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Messages - Jack

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46
Hangar Flying / Re: Auto plugs in O-200
« on: July 08, 2006, 02:41:44 AM »
Quote from: "eric r"
What's the consensus on running the 18mm auto plugs (widely available, cheap, and low profile). They are nothing but tractor, lawn-mower, and motorcycle plugs for low compression air-cooled engines. ire?


I was going to try it.  Need an old set of mag wires and modifty the ends for the auto plug or run a set of good auto wires from the mag.  

Bosch and Autolite have the 18MM plugs.  Since I am in the middle of the desert and can't recall the plug number.  The Bosch was pretty sweet for my Rose ignition.  2 bucks a pop for platinum tipped plug in the bottom holes.  

If you try it, do a serious ground test and a short test flight.  Then inspect closely.  I did ask Klaus Savier about doing this before.  His explanation against it was the output of the mag could be much higher than an electronic ignition.  Have heard of others running auto plugs with mags but never did a face to face with them.  

Hey it's an experimental aircraft, why not give it a shot.  You got two plugs per hole.  

One nice thing about the Bosch plugs, it's easier to install the puppies around the exhaust stacks.  Let alone with the Rose wires just push the boots on vice the freaking  aircraft plug stock aircraft ends.  

Jack

47
Hangar Flying / Don't be sloppy in the pattern---and expect the unexpected
« on: May 23, 2006, 03:30:16 AM »
Quote from: "Chairboy"

People calling into approach in general around here and in LA get into these long conversations when a little planning ahead of time would keep the frequency clear.  .


Listen more, talk less, and follow the proper radio procedures.  

My normal SOP for flying into a new uncontrolled airport is listen up on freq, come blowing into the break down low and eyeball the runway and terrain for visual checkpoints.

In today's environment with the WEB and sites that report airport data like www.airnav.com for free, there is no excuse for not knowing the local procedures and the airport.

Fun was back in my Navy days landing at more than a few uncontrolled airports in big birds picking up flight crews that had broken a bird.  Smoking in at 300 knots is fun.  :P


Just listening up on Unicom or tower freq 10-20 miles out helps your database.  Try to avoid reporting 10 or 20 miles out from the field too. Who cares when your that far out, it's in the pattern that counts.  

Always be leery while landing of folks rolling onto your active and forcing you into a wave off.  At my airport (FDK) I generally tried to avoid weekends during primetime.  We had biz jets using the long runway, GA using the crosswind runway, Medivac choppers lifting off, and glider ops.  I can't recall a midair in a decade or two.  Lots of close calls, but it worked out quite nicely.  Tower not required nor needed.

Jack

48
Hangar Flying / LOW RPM to save fuel
« on: May 23, 2006, 03:17:38 AM »
Quote from: "Drew"
Jack,
When do you get back?


I ain't back yet, still running freaking Baghdad several times a week.  Hoping to get my R&R next month and move to Texas.  Working into my 15th month in the damn sandbox now too.

I can safely say, no matter what the media reports, it's wild running convoys in Iraq.

Did see the other day at Baghdad airport, that huge Russian biplane flying off into the distance.  Had seen one parked at Anaconda last year in pretty piss poor shape.

As for lean of peak running in an EZ, if you have an electronic ignition you might give it a shot.  Just keep a close eye on temps and smoothness of the engine.  

I have been running regular mogas for decades too.  Might try that too. Most of these motors are pretty low compression and can handle it.  

In the future I want to install a 180 HP Lyc and follow that up with a wankel and a turbo for sea level performance up high.  It's just like racing, it's bucks driven for performance.

Jack

49
Hangar Flying / LOW RPM to save fuel
« on: May 18, 2006, 07:39:30 PM »
Quote from: "Drew"
When you are on the ground, lean aggressively---keeps engine healthy/keeps from fouling plugs.

Full rich for takeoff.

During climbout, some lean for constant EGT.  I keep it full rich until at cruise altitude. .


I lean during climb pretty quickly after takeoff.  Which isn't unusual if you study some of the older engine manuals.  In the heavy recips, 2800s or 1820s, we could lean them after takeoff.  

As for ground running, oh yeah leaning is good.  Kept the plugs from fouling for starters.  

One technique I use during cold weather flying.  Go rich, add some carb heat till a short 15C and then lean.  Better fuel specs and runs nice.

Another  technique is over leaning.  Lycoming has a chapter or two on it from decades ago.  On 2800s it was SOP.

Cheers;

Jack

50
Hangar Flying / Re: Transition
« on: April 28, 2006, 08:44:56 AM »
Quote from: "Charles Davis"
I

On landing, don't flare like you do a regular airplane.  Start the flare, and then ease (fly) the nosewheel onto the ground.

