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Messages - wvshoem

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1
Hangar Flying / Parting Out MyLong EZ
« on: September 11, 2006, 02:56:02 PM »
I am forced to part out my Long EZ due to a very unfortunate incident at the paint shop where it was to be painted this past weekend. My plane was covered with 4mm clear plastic and left in the sun for three weeks while it was in line to be painted. The strakes developed several “blisters” ranging in size from a golf ball to an orange where the outside skin separated from the underlying foam.

It may be repairable, but I’m not sure how it could be done short of re-skinning the top of each strake. I would be interested to hear others’ thoughts about how to fix the problem if it is fixable. I’m not prepared to do it, but I would be curious if it is even doable.

I have listed all of the avionics/electronics on e-bay. I have several other items that I thought I would list here first (check the classifieds) including the engine, prop, nose lift, electronic ignition, and other miscellaneous parts.

Not quite sure what I’m going to do with the airframe at this point.

Very disappointed!

William
 :(

2
Hangar Flying / This forum is becoming useless
« on: September 04, 2006, 04:41:34 PM »
If you are waiting for the government to take care of the spammers – please, do not hold your breath.

This is the best canard site for serious builders and flyers and it is a shame to have this trash show all the time. It would be a greater shame to have any of the regular contributors stop participating here. I can do a search here and find real answers to questions that are relevant to where I am in the build from people that know what they are talking about and, have little worry of the thread digressing into a bunch of useless fantasizing and personal positions. The afore mentioned forum has largely become a site for dreamers and armchair warriors to trade insults and to discuss airplanes that will never fly, or even get started for that matter. Don’t get me wrong, dreaming has its place, but I intend to fly and value input from individuals that have actually built a canard and are flying. I don’t particularly value threads where Dust and Marc Z. piss all over each other about a modification of some kind that someone else brought up with regard to and airplane that will never be built.

Point is, this is a valuable site. It sounds like there are resources and individuals that can resolve this issue. What will it take to make this happen? I’m willing to contribute financially if necessary (I don’t have any technical experience to offer). I’d hate to see this site go away or be diminished in any way.

William

3
Hangar Flying / Smoke System for the Long EZ
« on: April 22, 2006, 05:55:28 AM »
The guy on this link used to do air shows in his Long and ran smoke:

http://home1.gte.net/res7yblj/id4.html

You might give him a call.

4
Hangar Flying / Looking for a good GPS. On a budget so 396 is out.
« on: April 12, 2006, 12:39:00 PM »
Now I'm liking the Airmap 1000 for the GIB. Bigger screen than the 196 with roughly the same features for less money.

I love it when I learn something new.

5
Hangar Flying / Looking for a good GPS. On a budget so 396 is out.
« on: April 12, 2006, 10:11:12 AM »
Right now I am planning on a  Garmin 196 for the GIB. It has lots of features including a pseudo instrument panel and fairly large screen. They are often available on e-bay and are relatively inexpensive because of the introduction of the 296 and 396.

William

6
Hangar Flying / Oil heat
« on: April 12, 2006, 10:06:53 AM »
Charles,

Are you planning on controling the flow of oil through the heat exchanger to control the amount of heat? If not, how are you controling the heat flow?

I haven't done anything except create a design in my head, but my thought was to use a low pressure electric pump to control oil flow through the exchanger. The faster the pump turns - the more hot oil goes throught he exchanger. Then, like you, I'll have a blower that pushes air forward.

Again, this is all still in my head so I am very open to new and better solutions, thus very interested in what you are doing.

William

7
Hangar Flying / Dual Battery Single Alternator
« on: April 10, 2006, 11:51:27 AM »
Charles,

My Long-EZ will be similarly equipped. I will be running two EFIS Lite G4’s, one of which will have a back-up battery running through a diode. I ordered and installed the setup the Richter calls out on his web-site. He includes a wiring diagram – very simple.

The theory is that if the ship’s power is lost, back-up power is supplied, automatically, to the G4 from a small 12V battery (I believe it is 2 ½ x 3 x 5 inches) for more than two hours. Between that and a hand-held radio I should be able to safely get the airplane down and serviced.

I plan on using my plane for light IFR an am comfortable that this system can safely get me out of the clouds and onto the ground. It is certainly more backup than I currently have in my Cherokee 235 which I fly IMC all the time.

Have you installed your oil heat system yet? Care to share what you’ve done. I plan on installing a small heat exchanger in the hell hole and blowing the warm air forward.

I also hope to fly later this year.

