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Hangar Flying / Re: Friday Harbor
« on: June 19, 2014, 08:05:37 PM »
Downriggers is slated to reopen in 2015. Will be worth the wait.
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2
Hangar Flying / Re: Arlington
« on: July 09, 2013, 03:22:39 PM »
If meeting for dinner entails where to go at Friday Harbor, I recommend Downriggers (http://www.downriggerssanjuan.com/) on the waterfront, adjacent to the ferry landing. 10 minute walk from KFHR. Can't make it myself - Medical held up by FAA backlog...
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Hangar Flying / Re: Arlington
« on: June 29, 2013, 05:26:21 PM »
Joe here. We will be hosting a BBQ for canardian on Friday, July 12. No charge for canardians and their guests, and courtesy of your friendly neighborhood ID and WA CSA reps and a couple of additional hooligans.
Cheers!
Cheers!
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Hangar Flying / Re: Tip Back Prop Strike!!!
« on: June 15, 2013, 09:59:32 AM »
Miguel, you should let me have a look at it, real-time.
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Hangar Flying / Re: Cozy MKIV Canard rigging templates
« on: April 01, 2013, 10:57:05 AM »
For the Roncz incidence template for a MK IV, you can get that on Marc Zeitlin's website, under Cozy Newsletter #80.
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Hangar Flying / Re: Looking to connect with Long or Vari owner for chat and a ride in Seattle area
« on: February 19, 2013, 12:47:00 PM »
Eric,
Happy to give you a ride in the Eze, and give you other familiarization info, etc., regarding VariEze, Long-EZ, etc. Give me a shout per the number given.
Happy to give you a ride in the Eze, and give you other familiarization info, etc., regarding VariEze, Long-EZ, etc. Give me a shout per the number given.
8
Hangar Flying / Re: Roll Trim Servo
« on: October 04, 2012, 09:14:03 PM »
Brian,
Better way is to use the "omega"-shaped composite spring ("Wright/Hanka Spring") with something like a Allen actuator to drive it. You make the spring yourself. This Cozy builder's site has a good description:
http://cozy.basol.net/chapter17.htm
Trim the roll of you Eze to neutral using Gurney flaps (neutral ailerons), and install the spring system above. Lower drag. Have had this for 600 hours on my Eze, and it is great.
Better way is to use the "omega"-shaped composite spring ("Wright/Hanka Spring") with something like a Allen actuator to drive it. You make the spring yourself. This Cozy builder's site has a good description:
http://cozy.basol.net/chapter17.htm
Trim the roll of you Eze to neutral using Gurney flaps (neutral ailerons), and install the spring system above. Lower drag. Have had this for 600 hours on my Eze, and it is great.
9
Hangar Flying / Re: The Voyager Constant
« on: July 10, 2012, 01:28:44 PM »
"Senility", that is, and my typing abilities are diminishing as well...
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Hangar Flying / Re: The Voyager Constant
« on: July 10, 2012, 01:27:51 PM »
Hey, c'mon Marc, I prefaced the whole bit with the "gray hairs falling from head" qualifier... You wait until you work in the aluminum (& now carbon) overcast biz, and you also go gray, you'll see I tell you! 
In rapidly-increasing senitlity,
In rapidly-increasing senitlity,
11
Hangar Flying / Re: The Voyager Constant
« on: July 09, 2012, 10:07:29 PM »
Scratch-scratch-scratch (gray hairs falling from the noggin)... Max Endurance AOA = minimum thrust required...
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Hangar Flying / Re: Death of the Canard Builders??
« on: April 25, 2012, 10:50:29 PM »
Boy, if only I could fly as well as Bill James writes about it... 
13
Hangar Flying / Re: Hello and VE wing attach fittings
« on: March 26, 2012, 12:30:20 AM »
Micah,
I would not trust this configuration structurally for any length of time. While the .50 inch diameter dimension of the fastener may be adequate from a pure load-bearing standpoint (I'd have to crunch the numbers per Lug Design requirements), the overall configuration is not ideal.
1. You have to rely on turning the bolt in the bore of the stack-up of wing fitting components to secure the bolt - this will wear the bores, over time.
2. Given 1, above, and with the specific structural configuration of the fiberglass sparcaps and associated shear/bearing pads that are buried beneath the .125 plates (wing and centersection spar), it is too easy to impart non-symmetrical loading of the fittings (from flight loads from the wings), such that you begin to impart bending moments in the sparcaps immediately adjacent to the .125 aluminum fitting components. The fit of the fastener in the bore that runs through the entire stack-up of the assembled fittings MUST have a very good fit all the way through - this is the main reason for the per-plans taper pin configuration. When you begin non-symmetrical loading of the fittings (e.g. if the "inside" .125 plate takes the majority of the load), you can start to fail sparcaps in localized bending at g levels considerably lower than what these structural joints are designed for.
Taper pins are roughly 1 inch in diameter at the big end, and generally protrude above the outermost .125 plates between 1/32 inch and 3/32 inch. They are around .75 inch tall, and the taper, per-plans, is 10 degrees included angle. They are counterbored from the large end, to allow installation of an AN960-416 washer and a .250 inch Grade 8 Bolt. Lower taper pins are tapped 14/28. Upper pins have a 1/4 inch hole. The thickness of the bottom end of the pins is roughly 2/10 inch or so. (I'll snag a spare pin and take some more precise measurements, some time this week.). Material is 4130 steel, heat treated to 125 KSI & Cad plated.
I would not trust this configuration structurally for any length of time. While the .50 inch diameter dimension of the fastener may be adequate from a pure load-bearing standpoint (I'd have to crunch the numbers per Lug Design requirements), the overall configuration is not ideal.
1. You have to rely on turning the bolt in the bore of the stack-up of wing fitting components to secure the bolt - this will wear the bores, over time.
2. Given 1, above, and with the specific structural configuration of the fiberglass sparcaps and associated shear/bearing pads that are buried beneath the .125 plates (wing and centersection spar), it is too easy to impart non-symmetrical loading of the fittings (from flight loads from the wings), such that you begin to impart bending moments in the sparcaps immediately adjacent to the .125 aluminum fitting components. The fit of the fastener in the bore that runs through the entire stack-up of the assembled fittings MUST have a very good fit all the way through - this is the main reason for the per-plans taper pin configuration. When you begin non-symmetrical loading of the fittings (e.g. if the "inside" .125 plate takes the majority of the load), you can start to fail sparcaps in localized bending at g levels considerably lower than what these structural joints are designed for.
Taper pins are roughly 1 inch in diameter at the big end, and generally protrude above the outermost .125 plates between 1/32 inch and 3/32 inch. They are around .75 inch tall, and the taper, per-plans, is 10 degrees included angle. They are counterbored from the large end, to allow installation of an AN960-416 washer and a .250 inch Grade 8 Bolt. Lower taper pins are tapped 14/28. Upper pins have a 1/4 inch hole. The thickness of the bottom end of the pins is roughly 2/10 inch or so. (I'll snag a spare pin and take some more precise measurements, some time this week.). Material is 4130 steel, heat treated to 125 KSI & Cad plated.
14
Hangar Flying / Re: Hello and VE wing attach fittings
« on: March 22, 2012, 06:20:44 PM »
Post some pics please - this sounds quite non-standard. If non-standard, and just because it has not failed, does not mean it can't or won't.
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Hangar Flying / Re: Front bulkhead foam
« on: March 14, 2012, 04:07:37 PM »
The "new" foam identified in CP 26 was the old Clark foam, which is no longer manufactured. Last-A-Foam of the appropriate thickness and density has replaced the "spec" for Clark Foam.