mostly, it takes establishing good relationships with people who have been around a little longer. Once they know, like, and trust you, they can introduce you to the connections that they have earned through their hard work. This ingredient takes the most time, is the most delicate, and makes the biggest difference.
I may be looking to hire a CFDer with good references for liquid rocket engine combustion stability analysis in a couple of years (depending on contract awards).
Cheers.
Going back to college as a non-traditional student means not being hip with the young crowd. The age gap is exasperated by the fact that NT students are focused on learning rather than fraternizing. The instructors like having NT students just to have a higher maturity factor in the classroom. Typically, you can get twice as much out of courses due to being more focused and having interested instructors.
A $50K dollar education investment is small change in the big picture. Pick your student loans wisely. Get all subsidized loans, pell grants, Perkins loans, etc. before going to subsidized. Invest the time in scholarship applications, you’ll be surprised at what is available. Student loan interest rates were high when I graduated – 8.25%, now they are down below 4%, that makes a big difference. Also, save yourself $15K and do all the basic math, English, sociology, etc. at a good community college.
The application and development of Computational Fluid Dynamics (CFD) is cutting edge intellectual technology. It is unique in its requirement for a combination of good engineering education, physical intuition, and computer programming skill. It is being pursued aggressively (i.e. a lot of development money being spent) in industry, academia, and the government.
The University of Washington has one of the country’s best CFD departments. It is quite possible you could start graduate work while finishing your undergraduate. Graduate professors love student research assistants.
The final, and probably most important ingredient is having solid network connections. There are a few geniuses that shine so bright they don’t really need introductions to get into new opportunities. But mostly, it takes establishing good relationships with people who have been around a little longer. Once they know, like, and trust you, they can introduce you to the connections that they have earned through their hard work. This ingredient takes the most time, is the most delicate, and makes the biggest difference.
I may be looking to hire a CFDer with good references for liquid rocket engine combustion stability analysis in a couple of years (depending on contract awards).
Cheers.
24
Hangar Flying / EZ Inspection
« on: March 21, 2006, 10:30:22 PM »
Hi, is there anyone who would be available to perform a purchase inspection on a Vari-Eze in the Salt Lake area? I'd be happy to buy fuel and lunch.
25
Hangar Flying / Checklist Draft
« on: March 21, 2006, 10:09:10 PM »
Here is a checklist that I am currently using to evaluate EZs. I am learning one of the most important elements of an EZ is the quality of craftmanship, which is difficult to capture. Any ideas on questinons and pictures/photos that could help evaluate this?
EZ Checklist:
AIRCRAFT:
Registration
Owner
Builder
Location
Asking Price
Equipment value
INSTRUMENTS
Fuel Flow
Oil Pr
Oil Temp
Tach
Voltmeter
Manifold Pr
EC1 (engine control cluster)
# of EHT/CHT
Fuel gage type
GPS
Radio
Nav / Nav-com
Transponder
Encoder / ModeC
Altimeter
DG
Artifical Horiz
VSI
Arispeed
Electric Trim
Autopilot
PTT / Intercom
Nose gear warning light / horn
ELT
WIRING / ELECTRICAL
Battery type / location
Wiring type (teflon/PTFE)
wiring diagrams
electrical conduits
ENGINE
Engine Type
ETT
SMOH
Engine History
Engine History
Cyl type (chrome/std)
Piston type
Exhaust
Horsepower
Fuel Consumption
Time between operation
Break in procedure
Prop Type
Prop Hours
Alt / type
Starter
Fuel Pump
Carb type
Carb Heat type
Oil Filter setup
Compression
Who overhauled
Engine Log books
Ram Induction or Firewall induction
Oil burn rate
Oil type (on break in/ current)
Spare parts
Carb Ice alarm
Ignition type/config/settings
oil cooler
GAS
Eng compartment push rods
AIRFRAME
Builder
Total Time
build year
Fuel capacity Mains
Fuel Filter
Fuel Reserve
Ballast
Fuel Selector
Paint (close up pics of any defects)
Urathane vs Styrofoam
Wood
Delamination spots
Tyre size/ply
wheel
brake
Wheel fairing
Trailing edge fences
Stall fences on small wing
Canard Design (CU or Roncz)
Any Fuel leaks
Canopy type/condition
Canopy seal (water / flight noise)
Flight handling
Nose wheel off
TO speed
Rollout roll
Landing speed
Water drainage
air brake
Landing gear ratchet
Landing rollout characteristics
Landing gear
Max flown altitude
Logbook / original plans / CP's
Gear up landing
Lights
Emergency brake
Split rudders
Air intake
Steering
Accidents
Trailer
Cover
landing gear fairings
Buyer Beware
PICTURES:
Paint closeup
Instruments
Behind panel if possible
Wing attach points
Engine compartment with cowl off
Left / right / top / bottom
Behind Canard
NEEDED ACTIONS:
EZ Checklist:
AIRCRAFT:
Registration
Owner
Builder
Location
Asking Price
Equipment value
INSTRUMENTS
Fuel Flow
Oil Pr
Oil Temp
Tach
Voltmeter
Manifold Pr
