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Messages - Drew

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181
Hangar Flying / Help with Long EZ
« on: July 05, 2006, 04:53:10 PM »
The longez plans has a section that deals with delams along with the appropriate types of repairs.

The wing roots need to be sealed off so that no air gets through them.

Cowl resin is not critical---I would use West since it is most handy.  Wing repairs should properly be made with the resin (or its replacements) as called out in the plans---but then it matters as to what part of the wing you are repairing.

182
Hangar Flying / Brakes and Rudders Question
« on: July 05, 2006, 04:48:08 PM »
The real high stress for the brakes is the aborted takeoff---very high speed, not much runway left, and max brakes.  During "normal" landings, you usually don't need to apply brakes right away (even on short runways).  For the KE equation, pay attention to the speed you are giving it---the speed is a square term where the mass is not.

A brake disk that absorbs more KE puts out more heat----so the better brakes have a better chance of melting your gear.  If you have heat shields on the gear along with fiber frax, you should not have any problems regardless.  I have only heard about people melting gear legs when they had no shields.

183
Hangar Flying / Brakes and Rudders Question
« on: July 04, 2006, 06:11:25 PM »
You can change to the Matco---but my guess is that is not your problem.  You have something else wrong with your brakes.  You most likely have one of these problems:
-No brake fluid/leaky brake fluid
-Worn pads (lots of brake travel with little stopping action)
-Air in the lines---need to bleed them (spongy feeling brakes)
-brake lines with too small of an inner diameter (needs lots of brake pressure to activate brakes---feels like you really have to stomp on them)

For the rudders.  check the manual to see what the max deflection of the rudder is with max brakes (you measure it with a ruler instead of some sort of angle gauge---so an easy task with very common tools.  If you are not getting max deflection prior to max brakes, you won't have enough rudder (which sounds like it is your case).

For take off runs, don't ride the brake.  You should be "tapping" the brake---but you need to let the plane accelerate----read the crosswind techniques in the owners manual.

As I said---from your description---something is wrong with your brakes----and I don't think you are getting full swing on the rudders.

184
Hangar Flying / Bugs
« on: June 15, 2006, 08:15:20 PM »
I tried your technique with the bounce sheet----and it works better than anything else I have tried.

185
Hangar Flying / Antenna's
« on: June 15, 2006, 12:18:38 PM »
The ant kit that swinn references has all the documentation and parts you need to make just all the antennas you need (comm, marker beacon, ILS, VOR, etc).  All very cheap.

186
Hangar Flying / Antenna's
« on: June 14, 2006, 06:11:03 PM »
Some people have had good luck running a proper length wire down the brake line conduits of the gear legs.  I have not done this or actually seen in operation.

However, on my Longez, I ran the proper length copper foil tape down the right upper longeron.  Put on the proper toroids and ran a coax to it.  Worked great.  These kind of antennas are very cheap to make.

187
Hangar Flying / Don't be sloppy in the pattern---and expect the unexpected
« on: June 14, 2006, 05:39:32 PM »
I suggest that you call the AOPA Air Safety Foundation and tell them how wrong they are in their Safety Advisor titled "Operations at Nontowered Airports."  Because they show more ways to enter the pattern than you describe.

Your key point is that they are recommended procedures.  Kind of weird to see recommended procedures turn into "...the only correct way..."  

The guy who tried to kill me did enter on the 45 (but not to midfield as you should) and did called his position as left traffic when he should have called right.

For those that don't have it handy.  The ASF PREFERRED method for entry is from the downwind side of the pattern on a course 45 deg to the downwind leg and join the pattern at midfield.  They also talk about coming from the other side and teardropping into the 45.  They also say that an alternate method is to enter on a midfield crosswind at pattern altitude, then turn to the downwind.  Give way to aircraft on the preferred 45 and to those already on downwind.

Also they state (for straight ins)....Though permissible, a straight in approach should only be used when you are certain there will be no conflict.  Stright ins should yield to other aircraft in the pattern.  If another aircraft is ahead of you on base and spacing will not be sufficient, go around by altering course to the right (on a standard left pattern), enter the upwind leg, and turn crosswid when its safe.

