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For Sale/Wanted / Re: Varieze for sale..........
« on: April 05, 2015, 05:00:57 PM »
Varieze has been sold. Thanks for the calls and ez views. 
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2
For Sale/Wanted / Varieze for sale..........
« on: February 14, 2015, 05:27:18 PM »
I build my Varieze in Corona, Calif...first flew at Corona in 1981. Flew to Seattle area shorty after the 40 hours were flown off.
Total time just under 800 hours, Millennium cylinders, Semi-constant speed wood prop (will not over speed in a steep dive),vortilons on wing, lower winglets long ez style (great low speed stability on final), good access to instruments and main gear, ram air box, etc.
Landing touchdown approx 70 mph minimum, approach at 80 to 85 mph, 28 gal gas capacity, cruise at 150 mph/ 4 gal per hr with normal leaning.
Old Garmin 55 GPS...... will sell with or without New radio and transponder....installed by local radio shop.
Not flying much anymore (76 years old).
Think this summer would be a good time to sell....maybe during the Arlington fly-in .....(based at Arlington).
Price is flexible..........
Wayne Johnson.......Cloudman/Col Ez
425-334-9819
Total time just under 800 hours, Millennium cylinders, Semi-constant speed wood prop (will not over speed in a steep dive),vortilons on wing, lower winglets long ez style (great low speed stability on final), good access to instruments and main gear, ram air box, etc.
Landing touchdown approx 70 mph minimum, approach at 80 to 85 mph, 28 gal gas capacity, cruise at 150 mph/ 4 gal per hr with normal leaning.
Old Garmin 55 GPS...... will sell with or without New radio and transponder....installed by local radio shop.
Not flying much anymore (76 years old).
Think this summer would be a good time to sell....maybe during the Arlington fly-in .....(based at Arlington).
Price is flexible..........
Wayne Johnson.......Cloudman/Col Ez
425-334-9819
3
Hangar Flying / Re: Bill and his fins
« on: August 19, 2011, 12:17:47 PM »
Bill,
I expect that I would have left the trailing edge fences on ( at least longer for more evaluation ) except for the violent bouncing around I had coming back from Spokane one summer afternoon. I suspect that with the LongEz lower winglets and the fences I had increased the side wind loads on the plane too much. Not being a professional aeronautical engineer type...that is just my
guess. Anyhow, I spent an hour trying to climb up high enough to get above the turbulance while keeping the plane upright.
Usually, I have tried to fly earlier in the day (or later ) when expecting those conditions and have avoided the really rough air.
Happy flying !
Wayne Johnson
I expect that I would have left the trailing edge fences on ( at least longer for more evaluation ) except for the violent bouncing around I had coming back from Spokane one summer afternoon. I suspect that with the LongEz lower winglets and the fences I had increased the side wind loads on the plane too much. Not being a professional aeronautical engineer type...that is just my
guess. Anyhow, I spent an hour trying to climb up high enough to get above the turbulance while keeping the plane upright.
Usually, I have tried to fly earlier in the day (or later ) when expecting those conditions and have avoided the really rough air.
Happy flying !
Wayne Johnson
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Hangar Flying / Re: Bill and his fins
« on: August 18, 2011, 10:52:58 AM »What i really want to see sometime is how my plane does next to a stock LongEZ at minimum speed. I think that's part of the reasoning behind the LongEZ, to fix the slow flight and landing characteristics of the VariEze.
At 4500 feet altitude or so, calm day, cool
Not that it matters, i think we are all pretty happy with our birds, but i wonder if and how much the VariEze improvements over the years have helped it compared to the first flights. Surely lots of you already know how this stacks up.
Just one of those things it would be fun to do.
Bill,
In past years with my Varieze I have been interested in lowering my touchdown speed and improving forward visibilty. Originally with wing cuffs, I would experience wing rock around 80 mph indicate on final approach. During this process my forward visibility was gone when getting down to 70 mph at touchdown....so I recall looking to the side to view the runway !
When vortilons replaced the wing cuffs, I noticed better forward visibility along with less wing rock on final.
