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Messages - LongEZDaveA

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76
Hangar Flying / Re: Actual Aircraft Performance
« on: July 02, 2010, 02:44:00 PM »
It is a little over 63" if I'm remembering right.  I don't think Klaus gave a pitch spec.  Just tell Gary Hertzler what RPM you want and he'll fix you up with a Silver Bullet prop.  That's what I'd be buying if I was in the market today.

77
Hangar Flying / Re: Actual Aircraft Performance
« on: July 01, 2010, 07:19:55 PM »
Vso - 57, Vy - 91, max speed level 170 KTs TAS at about 2850 RPM.

O-235 modified with lycoming 9.7:1 pistons, one Light Speed EI.  Light Speed prop.

78
Hangar Flying / Re: Task Strakes
« on: May 23, 2010, 03:33:12 PM »
I've never had any problem with my Task strakes.  You may want to coat the insides with epoxy.  I'd suggest E-Z Poxy.  If you are really paranoid, you could use a light weight cloth and E-Z Poxy to seal the inside of the tanks.  I just gave mine a thick coating of E-Z Poxy (Safe-T-Poxy back then).

79
Hangar Flying / Re: Paint stripping
« on: May 14, 2010, 10:51:45 AM »
I'm sure you already know, but I gotta mention - any stripper or mixture you consider using should be checked to see if it is possible for it to harm the foam.  If there's a way, it will find its' way to the foam and could melt it.

Good luck.

80
For Sale/Wanted / Re: O-235 Long-EZ Wanted
« on: May 08, 2010, 07:44:33 PM »
Ed has posted details here -

http://longez.weebly.com/

I'm posting because he was not familiar with ez.org.  I have no interest in the plane/sale.

81
For Sale/Wanted / Re: O-235 Long-EZ Wanted
« on: May 08, 2010, 02:35:31 PM »
There is one that is probably going to be listed on Barnstormers tonight.  Low time pilot just bought it and got some work done on it by Dale Martin.  He decided he needs a little more time before transitioning to the Long EZ.  New Grand Rapids with built in GPS.  Nice finish except where Dale just added the lower winglets.  Call Ed at 843-323-9061.

82
Hangar Flying / Re: Early Lightspeed ignition
« on: February 07, 2009, 08:54:14 PM »
Tom,

I can help you out on the manual.  Please email me at long83dt at charter dot net.

For now, this may help.  I'm typing this directly from the manual -

Start of manual text -

In the run mode, the TDC bolt (second in the direction of rotation) is ignored and the first bolt triggers the system.  Ignition occurs when the center of the bolt head passes by the trigger coil core.  When manifold pressure is above 15-in. it is delayed in seven steps of 2.8 degrees each until full retard is reached at 25-in. manifold pressure.  Thus the timing is per engine specs at high power and is progressively advanced as power is decreased.

End of manual text -

One item mentioned in the manual that will affect the starting performance is the gap between trigger bolts and coils.  The spec is .025" plus or minus .010".  Larger gaps cause starting problems.  Could that be your problem?

Radioflyer,

I bought my lightspeed ignition in 1995 or 1996.  If you have the MSD, it will be obvious.  You will have the ignition module (brain), the two ignition coils, big electrolytic capacitor and the MSD unit.  The MSD unit is red and interfaces directly with the ignition module.  It says MC-2, motorcycle ignition on it.

83
Hangar Flying / Re: Early Lightspeed ignition
« on: February 04, 2009, 07:29:16 PM »
Tom,

I have one of the early Lightspeed ignitions and so does Gary Hertzler.  Last year I switched to Klaus's adapters and am running auto spark plugs now.  The only problem I have had in about 500 hours is one channel went out on the MSD.  Bought a used one on ebay and all is good again.

I started racing last year and am interested in your race experience.  I am still a bit concerned with high RPM and high power operation on my O-235 modified with 9.7:1 pistons.  I'm saying high like 2900 RPM, not your 4k RPM!

What is your question on the early Lightspeed ignition?  Maybe I can help.