EC1 (engine control cluster)
# of EHT/CHT
Fuel gage type
GPS
Radio
Nav / Nav-com
Transponder
Encoder / ModeC
Altimeter
DG
Artifical Horiz
VSI
Arispeed
Electric Trim
Autopilot
PTT / Intercom
Nose gear warning light / horn
ELT
WIRING / ELECTRICAL
Battery type / location
Wiring type (teflon/PTFE)
wiring diagrams
electrical conduits
ENGINE
Engine Type
ETT
SMOH
Engine History
Engine History
Cyl type (chrome/std)
Piston type
Exhaust
Horsepower
Fuel Consumption
Time between operation
Break in procedure
Prop Type
Prop Hours
Alt / type
Starter
Fuel Pump
Carb type
Carb Heat type
Oil Filter setup
Compression
Who overhauled
Engine Log books
Ram Induction or Firewall induction
Oil burn rate
Oil type (on break in/ current)
Spare parts
Carb Ice alarm
Ignition type/config/settings
oil cooler
GAS
Eng compartment push rods
AIRFRAME
Builder
Total Time
build year
Fuel capacity Mains
Fuel Filter
Fuel Reserve
Ballast
Fuel Selector
Paint (close up pics of any defects)
Urathane vs Styrofoam
Wood
Delamination spots
Tyre size/ply
wheel
brake
Wheel fairing
Trailing edge fences
Stall fences on small wing
Canard Design (CU or Roncz)
Any Fuel leaks
Canopy type/condition
Canopy seal (water / flight noise)
Flight handling
Nose wheel off
TO speed
Rollout roll
Landing speed
Water drainage
air brake
Landing gear ratchet
Landing rollout characteristics
Landing gear
Max flown altitude
Logbook / original plans / CP's
Gear up landing
Lights
Emergency brake
Split rudders
Air intake
Steering
Accidents
Trailer
Cover
landing gear fairings
Buyer Beware
PICTURES:
Paint closeup
Instruments
Behind panel if possible
Wing attach points
Engine compartment with cowl off
Left / right / top / bottom
Behind Canard
NEEDED ACTIONS:
26
Hangar Flying / Dual in the EZs
« on: March 16, 2006, 10:23:17 AM »
How reasonable is it for a CFI to train a private pilot student out of a Vari or Long-EZ?
Please PM/e-mail me if there is anyone in the southwest region who could take me up for some intro flights.
Please PM/e-mail me if there is anyone in the southwest region who could take me up for some intro flights.
27
Hangar Flying / EZ Checklist
« on: March 16, 2006, 10:13:44 AM »
Where can a comprehensive checklist of Vari-EZ features/issues/critical inspection points/Rutan recommended modifications/etc. be found?
This could be useful to prospective buyers of flying EZs, as well as give an idea to prospective kit builders of what to expect in a finished product.
If none exists, I am willing to compile such a checklist into a nice format and post it on this topic.
For Example (condensed format):
Engine: Type/size/HP/piston type/cyl type/compression/valve type/SMOH/TT/exh type/etc.
Engine Electrical: Ignition type/alt/starter/installed sensors(#EGT/#CHT/manifold pr/etc.)/warning systems/etc.
Instrumentation: Alt/AIS/T&B/ROC/Artifical Horizon/Nav-Com/Transponder/DME/DG/Intercom/GPS/autopilot/etc.
Fuel system: Tanks/capacity/fuel consumption vs power setting(or speed?)/pumps/baffles/other fuel management systems/etc.
Airframe: empty wt/paint/repairs/TT/fairings/brakes/controls/etc.
Critical Inspection Points: ?/?/?
Special Modifications: Berk-EZ/?
This could be useful to prospective buyers of flying EZs, as well as give an idea to prospective kit builders of what to expect in a finished product.
If none exists, I am willing to compile such a checklist into a nice format and post it on this topic.
For Example (condensed format):
Engine: Type/size/HP/piston type/cyl type/compression/valve type/SMOH/TT/exh type/etc.
Engine Electrical: Ignition type/alt/starter/installed sensors(#EGT/#CHT/manifold pr/etc.)/warning systems/etc.
Instrumentation: Alt/AIS/T&B/ROC/Artifical Horizon/Nav-Com/Transponder/DME/DG/Intercom/GPS/autopilot/etc.
Fuel system: Tanks/capacity/fuel consumption vs power setting(or speed?)/pumps/baffles/other fuel management systems/etc.
Airframe: empty wt/paint/repairs/TT/fairings/brakes/controls/etc.
Critical Inspection Points: ?/?/?
Special Modifications: Berk-EZ/?
28
Hangar Flying / Engine Questions
« on: March 10, 2006, 10:14:23 AM »
Thanks for the links, I have some reading to do.
29
Hangar Flying / Engine Questions
« on: March 09, 2006, 12:11:06 PM »
What are the weight and packaging impacts in the nacelle of the EZs? Are we talking Lycomings and Continentals? Do they require a computer for electronic ignition and injection control?
Do you still keep one of the ignition systems on a magnito?
What is the reliability of electronic systems?
What percentages do they improve power and efficiency?
Do you still keep one of the ignition systems on a magnito?
What is the reliability of electronic systems?
What percentages do they improve power and efficiency?
30
Hangar Flying / Engine Questions
« on: March 08, 2006, 12:24:05 AM »
Are there any EZs running fuel injected engines?
Are there any EZs running the subaru EJ22 (Legacy 2.2) engine?
What are the pros and cons of running oli additives like Z-Max, or synthetic oils?
Just curious, I am starting to look into becoming a canard flyer.
Are there any EZs running the subaru EJ22 (Legacy 2.2) engine?
What are the pros and cons of running oli additives like Z-Max, or synthetic oils?
Just curious, I am starting to look into becoming a canard flyer.