346
Hangar Flying / EZ-RV mid air
« on: July 11, 2005, 06:38:36 PM »
Try this link too
http://www.airshows.org/profile_details.php?d=55
http://www.airshows.org/profile_details.php?d=55
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347
Hangar Flying / Bird Strike--in the news section
« on: July 03, 2005, 06:54:52 AM »
Went surfing around the NTSB NTSB site about the Dave Jones mishap and subsequently ran across this...
Identification: DEN05LA099
14 CFR Part 91: General Aviation
Accident occurred Friday, June 24, 2005 in Santa Fe, NM
Aircraft: Campbell Long EZ, registration: N84RW
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On June 24, 2005, about 1000 mountain daylight time, a Campbell Long EZ, N84RW, piloted by a private pilot, was substantially damaged when it collided with a bird while in cruise flight approximately 5 miles west of Santa Fe, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The pilot, the sole occupant aboard, was not injured. The flight originated at Double Eagle Airport (AEG), Albuquerque, New Mexico, and was en route to Los Alamos (LAM), New Mexico.
According to the pilot, he was cruising at 120 knots at 9,500 feet msl when he struck a bird. The impact separated the propeller blades at midspan. One or both blades then struck the trailing edge of the right aileron, bounced off, then hit the right vertical stabilizer, which also separated in flight. The pilot made an uneventful emergency landing at Santa Fe Municipal Airport (SAF).
Identification: DEN05LA099
14 CFR Part 91: General Aviation
Accident occurred Friday, June 24, 2005 in Santa Fe, NM
Aircraft: Campbell Long EZ, registration: N84RW
Injuries: 1 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On June 24, 2005, about 1000 mountain daylight time, a Campbell Long EZ, N84RW, piloted by a private pilot, was substantially damaged when it collided with a bird while in cruise flight approximately 5 miles west of Santa Fe, New Mexico. Visual meteorological conditions prevailed at the time of the accident. The personal cross-country flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The pilot, the sole occupant aboard, was not injured. The flight originated at Double Eagle Airport (AEG), Albuquerque, New Mexico, and was en route to Los Alamos (LAM), New Mexico.
According to the pilot, he was cruising at 120 knots at 9,500 feet msl when he struck a bird. The impact separated the propeller blades at midspan. One or both blades then struck the trailing edge of the right aileron, bounced off, then hit the right vertical stabilizer, which also separated in flight. The pilot made an uneventful emergency landing at Santa Fe Municipal Airport (SAF).
348
Hangar Flying / Bird Strike--in the news section
« on: June 29, 2005, 08:20:01 PM »
Are you sure it was a birdstrike? I don't see any evidence of blood/feathers (unless you cleaned it up). With the prop chewed up and the right aileron scuffed, I'm almost wondering if you shook/failed a piece of your prop, throwing it radially out towards the winglet----and scuffing the aileron in route. You would feel the vibration from the unbalanced prop. You then may have way oversped the unbalance prop, shaking the otherside loose.
Just guessing----and trying to figure out how all the evidence fits together.
Just guessing----and trying to figure out how all the evidence fits together.
349
Hangar Flying / really stupid question about nose gear
« on: June 28, 2005, 05:13:25 PM »
If the Varieze spring is like the Longez and Cozy, just attach the spring to the retract mechanism, then partially (or fully---whatever works) retract the gear. Then rotate the leg with your hand and reattach the spring----no compression necessary.
350
Hangar Flying / downdraft cooling for Long EZ
« on: June 09, 2005, 05:21:19 PM »
Mike,
I came to look at your plane when I was also based out of Camarillo. I was parked in the big hangar next to the Cafe.
After I trashed my first motor (0235), I installed an 0320 but went to downdraft cooling. I did not bother to cut off the naca scoop since I was more interested in cooling than drag at the time. I did, however, seal off the naca and ran hoses directly to it (ram air for carb, ram air for oil cooler, and 2 more ram airs for accessories.
The downdraft was for the cylinders. The baffling was sooo much easier. Temps were great----and of course I really knew what the temps were. You can see some pix of the plane at the following site:
http://www.home.earthlink.net/~swensonaw/
I have sold that plane and now have a cozy with updraft cooling. Since I don't have downdraft cooling on the Cozy, who really knows what my temperatures are since the charts are for downdraft at the bayonette fitting. And yes, I have seen the info of one longez test in a climb and cruise with sparkplug thermocouples on all sparkplugs and also the bayonette fittings----but still don't trust it.