William

8
Hangar Flying / Nose Lifts
« on: January 26, 2006, 01:20:33 PM »
I am completing a Long EZ and have installed the Wilhelmson nose lift. I have cycled it several times with me on-board and it does just fine. So well in fact, I removed the step. Getting in the plane, I will set the nose about a foot off the ground and then raise it the rest of the way.

I have heard that it may put too much stress on the nose gear of a cozy because of the additional weight of another person in the front.

William

9
Hangar Flying / IFR Advice
« on: January 24, 2006, 09:42:15 AM »
You don’t need an ADF or DME to legally fly IFR. You only need the ground based nav equipment appropriate for the flight you are conducting. So, if you intend to navigate using VOR’s to an airport and then shoot an ILS or VOR approach, you’re good. If the approach requires DME or and ADF, you’re not good.

As far as you GPS goes, unless it is an IFR certified, panel mount unit it can only be used for reference, and cannot substitute for DME or an ADF. Although even the most basic handheld GPS’s are 100 times more accurate than ANY ADF, you best not get caught shooting an NDB approach without and ADF on board.

Your airplane will have to have a pitot static test every two years and you will have to do a VOR check and document it every 30 days.

As far as training in a Long EZ goes, I’m still not clear on that. I believe the instructor must be able to safely fly the airplane from the back seat which, to me means a full set of flight controls (stick, throttle, and basic instruments).

I currently own a Cherokee 235 and maintain my instrument currency/proficiency in it. My Long EZ should be flying this summer and I fully intend to fly it in instrument conditions. It will be very well equipped to do so. What I’m not entirely clear about is what equipment must be in the back seat (besides a safety pilot) to allow me to fly under the hood.

I would be very interested to hear what others are doing to stay current in their Longs.

William

10
Hangar Flying / fire warning
« on: December 20, 2005, 10:14:20 AM »
I read about a fire detection method I thought was quite clever. It may have even been here.

It involved wrapping an insulated wire around the engine in key places (where ever those are) so it is in contact with metal surfaces. The circuit is connected to power and a light on the panel. The theory is that if there is a fire, the insulation will burn away and the wire will come in contact with the metal on the engine, completing the circuit and illuminating the light on the panel.

The failure point I thought of when I read this was the wire could chafe over time and eventually give a false warning. On the up side, this system would cost about $6 for materials (LED and wire).

Just a thought.

William

11
Hangar Flying / LEZ Basic Empty Weight
« on: November 09, 2005, 11:29:13 AM »
Your guess of about 20 pounds is right on. I replaced my Prestolite satrter and alternator with automotive versions for a difference of 20 pounds. Replacing mags with electronic ignition will help a little.

Although you won't get your O235 L2C to run with an O320, you can certainly make some significant improvements to it. I installed 10:1 pistons, balanced, ported and polished, have electronic ignition and will have ram air on my O235. None of these things adds any weight (infact it reduces it some), but there can be a significant horsepower increase. Mine hasn't flown yet, bet the gentleman that rebuilt my engine insists I'll see nearly 150 hp. We'll see.

12
Hangar Flying / Electronic Ignition
« on: August 22, 2005, 09:46:33 AM »
Curious about your "experience" with the P-mag. Haven't decided on an ignition, but was leaning towards P/E-mag.

William

13
Hangar Flying / Long EZ Project For Sale
« on: August 01, 2005, 04:14:22 PM »
I will post this officially in the classified section with details, but wanted to give a heads up here as well.

I am selling my Long EZ project. All structures are complete. It comes with too many extras to list here, and includes nearly everything needed to get the plane in the air. I will also consider parting out.

I am located in the Denver, CO area. If you are interested, please e-mail me directly at wvshoem@msn.com.

William

14
Hangar Flying / 0-235 AD
« on: April 12, 2005, 10:07:00 AM »
Dave,

It sounds like I could have saved a little money had I shopped around for the gears and not bought a new pump. Knowing that, I would have done so.

I didn't look that closely at the pump since I bought a new one, but I don't believe the gears are difficult to replace. The bottom gear will just fall out, but the top gear my need to be pressed out and the new one pressed in. Not quite sure. I would give a mechanic a call to see how big of deal it is to replace the top gear.

William

15
Hangar Flying / 0-235 AD
« on: April 10, 2005, 02:49:31 PM »
I have an O235 L2C that came with my Long EZ project. The engine was completely rebuilt, but unfortunately, it was 15 years ago. That means the oil pump AD had not been complied with. Since I'm taking apart the engine to inspected it, it is a good time to comply with the AD. The new pump cost $435 including shipping. I don't recall the name of the company that supplied it, but I can look it up if need be.

Replacing the pump is very easy if the engine is off of the plane. 3 bolts and some safety wire.

William

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