All in all, this is a good 14 page document that everyone should be familiar with.

188
Hangar Flying / 29 days until I pick up my plane.
« on: June 02, 2006, 05:12:30 PM »
Well...there was really 3 points I was trying to make.

-Jeff says the plane looks real nice.  I say from the pictures, that it is probably one of the most beat longezs I have ever seen.  If he is saying that it has good bones and has demonstrated airframe soundness due to hours/years----ok.  Just trying to figure out where he is coming from.

-Properly built? Layers of glass?  I say you can't tell without cutting it up and looking----so to be sure, you really have to know something about the builder.  However, as you state----lots of hours/years on Al's airframe is probably proof enough that it has been properly built

-Properly maintained?  I would walk away from a seller who does not know how to fix, maintain, or care for his EZ.  I would walk away from a seller who can not demonstrate how the plane has been maintained.  How often did you change oil, what maintenance has been done?  Where is documentation of your condition inspections?  Where is your electrical system schematic.  How organized is your equipment list?  etc

Not saying this was the case----but there is value to this.

Also, there is nothing wrong with buying a beat airplane----even one with no records at all.  An EZ like this would be for the guys who don't want to build from scratch and are committed to getting the plane into the proper condition---and of course you would expect a bargain price for this too.

189
Hangar Flying / 29 days until I pick up my plane.
« on: June 02, 2006, 01:18:52 PM »
Jeff,
Not sure what you are talking about--but Al's airplane is very rough looking.  From the pictures I have seen, it is not a particularly pretty airplane.  (I think there might be another Hodges on the field that you may be thinking of---but not sure).  Not even sure if the Gib can see out the canopy due to all the scratches.  Now---if you are saying that the plane has good "bones"----ok if you say so.  It is too hard from pictures to tell if it has good bones.  Sometimes, even in person it is hard to tell if it has good bones (was that 7 layers of glass on the rudder or only 3?).  But a good indicator of good bones is reputation of the builder (not sure who built Al's plane though).  Beyond good bones is condition of the airplane as per the maint logs.  How often did you change the oil, how much oil did the motor burn, are all the logs up to date.  Lax logs mean lax maintenance.  I have not seen those logs---but I (me) would not comment until I had.  Is the plane airworthy as per FAA regs?  Since the plane was built, did the plane have major mods----and were they properly documented?  People have damaged planes---and insurance companies have refused to pay if major mods were done without proper documentation.  How were conditionals being conducted?  Are they properly signed off by either an A&P or the builder of that particular aircraft?  What about all the documentation for the installed equipment?  Is it there and complete.  How about electrical diagrams, plans, CPs, templates, etc.  Does it look like the owner has been well organized in keeping up with the aircraft as well as all the paperwork. All these things matter.  Don't know where this particular plane stands----but all buyers should know these things before buying.  You can always buy a "wreck" and fix it up.  Just make sure you know what you are buying.

While there are quite a few people who actually learned to fly in the Longez, I would be somewhat nervous selling to a low time pilot.  One of the things that you want to do----is that if you have lots of people wanting to buy your plane------the strategy is to sell to the person with the good combination of conservative flyer, experience, etc.

190
Hangar Flying / 29 days until I pick up my plane.
« on: May 31, 2006, 04:56:12 PM »
Jeff,
I have not seen anything on any boards.  Can you post what you have?---or give me a pointer to it?

191
Hangar Flying / Insurance ? I think not!
« on: May 25, 2006, 12:56:31 PM »
All in all---I think it is a good thing.  The exceptions you list are real---and I think would happen in a minority of the circumstances.

My concern would be what if I were out of town on business and could not physically move it (guess I need a backup plan along with a backup pilot)?  What if the hurricane hits during the time I took the aircraft down for modification---and was unflyable?  My guess is that is covered somewhere in there.

