Hangar Flying

Anybody out there have good info on changing over to a push-pull system for the throttle (and mixture)? I once observed a Varieze make a precautionary landing (1977 or 1978 @ Whiteman airpark in Los Angeles), due to a broken throttle cable ... the spring held it wide open, and the pilot made a World War One approach using the mags to modulate power. The pilot was Burt Rutan ... the spring worked, but I would rather not rely on it. I have removed the airbrake lever (gone to electric), but I do have the Long EZ style pitch trim lever in the way. I am thinking about putting the carb heat and mixture on push-pull in the panel, but would like to stay with throttle on a lever if possible. I have access to the side panels. Any ideas?

I've seen pictures of a few variezes with the strakes extended forward to add a little "elbow room". What's the consensus: alter the angle like some Long ez's, or add a simple strake like I see on the latest CSA cover? It appears to me to be a simple add-on. I don't want to introduce any weird aerodynamics! Buy pre-fabs (where?) and cut to fit, or just start contouring foam?

Well, I just bought a varieze in Cody Wyoming and flew it home to Florida. The builder (his second varieze) still flys his 2800+ hour varieze, and finished this one last year. I can't say enough great things about Bob Evans and his wife Linda. They took a lot of time with me, and treated me like family. A wonderfull experience. The airplane is great, performance was great (averaged 180mph on 3.5 to 4.5 hour legs), and trip was a lot of fun. For all you out there: I am a big pilot (6-3 and 220 at least!). Bob made the cockpit roomy in the front, and I was completely comfortable. Now I have a 2005 Varieze @ 615# empty weight, O-200 with a Bob Evans prop, 15 gallon wing strakes and three gallon reserve. It will outlast my 3.5 hour airplane ride comfort zone (in ANY airplane). I can carry a reduced fuel load and a FAA normal passenger, and still easily make the two hour trips that are the norm in Florida.

I just read my new insurance policy for my "other" airplane (a Grumman).
I live in Florida, and I now have a "hurricane exclusion". If I decide to relocate my plane, they'll pay me up to $500 if I provide receipts! ...Thanks, what a great deal! How very kind of you! ... Have they heard that hamburger flights are now $200 with gas prices where they are?
If I don't relocate the plane, and keep it in my new hangar (condo purchase built to a 135 mph wind code), the "not in motion" coverage is 5% of insured value ! WOW, they'll give me a big $3750 for a total loss (they keep the airplane, avionics and all) in exchange for my payment of $1400 for the policy ... Is anybody seeing a "deal" here? The way I read the policy, the reduced coverage is if I decide to keep the airplane at the primary airport I have listed on the policy ... now if I fly it ten miles away to another airport (to top off with cheaper gas to fly out of harm's way), find that I have a headache from the pressure drop and won't fly on antihistamines, tie the airplane down on the ramp and it is destroyed by the "named storm"; THEN I'm insured!!
BEWARE you Norhtener's, soon there will be no coverage from snow and ice causing the hangar to collapse. Of course in the Mid-West, no coverage for tornado damage. Definitely no coverage for you guys out West for earthquake damage. Rain damage in the Pacific Northwest? NO way!
I guess the easiest answer is: If a hurricane damages the airplane, climb into the wreckage, start the engine making sure there is a prop strike, and file a report that I was attempting to get to the runway for an intended flight! %^^$&^$(* this ticks me off!

My search is on, and as a larger fella, I'm trying to make the decision. I read all the old posts about the differences, and cockpit room does not seem to be a MAJOR difference factor. If only I could find examples of each close by for a quick comparison. Of course GW and range come into play, and I see a LARGE difference in Empty Weights out there! Obviously many Varieze's are operating at max max max weight. I'm thinking about a light one (625 or so), removing the installed heavy instruments, and putting in a Dynon and electronic gauges, and adding a lite-weight starter and Odyssey battery. Weight then would be 625 or so. If real GW is under 650, then fuel at another 150, leaves 310 ounds for me and a little baggage! Leave out most of the fuel, and take a passenger for two hours with reserve. Any larger EZ Pilots out there with comments?
A nice EZ can be a lot less $$$ than a decent Long...