When I replaced the Varieze's lower winglets with LongEz style ones there was considerable improvement with both wing rock and forward visibility.
Since I thought I was really on a roll (improvement wise) I added trailing edge fences. Since I could only estimate their sizes,
I made them extra large and cut them down in stages. Without the LongEz lower winglets the fences probably would have been effective, but did not seem to make any improvement in what I was after. In fact on takeoff in a good crosswind, without correction the plane would weathevane into the wind and actually head into the wind vs normally climbing straight down the runway. After several years the trailing edge fences are just about gone except for the ones just outboard of the ailerons. I expect that they may provide some extra aileron response. Also, the total combo made my plane really bounce around in rough air....much more than previously.
Also, quite a few years ago I made a couple of dozen vortex generators that were temporarily attached to the wings. They have spent more than a dozen years in a jar on my workbench. Just seemed to dirty up the wing too much so I did not really give them a good test.
As far as being able to touchdown slowly, I expect that the idle thrust of an engine/propeller combination limits that quite a bit.
My effort over the years to lower the touchdown speed has been two-fold. To minimize the energy in case I have to make an off-airport landing and survive....... and to make the first turn-off so I do not have to taxi so far !
Happy flying........
Wayne Johnson Varieze 725EZ.......first flown Corona, CA in 1981
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Hangar Flying / Re: Oshkosh 2011, Fuel Samples
« on: August 09, 2011, 08:41:03 PM »
I think it is great that we are willing to share our various situations or incidents that could have gotten us into more trouble.
This is with the idea that sharing will hopefully keep someone else from doing the same thing and having a more severe
result. My situation involved getting with ATC at the time and not paying enought attention to flying the plane. I don't suppose
that I could use the new plane excuse, since at the time I had been flying my Varieze for about twenty seven years.
I had not thought about that the LongEZ also has the same problem even with a fuel pump......just was not thinking clearly.
I really do like the insurance factor with the header tank on the Varieze.
Wayne Johnson Varieze 725EZ
This is with the idea that sharing will hopefully keep someone else from doing the same thing and having a more severe
result. My situation involved getting with ATC at the time and not paying enought attention to flying the plane. I don't suppose
that I could use the new plane excuse, since at the time I had been flying my Varieze for about twenty seven years.
I had not thought about that the LongEZ also has the same problem even with a fuel pump......just was not thinking clearly.
I really do like the insurance factor with the header tank on the Varieze.
Wayne Johnson Varieze 725EZ
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Hangar Flying / Re: Oshkosh 2011, Fuel Samples
« on: August 07, 2011, 10:58:21 AM »
Bills post about water in the forward portion of the tank when parked reminded me of something similar yet different.
I had been flying my Varieze at altitude and nosed over into a pretty steep decent angle. I was still quite a few miles from my
destination airport and knew I was getting low on gas in the main tanks. As soon as I nosed over the engine started to quit,
so I switched to my header tank and continued to the airport. I guess there could still have been several gallons left in each
strake. At the time I did not reason out the problem.
I suppose this situation may have been brought up before about the Varieze with a gravity feed system, but thought it was
worth mentioning.
Wayne Johnson.......Varieze 725EZ
I had been flying my Varieze at altitude and nosed over into a pretty steep decent angle. I was still quite a few miles from my
destination airport and knew I was getting low on gas in the main tanks. As soon as I nosed over the engine started to quit,
so I switched to my header tank and continued to the airport. I guess there could still have been several gallons left in each
strake. At the time I did not reason out the problem.
I suppose this situation may have been brought up before about the Varieze with a gravity feed system, but thought it was
worth mentioning.
Wayne Johnson.......Varieze 725EZ
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Hangar Flying / Re: N80SH back in the air!
« on: July 04, 2011, 10:12:20 AM »
After reading all your reports of what you have done to prepare both the Varieze and yourself ........I am truely impressed.
Your write up is a comprehensive and complete summary of what you have done to get your plane into the air.
Also, I expect by now you have found that flying the Varieze is quite simple.