The EZ is aerodynamically very clean. .


Whenever the nose wheel contacts the tarmac you want firm contact with it.  It's real twitchy and you can lose the sucker in a heartbeat.  When I take off, it's a clean break from the runway.

Unless your a real pro in flight testing, even taxi testing at speeds over 30 knots can be hairy.  Ensure you have your egress procedures memorized, emergency procedures down pat and strap in tight for any taxi work.

It's a slick puppy in the pattern.  Drop the nose a tad and it's 10 knots in a heartbeat.  

I have flown my Long in 20 knots of direct crosswind before.  Just have to fly it to the bitter end and add some knots.  This is not for the faint hearted.

Good Luck;

Jack

51
Hangar Flying / Re: Bugs
« on: April 26, 2006, 04:59:15 AM »
Quote from: "Snappy"
Nothing like a good day of killing bugs to relax a man!  Now to get them off the leading edges and canopy.  Anyone have the 'best' way to get the critters off?

!


One fine day I hit some serious bugs on final.  The Long felt a little strange and I didn't really check the leading edges well.  It was a quick pit stop from the West coast to the East.  On takeoff it felt like I had rain on the damn canard and really had to yank it off.  Did a stall series and it was right on the numbers.  Next stop checked the canard leading edge and found lots of dead bugs.  A well waxed Long just takes a clean rag to wipe them off.  Up removal of the bug remains the bird went back to normal flying.

Cheers;

Jack

52
Hangar Flying / Re: Com question
« on: April 18, 2006, 01:05:01 PM »
Quote from: "allen"
Anybody using the DRE-244E? Looking to buy it and give it a try. Anybody have an intercom that they are real proud of and would like to share a review? I’m looking to get something that has cell phone capability, music that mutes when tower keys up, and can handle a mono and stereo headset plugged in at the same time.

http://www.sportplanes.com/intercoms.htm
--------

When your up flying, it should be all business.  Checking weather, looking for an available field if you have a problem with a single motor aircraft, running your fuel logs, listening up on freq for any possible problems ahead, etc.

I say this with over 10,000 hours and 5 trips coast to coast in my Long. The EZ is probably the fastest bird most of you will fly.  Live a tad longer and stay professional in the cockpit.  Always do what ifs and if bored and SWAG if you can glide to a nearby field.

GPS is dandy, can you fly without it??

Jack

53
Hangar Flying / Re: Electroair & auto plugs
« on: April 18, 2006, 12:58:30 PM »
Quote from: "Barney"
I've had good luck with Bosch Platinum #4226 (single electrode) @ $2.29 each (AutoZone) on my O-200.

Other suggestions?


I run the Bosch and the Autolite that's 18MM.  When I tell other pilots the cost of the platinum tipped Bosch they generally leave muttering about their 50 odd buck platinum tipped aircraft plug  :D

I run the Rose ignition on the bottom holes and love it.

Cheers;

Jack

54
Hangar Flying / Crisis of Confidence...
« on: April 18, 2006, 12:54:58 PM »
Quote from: "NWade"


Still, I find the idea of being a jack-of-all trades at a place like Scaled or King (or some other interesting aviation company) a heck of a lot more enticing than an Airline job flying the same routes day after day...  A flying job where I'm exploring new destinations and having to do flight planningl


The airlines ain't what they use to be.  The handwriting was on the wall in the 70s when Braniff, Pan Am and others were failing.  The current majors, AA, UAL, Delta etc.  I know more than a few that went with them in the 80s and later and now they are being laid off, taking paycuts, their retirement is probably shot etc.  Would have, should had , could had. I could had swung right into UPS or FEDX in the 80s.  

With the current fuel prices no doubt GA is going to take a serious hit also.

As a former Naval Aviator with over 3400 odd military hours in everything from single seat to 4 motors.  I like homebuilding and the less restrictive rules to have fun with.  My Dad and I got into homebuilding back in the late 70s and use to fly out of the Mecca in Mojave until the late 80s.

Being very flexible for a job in this day and age is probably the best trait you can have.

Right now I am running convoys in Iraq and it can be beyond exciting at times.  Then with a little help from some investments I plan to have a really fast Long with some serious range.

Cheers;

Jack

55
Hangar Flying / Re: 12Volt body heaters??
« on: March 19, 2006, 07:36:35 PM »
Quote from: "jdubner"
Quote from: "Dave in Eugene"

Any good sources?

I would love to hear about any experience with this... is amperage a concern?


.


