Show Posts - Bill James

Show Posts

This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.


Messages - Bill James

Pages: 1 ... 9 10 [11] 12 13 14
151
Hangar Flying / Re: long ez plans
« on: September 10, 2009, 01:57:33 PM »
Be cautious of un-used fiberglass cloth rolls that may have been contaminated without obvious indications. It must be kept dry. It has to do with the powder coating. Somewhere in the plans or CPs it is stated that the glass cloth loses the majority of its strength if contaminated with water. If anyone has seen this info lately please post the location and help with the exact wording. Thanks.
Good luck with the build!

152
Hangar Flying / Re: what's the deal with varieze wing cuffs?
« on: September 07, 2009, 01:13:35 PM »
I'm bettin Cloudman either stores lots of books between his winglets when he is not airborne, or he has bookends made of the original small lower winglets, with the 90 degree steel sheet stuck up in them as the base. Either way Cloudman, i would claim at least 5 knots   :)

153
Hangar Flying / Re: VE long distance trailering
« on: September 06, 2009, 02:46:08 PM »
I was hoping to hear some "don'ts" related to your question. I will offer a couple.
While not related to trailering, some have reported the softer VariEze foam crushing where most of us rest the plane on our thigh while cranking the nose wheel up or down, at the bottom fuselage area there under the instrument panel. I heard of one trailer experience where the fuselage was set on two inch bed foam resulting in belly foam crushing aft of the speedbrake.
As for the lessers of evil, straps to the engine mount and struts, and a 4 or 6 foot board strapped securely atop the attach bulkhead for the canard would provide a good front tiedown anchor point without danger to fuselage foam. Hope you get more good info.

154
Hangar Flying / Re: what's the deal with varieze wing cuffs?
« on: September 04, 2009, 07:13:24 PM »
Great info. Can you please describe your lower winglets. Are they thin or thick? Do they pretty much match the winglet outline at the wing tip? How would you change them, or what do you think in particular works well, particularly under the rudder area.
Thanks

155
Hangar Flying / Re: what's the deal with varieze wing cuffs?
« on: August 31, 2009, 05:21:36 PM »
Yes Vortelons are the required leading edge devices. As you say there are differences in planes but the initial CG box is appropriate for all first flights or second first flights  :)  Data gathered in the restricted period may result with Center of Gravity operating results per the CPs and POH. Or some aircraft may require nose ballast. Your advisors will be your best assets here.
An interesting thing to follow in the early CPs, a VariEze was having low speed stability problems. Evidently on that plane the canard was raising the nose high enough for the plane to be unstable. The pilot flew the plane to Mojave and their answer was adding 12 lbs in the nose. Then the plane flew per the POH. Later, the CP announced the solution to cut 4 inches off the ends of the canard, which accomplished the same thing without adding the 12 lbs nose ballast. I read this account recently here on ez.org.
As you know, the VariEze was designed for the 175 lb engine. So with everyone using the heavier 0-200, shortening the canard worked as a universal fix for that engine. But it can't be shortened again.
It took me several brain cycles to understand this sequence. Normally with a heavier engine you would want more wing area. But with the eccentricities of the Eze design, this is what worked. The other interesting fix was making the elevator cord longer to make the pitch less sensitive, which also didn't make sense to me until after several brain cycles. I thought that would make it more sensitive, but in fact it made the stick harder to push, and thus less sensitive. These thoughts are from memory. Your use of the POH and CPs will provide the accurate details.

156
Hangar Flying / Re: what's the deal with varieze wing cuffs?
« on: August 31, 2009, 10:19:07 AM »
Just for fun, some CG comments heard years ago from other Eze drivers that I believe are accurate-
A forward CG will result in a longer takeoff ground run to get the nose of the ground. In flight at min speed with full aft stick and minimum speed (canard at max lift) the nose won’t raise as high.
In flight an aft CG with full aft stick and minimum speed (canard at max lift) the nose will lift higher making a nod more likely or pronounced than with a forward CG.

A extreme condition, after inadvertently flying a VariEze with the CG aft of the allowable range, the pilot said the stick was positioned well forward. When attempting to reduce speed for approach, around 110 mph, he described the plane as wanting to flip nose up, requiring him to repeatedly “punch” the stick forward every few seconds to keep the nose down. He was flying over a long runway and was able to land fast. 
Other comments please :)

157
Hangar Flying / Re: what's the deal with varieze wing cuffs?
« on: August 31, 2009, 08:58:34 AM »
The way I remember, cuffs were a temporary fix to address low speed stability. Retaining the cuffs is an owner's prerogative. One person at the Kerrville flyin years ago said he kept them to keep from disturbing the paint. Functionally, from the shade tree mechanic/aerodynamicist's position, it seems to me that the cuffs simply provided the effect of two vortelons at their ends.
But technically, per the CPs, vortelons are required.
When my plane was painted a couple of years ago I flew it once on a 6000 ft runway without the vortelons, observing their significant benefit. Both the vortelons and TE Fences are of benefit in my current flying, shortening the ground roll for takeoff and landing.