But lets look at the bigger picture---people who do have the means to move the plane----and don't---then file claims.  The result can be loss of coverage for a whole series of aircraft if the insurance agency deems that particular part of the business not profitable anymore.  Or the result could be me (you) paying higher premiums to help compensate for the loss(thank to you guys who won't/don't attempt to move your planes.

By the way---this is one of your motivations in helping new EZ guys stay safe------to keep our insurance rates from rising.

192
Hangar Flying / Thanks...
« on: May 25, 2006, 12:47:23 PM »
Having owned both a Cozy MKIV and a Longez (O320), the Cozy is faster and more nimble.  There will always be exceptions to the rule as people pay attention to drag---and deviate from the plans.  The Cozy has a bigger engine---but is also more heavier and fatter.

For flying enjoyment, I prefer the Longez.  Even though it is slower and less nimble----it is simply the better vis and more elbow and headroom as well as the more fighter look that I enjoy.

The Cozy is more applicable to my mission though----need room for both wife and daughter.

193
Hangar Flying / Don't be sloppy in the pattern---and expect the unexpected
« on: May 24, 2006, 05:10:47 PM »
Probably the most taught technique is the 45 to the downwind.  However, you can do a straight downwind entry, a crosswind entry, an upwind entry, a base entry and a midfield to the downwind entry.  Offset to the runway does not mean to fly a downwind on the opposite side.  All that means is that your nose is essentially lined up with the left or right edge of the runway (or a little more than that) so that you can see the runway as you pass overhead.  If I already know which way the pattern is running, I line up with the center of the runway for a upwind entry.  Flying offset like that is not a noise issue.  However, be aware of any noise procedures at that particular airfield-----you may not want to come into the upwind at max power if you are at a noise sensitive airport.

Depending on geometry, my 2 main preferences are a 45 to the downwind or an upwind entry (and pretty much use the upwind for the break----so max knots on upwind--unless traffic concerns).

I am only comfortable making all the other entries when I know that I am the only one in the pattern.  This is usually known when I get no answer on the radio, have to fly over the field 1000ft above pattern and look for the sock, and while there, notice no one else.  Then I just pick whichever entry is most convenient.  While all other entries are perfectly fine, I just  feel that they don't let you "scout" the area enough.  Everyone knows where the upwind leg is (right over the runway) so flying right for that is no big deal.  If any traffic is on that leg, you will see him.  But who knows where the downwind leg is---for a direct downwind entry?  If everyone flew nice tight patterns, you would have no problem spotting all the traffic.  But I would say that a majority of pilots fly way too far abeam (do you really think you can make the runway from all point in the pattern if you lose your engine?----If not, you are too far abeam).  When you fly too far abeam, you are too hard to spot-----Are you really in the pattern---or are you just flying "near" the airport at 1000 ft?  I was once flying downwind when evidently there was another guy on downwind----very far abeam.  Never heard him on the radio.  Just saw his wingflash when he was turning base----and cutting right in front of me---scary

The point is---that if you come from a 45, that gives you a better look at the downwind leg looking for traffic.  If you enter directly to the downwind (perfectly ok--but I am not comfortable unless alone in the pattern), who knows who is parallel to you?  Same for all the other legs but upwind.

For all the real old pilots out there------a straight in is perfectly fine too.  That change was made way back when.  I don't agree with it---but it is fine.  Usually the straight in guys disrupt the pattern----and usually get lots of people mad at them.

Oh---and from my prior post-----45s to anything other than midfield is not ok---you are just looking to kill yourself along with someone else

194
Hangar Flying / Don't be sloppy in the pattern---and expect the unexpected
« on: May 22, 2006, 06:21:25 PM »
Non-towered airports can sometimes be a zoo----but I actually prefer them.  I have had several airplanes pull out onto the runway as I was rolling out on final.  Not that big of a deal for me---just add power and go around.  But guys who 1) don't listen on the radio and 2) don't look in the groove before they pull out on the runway may one day run out of their nine lives.  I think the guy figured out his mistake when I did a low pass offset from the runway.