Again.....I congratulate you !
Wayne Johnson ......Varieze N725EZ first flown 1981
Your write up is a comprehensive and complete summary of what you have done to get your plane into the air.
Also, I expect by now you have found that flying the Varieze is quite simple.
Again.....I congratulate you !
Wayne Johnson ......Varieze N725EZ first flown 1981
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For Sale/Wanted / Re: Nose gear parts needed!!!
« on: June 30, 2011, 12:17:43 PM »
I started parking the nose of my Varieze toward Mojave back in 1981 when it first flew out of Corona, California !!
cloudman......w johnson......varieze n725ez
cloudman......w johnson......varieze n725ez
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Hangar Flying / Re: What to do after a fall onto the winglets?
« on: October 30, 2010, 10:30:35 AM »
Rather than sage advice, I would recommend that you get your hands on a set of LongEZ plans.
I doubt that anyone can give you everything that you need to know in an email, phone conversations, etc.
I would not depend on anything other than a copy of the plans.
Wayne Johnson ......Varieze 725EZ........Lake Stevens, WA
I doubt that anyone can give you everything that you need to know in an email, phone conversations, etc.
I would not depend on anything other than a copy of the plans.
Wayne Johnson ......Varieze 725EZ........Lake Stevens, WA
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Hangar Flying / Re: Hello (new guy in TX)
« on: October 28, 2010, 04:08:32 PM »
Christain,
I would at least see the owner fly the plane that I was considering buying. If you were confortable with his demo, I would consider riding in his back seat. But certainly not flyiing it home without any other experience in it. I suppose if I had several days to get totally familiar with the plane I would fly it home.
If you end up with a project plane.......one that has not yet flown....I would want to rent a truck to haul it home. I helped a friend do that a few years ago. We brought a Varieze back to Washington state from California. The plane had flown, but the new owner was very inexperienced and I did not want to fly it for him so we trucked it.
One other thing about trucking an EZ home........The LongEZ is a bit more difficult getting into a closed U-Haul type truck since it is wider from strake to strake...The plane has to be tipped up to fit width wise. The Varieze fits in okay with the wings tied to the sides of the truck. Another friend took his LongEZ all the way across country on an open trailer.
When Burt Rutan designed the Varieze, he did allow for a fairly tall person ...at least as tall as you. Some EZs have adjustable rudder pedals and others do not. If there is no adjustable links on the cables they can be added....with a certain amount of difficulty, I suppose, in the limited area involved. I have an extra piece of foam behind my seat cushion so a person taller can possibly fly it. The width may be more of a problem for anyone that is fairly heavy. The LongEZ is a few inches wider.
Good luck, Wayne
I would at least see the owner fly the plane that I was considering buying. If you were confortable with his demo, I would consider riding in his back seat. But certainly not flyiing it home without any other experience in it. I suppose if I had several days to get totally familiar with the plane I would fly it home.
If you end up with a project plane.......one that has not yet flown....I would want to rent a truck to haul it home. I helped a friend do that a few years ago. We brought a Varieze back to Washington state from California. The plane had flown, but the new owner was very inexperienced and I did not want to fly it for him so we trucked it.
One other thing about trucking an EZ home........The LongEZ is a bit more difficult getting into a closed U-Haul type truck since it is wider from strake to strake...The plane has to be tipped up to fit width wise. The Varieze fits in okay with the wings tied to the sides of the truck. Another friend took his LongEZ all the way across country on an open trailer.
When Burt Rutan designed the Varieze, he did allow for a fairly tall person ...at least as tall as you. Some EZs have adjustable rudder pedals and others do not. If there is no adjustable links on the cables they can be added....with a certain amount of difficulty, I suppose, in the limited area involved. I have an extra piece of foam behind my seat cushion so a person taller can possibly fly it. The width may be more of a problem for anyone that is fairly heavy. The LongEZ is a few inches wider.