Per the comment, “The POH puts aft CG limitations with planes that do not have them”. It is very comforting that comments from the POH and CPs would appear here for clarification. I commend and applaud you for doing your homework. This is a positive indication in an area where many have concerns about adequate Eze knowledge.
I would offer that the phrase is an incomplete reading, which benefits from being brought up in this particular thread.  My response, obviously all VariEzes have an aft CG limit. To continue, the vortelons should be installed. I don't see them making a difference to the way we determine CG. The plane is set up for first flight per the plans, CPs and POH. During the restricted period, actual flight will indicate the preferred CG within the CG range. This would also be prudent (required) after purchasing an Eze. After the proper CG determination, nose wheel liftoff speed provides an indication on each flight that the CG is correct. Minimum speed tests at altitude provide for setting the approach speed. It has been stated, I believe correctly, that Ezes need a 22 mph buffer over minimum speed for adequate energy to reduce rate of descent. I don’t use the term stall speed because at full aft stick my plane just sits at a very high angle. I’ll just let that irritating stall rabbit chase end there.

At my first Jackpot, after the race one of the other racers noticed that I had two quarts of oil stored in the nose. He was astounded that I would leave them there during the race. That is what I think of when being told that an aft CG reduces wt on the canard, allowing a faster speed. That aft CG attraction must be balanced with the other operational concerns, and not carried to an extreme.

The details are in the CPs. Many current flyers benefitted from growing up through the VariEze birthing pains, reading the CPs multiple times and understanding the growth process. Actually it wasn’t any easier to be knowledgeable then than it is today. Congrats on doing it right. 

158
Hangar Flying / Re: down draft cooling
« on: August 24, 2009, 05:56:47 PM »
Will defer to any 0-200 types with experience here. The DD plenums should certainly work. I would include cooling the top of the engine in the plenum. Get a good fit. Helps to think like an air molecule. Also get several sets of eyes on the project. The plenums can be easier than trying to seal the entire cowl area, but must meet normal baffling requirements. Detail detail.
Oil cooling should be done first to see if you are capable of making it work without the updraft cowl flow. Of course no one does the oil cooling first, but rather fabricates magnificent inlets and plenums and then goes through significant agony with superb cylinder cooling but only ten minutes of fright time because of the oil temp. It took me several flights to get adequate oil cooling, and now with a little more work it runs just right around 200 degrees max. Several years ago I had a great vision of how to do the oil cooling better but haven’t slowed down long enough to do the installation.
Last but not least, the DD installations on spam cans are excellent examples to look at for installation detail, oil cooling and carb heat. I developed exhaust augmentation because they all use some kind of low pressure “draw” aft of the cylinders, like a little cowl fence around the nose strut or cowl flaps.
Happy building

159
Hangar Flying / Re: Ventilation Inlet Location
« on: August 03, 2009, 06:13:20 PM »
A few thoughts of analysis-
It would be unusual for a cabin opening to be doing nothing.
Is it in the front or back seat area?
A friend had two identical forward facing air inlets fore and aft on the fuselage side. Air came in the forward one and went out the aft one (going frontward).
It sounds like the only "known" is that it doesnt have a forward facing scoop, and that it is assumed to be an inlet. It might be surprising to confirm what it is actually doing in flight with a string, in climb and cruise and descent, probably all the same.
Assuming there is another "inlet", tape this one closed and see how the other inlet works (with no exit).
A cabin inlet needs an outlet. Since it doesnt have a scoop, it may be functioning as a needed exit, in either area. A flush slot can create low pressure, creating an outlet.

I have two inlets, one in the front seat on the leading edge of the strake, and the inlet for the back seat is under the strake/fuselage corner with a 5/8 inch forward facing opening, faired back along the corner about three inches.

They are both robust inlets-- because of an excellent exit on the opposite fuselage side under the aft armrest. A slot exit as you describe would work there, but i made it an aft facing NACA to give folks something to point at and say "That wont work."    :)Oil flow and string flow shows it to work interestingly well. The location under the armrest results in no exit noise for the back seater.

During Oshkosh lunch Nick Ugilini described several interesting and useful results from pressure testing his LEZ cabin using an airspeed indicator. His bottom line was that it is significantly pressurized, showing 68 mph of pressure at one point. If flyingwaldo can further describe the slot, I hope you can chime in Nick.