For the Cozy guys, what are your temps in cruise----and where do you have your thermocouples----and how are those temps working out for you. I have read lots of info within the Cozy newsletters and on websites on CHTs---but they never say where they are measuring from.
I came to look at your plane when I was also based out of Camarillo. I was parked in the big hangar next to the Cafe.
After I trashed my first motor (0235), I installed an 0320 but went to downdraft cooling. I did not bother to cut off the naca scoop since I was more interested in cooling than drag at the time. I did, however, seal off the naca and ran hoses directly to it (ram air for carb, ram air for oil cooler, and 2 more ram airs for accessories.
The downdraft was for the cylinders. The baffling was sooo much easier. Temps were great----and of course I really knew what the temps were. You can see some pix of the plane at the following site:
http://www.home.earthlink.net/~swensonaw/
I have sold that plane and now have a cozy with updraft cooling. Since I don't have downdraft cooling on the Cozy, who really knows what my temperatures are since the charts are for downdraft at the bayonette fitting. And yes, I have seen the info of one longez test in a climb and cruise with sparkplug thermocouples on all sparkplugs and also the bayonette fittings----but still don't trust it.
For the Cozy guys, what are your temps in cruise----and where do you have your thermocouples----and how are those temps working out for you. I have read lots of info within the Cozy newsletters and on websites on CHTs---but they never say where they are measuring from.
351
Hangar Flying / 0-235 low oil pressure
« on: May 24, 2005, 07:41:50 PM »
Check the gauge first. Borrow a direct reading oil gauge and plumb it directly to the engine (remove the electrical sender and plug it in there).
352
Hangar Flying / Cozy gear camber
« on: May 15, 2005, 09:20:08 AM »
ok---here is what I learned surfing around after posting. Looks like I can get the correct camber (and toe in) with washers behind the axles. Once I get all the correct angles, I can remove the axles and then build up a flox pad and bolt the axels on with gray tape. Let the flox dry, remove the axels and tape, put the axles back on.
Any comments?
Thanks,
Any comments?
Thanks,
353
Hangar Flying / Cozy gear camber
« on: May 15, 2005, 08:05:23 AM »
I have sold my longez after about 750 hours of very enjoyable flying and am now into my first 5 hours of my new Cozy.
Question about the camber though. The gear legs are Aerocad and have a pretty good camber to them (bottom edges out). I need to measure them shortly----but my eyeball says 7 deg or more. I don't think the camber has spread since the wheelpants fit on the leg really good. If I shim up, I will need to do some surgery to the wheel pants.
The question is----what is a good way to shim camber over a large number of degrees? Looks like I will at least need around 10 deg of shim just to get back to normal. I see 2 deg shims for sale. Is there a good place to go to get someone to make a 10 deg shim (or whatever it comes out to be) instead of stacking 5 2-deg shims together?
Thanks,
Question about the camber though. The gear legs are Aerocad and have a pretty good camber to them (bottom edges out). I need to measure them shortly----but my eyeball says 7 deg or more. I don't think the camber has spread since the wheelpants fit on the leg really good. If I shim up, I will need to do some surgery to the wheel pants.
The question is----what is a good way to shim camber over a large number of degrees? Looks like I will at least need around 10 deg of shim just to get back to normal. I see 2 deg shims for sale. Is there a good place to go to get someone to make a 10 deg shim (or whatever it comes out to be) instead of stacking 5 2-deg shims together?
Thanks,
354
Hangar Flying / POH-Checklist for o-320 Long ez
« on: April 29, 2005, 10:57:32 PM »
Wrap the legs behind the disks AND install metal heat shields. You will not be happy if you melt the legs----it has happened to several people.
355
Hangar Flying / New Wheel pants - Buy complete or get patterns/forms?
« on: March 25, 2005, 06:02:49 PM »
For all that use Terry's molds (I did----and love my wheel pants), don't sit on them when you get them. You should stop working on whatever project you have going and make your pants right away (no more than a week). There are people waiting for the molds. My understanding is that there are people out there who sat on them for months---be considerate of others.