I generally wear my nomex flight gloves for the airport environment and then if it gets really chilly switch to my ski gloves at altitude.  Then wrap my ski jacket around me at altitude.  Big problem in the cockpit is the bulk of the extra cold weather gear.  

As for using onboard electricity for warming gear, I tend to go with KISS and use non electrically heated gear.  You never know when you gotta walk out of someplace and need to shift into survival mode.  I also wear my Navy survival vest whenever I fly and it's loaded with survival gear.

Cheers;

Jack

56
Hangar Flying / Re: What's your range?
« on: March 08, 2006, 08:01:38 PM »
Quote from: "Dennis"
Looking for realistic longez range numbers. 0-235 vs 0-320. (standard tanks)
 ,KY


In order to get the proper data you have to bag the tanks after a flight and check gallons used Vs hour/s aloft.  I average in the climb and descent fuel flows also. You can add in takeoff and climb GPH, but after 33 years of flying, don't complicate the matter, your descent should offset the climb.

Each pilot will have a different technique to lean also. I lean in the climb and if I can lean of peak. Vast majority will lean rich of peak.  

On my O-235, it varies from 5.2 to 6.0 GPH, the main factor is OAT.

Best rule of thumb, SWAG your worst GPH and flight plan and fly the flight with that in mind. Tis better to land with fuel than glide the puppy in.

I run carb heat when it's really cold outside for a better fuel flow.

Good luck;

Jack

57
Hangar Flying / What exactly IS a BerkEZ??
« on: March 03, 2006, 06:01:44 PM »
Quote from: "EZPILOT742X"
Aaahhhh you're going to make me do a little research here ;-). Time to brush up.. I'm digging around and doing reading now to remind myself of why I want to put the LSE Ignition on the top plugs. Off the top of my head, I want to say that Klaus recomends running on the top if you are running one elec ignition and one mag. Now.. time to find out "why" again.
Happy Landings,

Chris


Your electronic ignition burns through that dropped oil far better than a mag. Plus the plugs are far cheaper. I run Bosch platinum tips and they cost about two bucks a pop.

Having met Klaus a few times, he is a serious speed freak and he runs two electronic ignitions.  That second puppy doesn't add much and having an independent mag makes you feel better. Kinda of a yin and yang position. On my O-235 the impulse mag remains for starting in this setup.

Like I stated before, dudes I know with electronic systems only run them on the bottom holes.  

Good luck;

Jack

58
Hangar Flying / Engine out!
« on: February 28, 2006, 02:45:29 PM »
Quote from: "N210GW"
When deciding on a water landing vs on on dry land you need to consider that you may be knocked out or unable to swim due to injuries and possibly drown


Water landings can be very dicey for numerous reasons, wave conditions, wind, shore locations are part of the areas to consider.

As an old float plane pilot we had to watch out for freaking boats driving into the sea lanes.  Let alone floating objects like poles or tree limbs.

Cheers;

Jack

59
Hangar Flying / What exactly IS a BerkEZ??
« on: February 28, 2006, 03:40:38 AM »
Quote from: "EZPILOT742X"
. I am going to run an LSE Plasma II ignition on the top plugs and keep the Slick mag firing the bottom ones. I

Chris


Why not the bottom plugs?  I run my Rose on the bottom plugs and tis the same with other folks I know with one electronic ignition on their birds.

The electronic ignitions really light off hot and eat up the oil dropped on the plug tips.

Cheers;

Jack

60
Hangar Flying / If you were building it again...
« on: February 27, 2006, 12:02:14 PM »
Quote from: "NWade"
As a non-builder and only a beginner pilot, I've often wondered what the engine changes do to the takeoff roll / distance (if any).

I mean, on the one hand you're adding more power, so you should be able to generate more thrust (depending on prop choice, of course) - but on the other hand you're adding some more weight to the plane.

Anyone with direct experience care to make a comparison?

.


On my old Quickie I swapped out the 18 odd HP Onan engine for a 44HP Rotax and my take off roll and climb were super.  Never did get the exhaust right for a proper check. Fun was stabbing in left rudder on the roll to.

Planes are like race cars tis HP to weight ratios that work. Main difference would be in the prop area.  The compromise between a climb or cruise prop makes a helluva of a difference.  

Trying to think of the increase in thrust between A-4s, think the final model was pushing 12,000 odd pounds compared to early models of 8,000 odd pounds. Big difference in performance and takeoff roll.  You could push right through the 250KIAS limit in a heartbeat. :twisted:

Another major problem in glass birds, folks tend to build them far heavier than what the plans call for.

Cheers;

Jack

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