Good luck, Wayne
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Hangar Flying / Re: Hello (new guy in TX)
« on: October 26, 2010, 03:44:31 PM »
Christian,
If I were you, I would take a serious look at the Varieze (est.90% completed) for sale in Corinth, Texas. I have not checked how far that may be from you .....but seems like it is worth a good look. The plane is listed on Barnstormers per mickeyt9's post here
on ez.org.
With you experience, you should be able to do a couple canard flights down the runway and head to altitude. The canard is the best 'instrument' on the plane for pitch and roll.....just fly the canard. I only had about 80 hours in Cessnas and a Piper Tripacers in recent years when I first flew my Varieze 29 years ago.
If you really need the extra room that a LongEz provides for more storage, I suppose the Varieze is not the plane for you....but if you go and check this one out you may change your mind !
Good hunting, Wayne Johnson.....Varieze725EZ.......Lake Stevens, WA
If I were you, I would take a serious look at the Varieze (est.90% completed) for sale in Corinth, Texas. I have not checked how far that may be from you .....but seems like it is worth a good look. The plane is listed on Barnstormers per mickeyt9's post here
on ez.org.
With you experience, you should be able to do a couple canard flights down the runway and head to altitude. The canard is the best 'instrument' on the plane for pitch and roll.....just fly the canard. I only had about 80 hours in Cessnas and a Piper Tripacers in recent years when I first flew my Varieze 29 years ago.
If you really need the extra room that a LongEz provides for more storage, I suppose the Varieze is not the plane for you....but if you go and check this one out you may change your mind !
Good hunting, Wayne Johnson.....Varieze725EZ.......Lake Stevens, WA
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Hangar Flying / Re: Varieze as 1st owned aircraft?
« on: July 24, 2010, 08:00:20 PM »
Eric,
I would like to offer a couple of comments about flying a Varieze. When I first flew mine in 1981 there were not many around to consult. I did get a back seat ride with Jerry Gardner a short while before I took mine to the airport. Corona was not really long enough to do actual runway flights, but it did allow me to do 'canard' flights and learn to hold the canard steady. I recall doing several runs over a two hour period and several days. I would suggest that you have a 5000 ft runway or so and that it would be good to first gradually gradually increase the speed eg starting at 50mph and try to lift the canard. But before lifting the canard, pull the power so you will not 'accidentaly' become airborne. After learning to fly the canard without power, start to hold partial power and do a canard runway flight. After managing the canard flights go to the next stage of accelerating to the speed of flying the canard .....plus another 5 mph and seeing if the mains will leave the ground. Repeat with 5mph increases, pulling the power and trying to lift off.
The next is to either attempt short runway flights or go to altitude. Which ever you do depends on you. I have always thought that getting off the ground and flying upstairs was the best, however it can be argued. My old hanger partner was one that did go to altitude, but had an difficult time landing, so runway flights may be better for some. He then went back to doing more runway work including runway flights.
The canard really is in my opinion the best 'flight instrument' on the plane..you can continue looking outside vs looking inside at the instrument panel. On the instrument panel one has to view the altimeter and other instruments, but to me the most needed one in many ways is the airspeed instrument. You have to fly the correct speeds to land the plane. Too fast and you will not get back down.
Wayne ...Varieze N725EZ
I would like to offer a couple of comments about flying a Varieze. When I first flew mine in 1981 there were not many around to consult. I did get a back seat ride with Jerry Gardner a short while before I took mine to the airport. Corona was not really long enough to do actual runway flights, but it did allow me to do 'canard' flights and learn to hold the canard steady. I recall doing several runs over a two hour period and several days. I would suggest that you have a 5000 ft runway or so and that it would be good to first gradually gradually increase the speed eg starting at 50mph and try to lift the canard. But before lifting the canard, pull the power so you will not 'accidentaly' become airborne. After learning to fly the canard without power, start to hold partial power and do a canard runway flight. After managing the canard flights go to the next stage of accelerating to the speed of flying the canard .....plus another 5 mph and seeing if the mains will leave the ground. Repeat with 5mph increases, pulling the power and trying to lift off.