160
Hangar Flying / Re: Oshkosh 2009
« on: August 02, 2009, 07:12:37 PM »
Just saw the following awards:

Plans Champion - Bronze Lindy
Elwood Johnson, Stevenson Ranch, California
2007 Long-EZ, N36EJ

Reserve Grand Champion Plans Built - Silver Lindy
Scott Carter, Dallas, Texas
2009 Xtra EZ, N541SL

161
Hangar Flying / Oshkosh 2009
« on: August 02, 2009, 10:07:47 AM »
Oshkosh 2009
The landing was the easiest of the six or seven previous entries, simply following the endless line of arrivals to a simple left 90 degree turn to runway 36 and a simple taxi to parking with most of the Ezes. Oh, there was a hitch, orbiting solo under a cool cloud for an hour waiting for the extended airshow to end before descending to Ripon and Fisk, and then holding over Green Lake for 45 minutes before being directed in.
Down the row Scott Carter was carrying on all week next to his spectacular new yellow Extra EZ (a Cozy, kinda). There was always a crowd around, including a film crew at one point. For some time a man with an accent had been trying to interrupt his antics to get a straight answer and finally in exasperation said to Scott, “I find it is appropriate to laugh at you.”
Someone commented on the EZ drivers and grey hair. I notice an increasing balance, including Matt Steinemetze’s fastidious LongEZ sitting under WhiteKnightTwo’s shadow on the ramp. Although he looks like a teenager to me, Matt is Scaled’s project engineer and program manager for the Virgin Galactic space program. Schubert will surely provide pictures in the next newsletter.
The Schubert and Hertzler forums were excellent as usual, with several Glasair trespassers taking notes in the audience. Schubert refused to define a speed gain on his cowl refinement. I told Terry that if I can claim getting five more knots on a coffee table (The Forward in the Sturgils’ Big Book of Canards), he should certainly claim 5 knots on his cowl.
It would have been very easy not to go to Oshkosh this year. I almost didn’t go. But it was again totally worth it. Listening to the random flow of conversations over the week fed my current interests surprisingly well, which include the textbook Physics For Future Presidents, and excursions through the Periodic Table of Elements. At one midnight skull session under the stars with a group of total strangers, I quoted one of the textbook’s statements that a chocolate chip cookie has more energy than dynamite. One of the robust participants asked “How big of a chocolate chip cookie is that?”
Burt’s non political paper/talk on global warming from the perspective of an objective data analyst was a highlight for me. Along the way he recognized Ken Swain being there in his VariEze for the 33rd year in a row. After the talk Burt signed my picture in the Canard coffee table book and said “I appreciate your work”. Another five knots for my list.
Oshkosh 2009 for me fittingly ended over coffee with Rob Martinson. I hadn’t seen him in a while and had some catching up to do.  Oshkosh 1992 began with meeting him, and when he found out I was a new builder he pointed over at Charlie Airesman. So much for my previous purist intentions. Climbing out for home, again catching and passing a couple of dozen more socially acceptable aircraft, I look at where we were then and where we are now, and smile.


162
Hangar Flying / Re: Wider VariEZE
« on: July 17, 2009, 10:20:57 PM »
While building I heard of others widening their VariEze fuselages two inches like the LongEZ; a fairly straightforward change. Look at someone’s LongEZ plans for guidance; I did with the installation of my semi-LEZ strakes. If LEZ elements are desired, look at the plans. That's the answer, but if you don't need to leave just now, some follow-on thoughts:

As stated, the LEZ seat back bulkhead is two inches wider. Per my viewing of the plans and talks with LEZ drivers, the VEZ and LEZ have the same fuselage bulkhead stations and the same firewall.

The consoles are optimized for two inches more of hip room and instrument panel leg hole width. The LEZ has the wall depression by the sidestick for more knuckle room; my windows allow the same thing, so the stick could be closer to the side wall. So the cockpit has some LEZ specs without the extra exterior wetted area. I sometimes notice the shoulder space at the top longerons, but staying trim makes that a non-issue, which i will address as soon as i finish this bowl of Blue Bell homemade vanilla. I was strongly encouraged to make other LEZ improvements, especially the wings. I chose to stay with the VEZ model.
But I had an advantage- I was inclined toward minimal simplicity. That has helped me to enjoy and appreciate the VariEze. While I admire the larger planes and could fill most of the seats occasionally, if it had been possible I would have built the diminutive 390 lb N7EZ and its three mph per hp. From that  starting point the standard VariEze is totally pracatical.

Many of my ideas now still trend toward building a light Eze with “combined plans structure” including LongEZ fuselage foam and fiberglass schedule, and LEZ main gear strut. In the ridiculous but crucial 'technical' sessions we conduct  around our planes I have claimed that I would probably use the push-pull nose retract next time, unless I somehow breathed enough epoxy fumes to come up with something lighter; Ha.