Two weekends ago, I flew out to Ocean City, NJ.  The winds were favoring 24 (right traffic for this runway).  I called my crosswind leg when a Bonanza asked which runway was in use.  I called that I was turning downwind for 24.  He called entering a left 45 for 24.  I looked out the right side of the aircraft towards the opposite side of the pattern trying to look for him and called out that it was right traffic for 24.  The unicom also answered up that it was indeed right traffic for 24. My wife startled me by pointing out the front and saying to watch out.  The Bonanza was coming off the RIGHT 45 onto the downwind leg---right in front of my nose!  The Bonanza made a mistake----actually two mistakes which nearly had us swapping paint.  Usually you can get away with a mistake here and there---but when they add up at crucial moments, they can cost you your life.  He not only called off the wrong position----but when he intercepted the downwind leg, he was nowhere close to midfield---as a matter of fact, he was well past the approach numbers!  I was just about to turn base!  You don't need a radio to go to an untowered airport.  But sometimes, the radio just adds confusion.  When you go to non-towered airports, remain predictable.  Even if you have marbles in your mouth and can't seem to get out the right words, at least use standard pattern entrys.  I am not expecting to see someone come off the 45 near the base leg.  Also, the guy on downwind has the right of way---not the guy on the 45.

Other comm stuff for nontowered airports:
-Don't take the active---the rest of us need to use it!  Seriously though...it is a waste of time to say anything with the word "active" in it.  No one at a nontowered airport designates "the active" and for all of us 10 miles out trying to figure out which runway is in use it helps if I hear someone calling "Culpeper traffic, Cozy 123 taking off runway 4, Culpeper.  From this, I know the airport and the runway---and if I missed the very beginning part of the transmission, I do in fact know that we are talking about Culpeper airport.  Hearing that Cozy 123 is taking the active helps no one (what airport and what runway?)

-Position and hold---Why are people doing this at non-towered airports?  If you are not ready to go, don't get on the runway.  Last year, I saw a student pilot pull out onto the runway (position and hold) with a Kingair on final.  I had just landed with a Kingair following me.  I was rolling out when I heard the student pilot call that he was going to postion and hold.  At the time I thought---this is going to be interesting----1) I have a pet peeve about calling posit and hold at nontowered airports and 2) he just pulled out in front of the Kingair.  The Kingair pilot was understandably not happy---and gave the student a tongue lashing of sorts.  From the conversation that followed, the student did not understand that the Kingair was not allowed to overfly him and land on the remaining runway.  Oh well.  The lesson is, don't get on the runway until ready to go.  Even there was no one else in the pattern, just wait for the landing traffic to clear the runway.  You don't want to keep your back to the groove that long.  

Stay safe---we all make mistakes (on every flight).  It is the chain reaction of multiple mistakes that usually causes us harm.

195
San Diego EZ Squadron / Questions about speed and Varieze
« on: May 22, 2006, 06:06:03 AM »
Do not fly the plane until you determine that your pilot weight falls within the CG range allowed for flight for that particular Varieze.

If you don't trust the W/B---go get your plane weighed.

The lead weight in the nose does not effect how high the nose rides---it effects the stability.  If your CG is too far aft, the nose will diverge from trim if you put a perterbation to the nose (stick bumping or wind).

I am not a Varieze expert----so I don't have a feel for what the O200 does to the Varieze.  However, if your deck angle is truely too high, this means you are flying too slow---and using AOA to compensate for the slow speed.  There are two main factors for being too slow
-engine not putting out the power it is supposed to put out (are leaning it properly----sorry--have to ask---have run into more than one person who only thought the mixture lever was there to shut off the engine)
-too much drag on the plane (you didn't buy the plane with the leading edge cuffs did you?)  Do you have wheelpants?

Did you do a prepurchase inspection on the plane?  What was the compression on the cylinders?

You will need some good replys from some Varieze guys to confirm speeds and deck angles.  In general, EZs ride higher than spam cans----but I am used to seeing faster speeds

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