The next is to either attempt short runway flights or go to altitude. Which ever you do depends on you. I have always thought that getting off the ground and flying upstairs was the best, however it can be argued. My old hanger partner was one that did go to altitude, but had an difficult time landing, so runway flights may be better for some. He then went back to doing more runway work including runway flights.
The canard really is in my opinion the best 'flight instrument' on the plane..you can continue looking outside vs looking inside at the instrument panel. On the instrument panel one has to view the altimeter and other instruments, but to me the most needed one in many ways is the airspeed instrument. You have to fly the correct speeds to land the plane. Too fast and you will not get back down.
Wayne ...Varieze N725EZ
13
Hangar Flying / Re: some Varieze questions - looking for info and suggestions
« on: June 10, 2010, 03:30:22 PM »
Flyoz,
You mentioned the wing root section in three drawings. I recall that a fellow years back Xeroxed the airfoil for the canard...and built it using the copies. He later found out that the Xerox REDUCED the size of the airfoil ! I expect that scanners today do better, but........??
I would be CERTAIN that I have accurate templates for the airfoils. The wing has one for each end and one in the center. Someone was pre-cutting airfoils at one time which would be GREAT, otherwise it is a two person job. One has to be able to hotwire to the numbers and talk so the other person stays at the right number.
Good luck, Wayne Johnson
You mentioned the wing root section in three drawings. I recall that a fellow years back Xeroxed the airfoil for the canard...and built it using the copies. He later found out that the Xerox REDUCED the size of the airfoil ! I expect that scanners today do better, but........??
I would be CERTAIN that I have accurate templates for the airfoils. The wing has one for each end and one in the center. Someone was pre-cutting airfoils at one time which would be GREAT, otherwise it is a two person job. One has to be able to hotwire to the numbers and talk so the other person stays at the right number.
Good luck, Wayne Johnson
14
Hangar Flying / Re: some Varieze questions - looking for info and suggestions
« on: June 06, 2010, 10:29:40 PM »
Hi Flyoz,
Yes, if you want the lightest Varieze I would use the push-pull nose gear method. I had it installed already in my plane when Burt Rutan came out with the change. Reason? Only one fellow crashed and he would have survived but the metal tube went through his chest... so Burt decided to make the change. This was way back before 1980, so I do not recall any othe details but it was enough for me to make the change ....since at that time Burt knew best.
Yes, it is a good idea to start on the header tank when hand proping to make sure you are getting fuel to the engine. The only down side to that is that it increases your chance of taking off flying while still on the header tank. One would think that this should not normally happen, since the fuel handle selector is in the vertical position and it would surely be in the way of ones wrist......This is what I figured.........Wrong !! I only did it once. Ran the header tank dry while flying fairly low! Did I need the starter? No, I managed to figure what I had done quick enough while the prop was still turning and traveling probably 130 mph. I would suggest not talking to anyone while doing your final check. Also, when running low on the last several gallons in the main tanks, don't try a steep decent! Been there done that!
To be light as possible I would also eliminate the small lower winglets, if you already have them they along with a small metal angle make a nice pair of bookends. I figure I will have them in the rest home long after the plane and I have seperated ! When the lower winglets are removed your induced drag should decrease and speed increase. All the fellows that want to go fast take them off. I took mine off also, but added LongEz style lower winglets instead. They provide me with a rock solid slow final approach at down to 75 mph indicated vs the rocking wings with the originals at a very low speed. You may also want to experiment by trimming or rounding the main winglets in height like some have done to go faster. Read all the CSA newsletters for ideas. Also consider your desire to go as slow as possible during an off-airport landing.
My plane weighed 674 pounds empty (originally with the old heavy starter and using very heavy 1/0 cable per Burt's original plans).
Best advice to get a light weight plane is to build when it is warm or hot . It was around 95 degrees when my wings were layed up.
Regards, Wayne Johnson
Yes, if you want the lightest Varieze I would use the push-pull nose gear method. I had it installed already in my plane when Burt Rutan came out with the change. Reason? Only one fellow crashed and he would have survived but the metal tube went through his chest... so Burt decided to make the change. This was way back before 1980, so I do not recall any othe details but it was enough for me to make the change ....since at that time Burt knew best.