356
Hangar Flying / Long-ez rain canard
« on: March 16, 2005, 05:24:41 PM »
For my Longez, I would go from full forward trim in cruise flight to full aft when flying through a cloud. My first several years of only having a VFR cockpit (and flying quite a bit), I never had to experience any of these tendencies------did not fly in the rain and did not fly in the clouds.
Once I converted the cockpit to IFR, it was a requirement for me to put on vortex generators because of the pitching tendencies of my GU canard on my aircraft. VGs are a cheap and easy fix for this phenomena.
Once I converted the cockpit to IFR, it was a requirement for me to put on vortex generators because of the pitching tendencies of my GU canard on my aircraft. VGs are a cheap and easy fix for this phenomena.
357
Hangar Flying / Vortex Generators
« on: February 24, 2005, 04:24:07 PM »
You can get them from: http://www.mywebco.com/cci/
The leading edge goes on the 50% chord. A template is supplied with the kit that gives you the correct angles. You can eyeball the 50% chord by looking at the end of the canard and looking for the fatest section of the wing (laminar flow wings usually have the thickest part of the wing at the 50%chord as opposed to the quarter chord). Mark a spot on the canard where that thickest part is. Then measure the distance from the elevator "notch"----the back of the canard but not the elevator---to the spot that you marked. Transfer those dimensions to the inner portion of the canard and to the other side of the canard. Snap a line and start laying down VGs. Don't use the glue, too easy for kids (and adults) to pull them off. VGs are like magnets to fingers. Everyone wants to pull on them. People would get really mad at me for fingering their car the way that some finger my plane-----for some odd reason, people think that fingering planes is ok----oh well. The clear silicone works great---you have to be pretty determined to get one of those off.
The leading edge goes on the 50% chord. A template is supplied with the kit that gives you the correct angles. You can eyeball the 50% chord by looking at the end of the canard and looking for the fatest section of the wing (laminar flow wings usually have the thickest part of the wing at the 50%chord as opposed to the quarter chord). Mark a spot on the canard where that thickest part is. Then measure the distance from the elevator "notch"----the back of the canard but not the elevator---to the spot that you marked. Transfer those dimensions to the inner portion of the canard and to the other side of the canard. Snap a line and start laying down VGs. Don't use the glue, too easy for kids (and adults) to pull them off. VGs are like magnets to fingers. Everyone wants to pull on them. People would get really mad at me for fingering their car the way that some finger my plane-----for some odd reason, people think that fingering planes is ok----oh well. The clear silicone works great---you have to be pretty determined to get one of those off.
358
Hangar Flying / Vortex Generators
« on: February 23, 2005, 10:03:35 PM »
I have the GU canard. The first time I flew into a puffy cloud (I was hands off at the time), the plane went into enough of a nose dive to lift me out of my seat. My first time I flew IMC in my longez, I would go from full forward trim to full aft trim. This was really a lot of workload for IMC flight. I put on the vortex generators and it cured the problem (maybe a very slight trim change----but nothing to get worried about.
359
Hangar Flying / Drew's Longez coming up for sale shortly---50K
« on: February 20, 2005, 06:55:43 PM »
A lot more picture have been loaded onto my site: Pictures can be seen on this site: http://home.earthlink.net/~swensonaw/
360
Hangar Flying / Engine Mount
« on: February 20, 2005, 03:48:04 PM »
There are a couple of things you need to watch out for in an 0320 powered longez. One is that you do need a beefed up mount for the heavier vibrating mass and the other is for larger vertical webs on the engine mount extrusions.
There will be those that say you need no changes----and there will be those that sit somewhere in the middle. I have the beefed up mount and only replaced the upper two extrusions. The lower extrusions are a little trickier since they are underneath the sumps. If you were insistant on changing the lower two extrusions, that would be the time to build the common sump and cut off the old sumps.
I'll see if I have some pictures of the extrusions and mount laying around---if I do, I'll load them up on my site.
There will be those that say you need no changes----and there will be those that sit somewhere in the middle. I have the beefed up mount and only replaced the upper two extrusions. The lower extrusions are a little trickier since they are underneath the sumps. If you were insistant on changing the lower two extrusions, that would be the time to build the common sump and cut off the old sumps.
I'll see if I have some pictures of the extrusions and mount laying around---if I do, I'll load them up on my site.