Dave

84
Hangar Flying / Re: Rough River 08'
« on: September 09, 2008, 03:49:13 PM »
I'm going to make it (weather/work permitting).  I haven't decided on exactly when just yet, but definately intend to be there Saturday.  At the moment it looks like I'll also have an open seat (IN THE BACK) of my Long if someone wants it.  I'm just SW of STL (UUV).

85
For Sale/Wanted / Re: Aileron control rod
« on: March 21, 2008, 09:07:13 AM »
Quote from: GlennBob
I read somewhere in the CP's that the heim connectors were supposed to be replaced with larger ones.  Instead of AN 3, . .they were to be AN 4's now.  Izzat true ?  Is everyone doin' it ?   Is it neccessary ?

Glennbob


It is true that the change came out in the CPs.  I'm still on the fence about the change and have not made the change.  I am interested in other's opinions.

86
Hangar Flying / Prop question
« on: October 15, 2007, 01:17:15 PM »
My first prop was a Great American and they specified a max torque of 300 in-lbs for the multi-laminate props only.

I'm not aware of "prop bolts" being anything different than standard aircraft bolts.  Please note that I'm not arguing - I just don't remember hearing of that before.  What is different?

87
Hangar Flying / Temps for the O-320 160hp
« on: September 27, 2007, 01:18:45 PM »
I'm terribly "memmory challenged" and don't recal the source.  Seems to me there is an issue with the higher compression and lean mixtures tending to cause detonation or pre-ignition or.....

I can't disagree with you about it being tough to figure out how 75% ROP with higher temps is better than 75% LOP at lower temps.  I think it is more an issue of higher cylinder pressures caused by the high compression and that higher cylinder pressure in combination with a lean mixture make the flame front progress more rapidly.  I don't know, but I'll try to look it up when I can.

88
Hangar Flying / Temps for the O-320 160hp
« on: September 26, 2007, 12:47:54 PM »
It may just be ignorance, but I have been afraid to try LOP at 75%.  I have 9.7:1 pistons and have heard that it is not advisable to operate LOP with that high of compression.  I don't really know, therefore I haven't tried it.

I have the Hal Hunt ram air box on mine and have always used the foam filter that came with it.  Some say the foam filter is more restrictive (again I don't know for sure) and this could have lead to more even distribution/flow going into the carb.  I'll see when I fly again now that I have changed to a K&N filter.

I do know that when I would go way LOP, that the CHTs and EGTs would go down a lot.  That was the only way I could get my engine cool enough for cruise, or so I thought.  I am in the middle of a rebuild and have found a large error on my uMonitor on the CHTs.  I had to add a resistor to the board to callibrate the CHTs.  I can't wait to get it in the air again and see what kind of continuous cruise speed I can get with acceptable temps now that I have the CHTs callibrated to a RTD.

89
Hangar Flying / Temps for the O-320 160hp
« on: September 25, 2007, 08:07:03 PM »
Quote from: Drew

Lean of peak will only work if you are fuel injected---carb engines don't really like it on the "other side" due to the vastly different conditions between the cylinders.  Even if you are fuel injected, it may not like it "over there" unless the fuel flow between the cylinders is balanced real well (all cylinders peaking on EGT at the same time---or near the same time).


Drew - I agree with your post except this part.  My Long EZ has a O-235 with a carb and does well very lean of peak.  I only go LOP when full throttle and less than 65% power.  If I try to throttle back it starts running rough.  A big point is that I also have a Light Speed EI.  I think the multi spark is important LOP.

90
Hangar Flying / Need for master relay
« on: September 25, 2007, 01:18:23 PM »
If I understand your question correctly, there is no need for a relay in your case IMHO.  The main thing to be concerned with is a good margin between the rating of your switch (at your battery voltage) and your total loads that will go through the switch.  If the rating given for your switch is AC only, you have to REALLY have a large margin.  If you care to, give us the rating on the switch and the maximum total load that it will see, plus your buss voltage.

I did not install a master relay and so far have no regrets.

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