Yes, it is a good idea to start on the header tank when hand proping to make sure you are getting fuel to the engine. The only down side to that is that it increases your chance of taking off flying while still on the header tank. One would think that this should not normally happen, since the fuel handle selector is in the vertical position and it would surely be in the way of ones wrist......This is what I figured.........Wrong !! I only did it once. Ran the header tank dry while flying fairly low! Did I need the starter? No, I managed to figure what I had done quick enough while the prop was still turning and traveling probably 130 mph. I would suggest not talking to anyone while doing your final check. Also, when running low on the last several gallons in the main tanks, don't try a steep decent! Been there done that!
To be light as possible I would also eliminate the small lower winglets, if you already have them they along with a small metal angle make a nice pair of bookends. I figure I will have them in the rest home long after the plane and I have seperated ! When the lower winglets are removed your induced drag should decrease and speed increase. All the fellows that want to go fast take them off. I took mine off also, but added LongEz style lower winglets instead. They provide me with a rock solid slow final approach at down to 75 mph indicated vs the rocking wings with the originals at a very low speed. You may also want to experiment by trimming or rounding the main winglets in height like some have done to go faster. Read all the CSA newsletters for ideas. Also consider your desire to go as slow as possible during an off-airport landing.
My plane weighed 674 pounds empty (originally with the old heavy starter and using very heavy 1/0 cable per Burt's original plans).
Best advice to get a light weight plane is to build when it is warm or hot . It was around 95 degrees when my wings were layed up.
Regards, Wayne Johnson
15
Hangar Flying / Re: some Varieze questions - looking for info and suggestions
« on: June 05, 2010, 08:53:15 PM »
Flyoz and ............others
If you want to hand prop.....I don't recall if anyone has given instructions on the technique lately. Per Burt Rutan and watching him hand prop his Varieze years ago: First the prop is mounted to be on a compression stroke at the 10 o'clock-4 o'clock position. He stood to the right side of the prop, grabbed towards the tip at the 4 o'clock with the left hand and pulled upwards. This motion allowed him to step backwards and to the right away from the moving prop and air blast.
It works great if that's what you want to do. I doubt that there are few human pilots out there that have not made some sort of mental mistake at one point or another. I recall a Varieze pilot/builder and also Boeing engineer (if I recall correctly) hand propping his plane at Renton, WA airport some many years ago. His plane apparently had lots of throttle, got moving and crossed the active runway and crashied into a parked twin.
Having to hand prop is just one more way to potentially screw up !
I came close once......hand propping ...also once in a while I do not use my check list and forget a switch, setting the altimeter, etc.
I have been flying my Varieze for 29 years and still find new ways to mess up...It does seem that some of our new Varieze pilots are really having problems in keeping their plane in one piece.
Humans are not close to being perfect.....even those that think they are !!
Wayne Johnson
If you want to hand prop.....I don't recall if anyone has given instructions on the technique lately. Per Burt Rutan and watching him hand prop his Varieze years ago: First the prop is mounted to be on a compression stroke at the 10 o'clock-4 o'clock position. He stood to the right side of the prop, grabbed towards the tip at the 4 o'clock with the left hand and pulled upwards. This motion allowed him to step backwards and to the right away from the moving prop and air blast.
It works great if that's what you want to do. I doubt that there are few human pilots out there that have not made some sort of mental mistake at one point or another. I recall a Varieze pilot/builder and also Boeing engineer (if I recall correctly) hand propping his plane at Renton, WA airport some many years ago. His plane apparently had lots of throttle, got moving and crossed the active runway and crashied into a parked twin.
Having to hand prop is just one more way to potentially screw up !
I came close once......hand propping ...also once in a while I do not use my check list and forget a switch, setting the altimeter, etc.
I have been flying my Varieze for 29 years and still find new ways to mess up...It does seem that some of our new Varieze pilots are really having problems in keeping their plane in one piece.
Humans are not close to being perfect.....even those that think they are !!
Wayne Johnson