I haven’t heard about it lately but Mike Arnold‘s AR-1 airplane is still an inspiration to me, especially the spartan structure. It is an excellent and successful exercise in design and minimalization. But with just a little more mass, in some operating situations I can almost do the same thing with my two-seater.

I don’t think widening the fuselage would have significantly affected cruise speed. I didn’t think a lot of things would have hurt, but the scale tells the tale. I think of adding a kitchen sink and such until I’m stung from being around Martinson’s or Hertzler’s planes again. Fortunately I haven’t been exposed lately to the pain of seeing Charlie Airesman’s work; him asking how fast I am, me saying 300 kts—on paper, and him confirming that he is still 30 kts faster—on paper. Which is probably true. While I have had the honor of buying Joe Person lunch, I haven’t had to endure seeing his 600 lb VariEze, although that is a goal.
This paragraph may not be especially relevant for you. But I am continually reminded how fortunate I was to get a simple spartan Eze airborne with two mags and two handhelds. If you are bitten, whatever plane, whatever width, get in the air and make some more friends and enjoy our freedom of flight. Lots of clocks are ticking.

The LongEZ is a more practical airplane, but these are some thoughts generated my the question on why someone might consider a VariEze. Like many others, my life is been richer because of this Eze venture and would have been with any of the options. Limitations such as the VariEze’s size and the rear seat fuel gauges have pressured me to stay almost painfully aware and focused on lithe lightness in as many areas of life as possible. I have been and always will be in recovery mode climbing to regain ground. The Eze is a useful tool. For me, the discipline of building and maintaining a plane generated more discipline and forced more productivity all around. As in all areas of life, I hope to struggle long and well.
Additional quotes came to mind during this mental excursion-

THE LAWS OF THERMODYNAMICS (and a few other things)
1. YOU CAN'T WIN
2. YOU ALWAYS LOSE
3. YOU HAVE TO PLAY THE GAME

THE LAWS OF AERODYNAMICS (and a few other things)
47. Size counts.


163
Hangar Flying / Re: Coffee Table Book on Canards
« on: July 14, 2009, 08:11:14 PM »
I ordered and recently got Bruce Sturgill's Big Book of Canards. Some interesting folks were coming over for a presentation on my plane and he went out of his way to get a copy to me in time for the event. Several significant maps, pictures and building material items of mine were arranged around the speaker's table. I not only wanted his impressive book on display too, it was interesting to see what the response would be to it.
My major observation is that this book says a lot. The images are in fact worth thousands of words, silently speaking volumes about this movement, almost instantly laying a foundation that would be difficult for us to accomplish with words.
Like many of you, I had taken a look at the pictures on his site. As I expected, viewers were reluctant to give up their position viewing the book, and it never cooled down. We live in the internet age but books are special.
The book is certainly not intended as a source reference, but it provides an unexpected benefit as i peruse the pages and see where someone else already tried my secret shape or fin, happily saving me from having to try that idea myself. A particular shape had been tickling me awake for several months and it is interesting to see it already in operation. Probably cost the guy 2 knots   :)
Bruce doesn't know i am sending this note. It is my friendly nudge to those of you that aren't familiar with what Bruce has wrought. I think this is one of those things a guy doesn't want to miss. His email is     bruce@pursuitofflight.com

Several months ago Bruce asked me to work up a forward, reprinted here for you:
One of the significant benefits of a canard driver is being invited into the world of another enthusiast for a special demonstration of their latest gizmo, or surreptitious aerodynamic effort at capturing that last two knots. Bruce Sturgill is a fellow builder and ardent observer along this journey laced with foam, fiber, epoxy, and flight. In this book he invites us to view the results of his passion for the functional grace and creative beauty resident in the works of the canard art form.   
We live in a time where books are being rediscovered and appreciated anew for their inimitable qualities. This is a book showing special airplanes of a special era, which for me awakens different remembrances and inspirations with each review. It is sure to give a coffee table, desk, or build time, an extra five knots. 
Bill James, Fort Worth VariEze



164
Hangar Flying / Re: harmonic between 120 -135 knots
« on: June 03, 2009, 09:13:11 PM »
Besides the motor mount, pull on the engine and check for broken extrusions inside the firewall.

165
San Diego EZ Squadron / Re: Repair lonez gear bow
« on: June 03, 2009, 09:07:27 PM »
Repair note is August 2008; access by going to my profile and previous posts. Let me know if you cant get to it.
You basically taper the existing strut to a V and lay on new LongEZ UNI. You do one side at a time, shaping with peelply. Not that difficult and should be as strong as new. I think heat shields have been a significant benefit on my plane. Heat was a problem before my wheelpants were opened at the back.  I think that also gives me another 5 knots  :)

Pages: 1 ... 9 10 [11] 12 13 14