What exactly IS a BerkEZ??

[D]

I was told on the other forum that there are folks here (looking directly at Frank P.) that might have a few comments on the subject... so:

Specifically, what differentiates a BerkEZ from a Long and a Berkut?

I'm currently building a Long-EZ, but a ride in a Berkut started all of this canard mess for me.  If there are mod's that will make one bird (Long) act like another (Berkut), I wanna know about them!    

Also, I heard rumors about BerkEZ-related airworthiness nightmares (Frank?).  What specifically was/is wrong, and what can a current builder do to avoid such nightmares in their own construction?

Much thanks!

[EZPILOT742X]

Hello, I'm sure replies on this subject might vary a little on a case by case basis but I'll do my best do describe my Berk-EZ to you. I think most of us with Berk-EZs, especially those who took it upon ourselves to modify our airplanes/projects as such, would all be building and flying Berkuts in a perfect world. In my case I just couldn't afford it so I wanted to do everything I could to make my airplane look and feel as "Berkut" as possible. From one airplane to another you might see some, all, or even more of these changes.

My airplane has a Berkut nose and nose access hatch, Berkut cowls with armpit and belly scoops, and the rear/firewall area of the plane is built to exact Berkut dimensions.  The canopy is a Berkut canopy but it was never cut in two halves. It is also built and mounted per the Long-EZ plans. Other little things that are Berkut Ideas.. some right out of the manual include the lower winglets, canard saddle and elevator fairings, fuel system layout, left pilot's console/map case, throttle quadrant set-up, baffling, brake system, and oil cooler installation.

It can be taken even further by adding retract gear, as is the case with Frank's airplane, carbon spar caps and wings, larger ailerons, and adding the extra foot of length in the fuselage. The stiffer wings/spars and more powerful engines are what is going to make it feel or fly more like the Berkut. Apparently the Berkut's faster roll rate and response is due to the stiffness of the carbon airframe rather than the increased size of the ailerons themselves.

Anyway, I hope that helps to answer your question and hopefully more guys, including Frank, will be able to chime in and add to the discussion.

Chris Randall
Berk-EZ N742X
Finishing electrical and starting final engine install
KWHP, CA

[fpullanojr]

What Chris said....

[fpullanojr]

Just kidding Mr D.  Actually "What Chris said" is pretty close as one could get the description.  These airplanes are hybrid LongEz/Berkuts and they do vary in so many ways.  Some have O235s and some have fixed gear.  I happen to have an IO360 and Infinity Retracts along with most of the Berkut style mods that Chris mentioned including the firewall, nose, canopy etc.  The cockpit is wider and from what I'm used to in the VariEze, it's like riding in a Caddy.  

The airwortyness nightmares that you spoke of were mainly due to the airplane sitting static for almost two years.  Airplanes don't like doing that and they let you know about it when you try to wake them up after such a long nap.  Just about every O Ring and fitting on the airplane leaked and it she felt a need to fill the back seat up with gas overnight.  It was a real mess but I wouldn't equate the problems with design flaws, she just needed some TLC and a minor overhaul.  Bill Oertel took care of a million problems with the plane and I owe him a lot for that.  

The Infinity Gear was a big problem but one bug at a time, it's been mostly worked out.  Just like the rest of the plane, things needed to be worked, lubed, tweaked, and USED!  

If I had the option of fixed main vs the retract system, I'd probably stick with the fixed gear but I'm keeping the big motor!  I may change my mind with the retracts but so far my experience with the system hasn't been one of happiness, joy, and bliss.  I expect that to change for the better as I have time to tweak things.

I think overall the BerkEZ is what the LongEZ should be.  It's a heavily modified Long with all the "new" improvements that guys have made over the past few decades.  That's just my opinion though.

[D]

Thanks for surfacing, Chris, and for the ditto, Frank.  I was sure I saw Berk-EZ a couple of times here but couldn't remember any names (the folks on the other forum clued me into Frank's new plane).

Chris - did you get your cowls from Dave R. while he was still producing them, find them elsewhere, or make your own?  Is your fuel system plumbed with the "old" style sump or like James Redmond's (www.berkut13.com)?  What flavor of engine?  Got a website?

Frank - gonna document your restoration on your website? (I know, I know.. free time)

Thanks guys, I appreciate your patience!

[EZPILOT742X]

I got my cowls from John Sapp, who is one of Dave Ronneberg's Berkut 540 builders. John made the decision to install the 540 on his airplane and got a new set of cowls to replace his 360 cowls. Dave helped me get in touch with him and was also very kind to build me a "firewall perimeter flange" from his molds to aid with the build up and installation of everything. Had I been starting from the very begining, just the cowls and a template of the berkut firewall shape would have gotten the job done too, but with a little more work and planning.

The fuel system is set up just as you see on Jame's Berkut 13 website as far as the location of the fuel pump, valve, filter, and lines go. I built "internal sump blisters" within the rear seat armrests on my airplane. They're basically 4-ply BID bottles with glass/flox/ 1/4 phenolic caps on the ends. They are fed by 5/8" al. tube from the fuel tanks and the fwd ends are tapped for #6 AN fittings. They hold about 1.5 liters of fuel each. This idea was suggested to me by Dave R. during a conversation with him. I realized that with the Berkut cowls/armpit cooling scoops I would not be able to mount the normal Long-EZ sump blisters on the outside at the lower strake-fuselage intersection.

I don't have a website up yet but it is something that I definitely need to get going soon. I do have a ton of digital pics and would be happy to share them with you. You are welcome to get in touch with me and come check out my airplane anytime you find yourself in the SoCal area.

I agree with everything Frank said too.

Chris

[EZPILOT742X]

Oops, I forgot to tell you about my engine set-up in the last post. I have an O-320-E2D 560 SMOH. That engine is 7:1 low compression and 150 h.p. I am going to run an LSE Plasma II ignition on the top plugs and keep the Slick mag firing the bottom ones. I am definitely going with fuel injection but need to call and talk to Airflow Performance and make a more educated decision between their fuel servo or a Silverhawk (bendix). I have Hal Hunt 4x4 exhaust pipes, 6 inch Saber prop extension, spin-on 90 degree oil filter, and a Hertzler "Silver Bullet" 65x80 prop.  I am running a Skytec HT starter and ND 40 amp automotive alternator. The oil cooler is a small positech (4112?) and is mounted on brackets behind the oil sump and under the crank case. It is ducted out the back to aft baffle (like you see on Berkut13). In a long time, when I get bored and think i'm going too slow, I'll spring for some high compression pistons.

Chris

[Jack]

. 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

[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

[Jack]

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

[EZPILOT742X]

Thanks Jack, I'll keep studying and looking around. I'm also gonna talk to aerosport about it when I buy my fuel Injection system from them, and Klaus when I fly over to pick up my ignition kit.

Chris

[Drew]

Everything that I have ever read says to do them on the bottom for the reason Jack mentions.  I run mine on the bottom too.

[Glider pilot]

I run a Lightspeed on the top and bottom and there is no differance.  I think Klaus says to run them on the top so when the bottom ones load up on the mag you would call him with a problem. It inshures that his product is allways run good and you get it started even on a worn engine. Adding the second EI gave me 4 MPH more on the top end and have not fouled a plug since. I run the NGK's with the solid top cap