Hangar Flying

Where are you located? 
Another method to check for delamination is to use the "coin test" method- tapping a quarter over the strucutures.  It does take some time. I did this on my Long EZ project and found a few places where the damage had occured while the plane had been sitting in the hanger since 1985.  This plane too was passed along through a few family members before I bought it from an Estate sale.
One other thing to check is the winglet attachment- there was on EZ that the owner "re-enginereed" Burts methold and it ripped the winglet off- it is in the Canard Pushers.

Good luck,

Brett Gerber
Ft. Wayne, Indiana
A&P
Long EZ/ Cozy Builder (#1566)

I have heard of several Ez/Cozy pilots say that on their electric speed brake that the switch was accidentally moved or bumped to allow the speed brake to partially extend down.  I have never used an electric speed brake or worked with a plane that had one, but is anyone using a Double pole, double throw (DPDT) safety switch that is similar to a landing gear switch where you have to pull out on it before you can move it up or down?

I am just finishing a Long, but when I did my layups on it and the Varieze, I just used the mini pumps that screw to the can.  A lot cheaper, and I had no problems with it. It may have taken a little longer, but not much.  Most of the time though, I had the girlfriend getting it for me as I needed it.  Most batches I did were about 3-4 pumps at a time.  These pump sell for about $11 from Aircraft Spruce. Just have to make sure you get the pump for the kind of Resin/Hardners.
I have never done the scaled way, but I have used the bigger pumps when I went to school to get my A&P.  No matter what system you use, there is a big advantage of keeping it in a well heated area. I lined one of my cabnets in the garage w/ foam and put in a light.  I had about $10 estimated into it.
Next summer I plan to start building a Cozy and I probably will use the cheap pumps on that.
Good Luck,

Brett

A Varieze with a 75hp Cont. might not be the fastest ez out there, but the engine is not a bad engine and the plane will fly. I have not flown one w/ a 75hp but did fly one w/ an 85hp. It did not perform just like mine w/ an 0-200. I used a little more runway and with two adults, you had to use about minimal fuel the owner told me, and he used a lot more runway (this could just been his plane, but his engine had compressions in the lower to mid 70’s). With the 0-200, I weigh 180lbs and my buddy who flew with me now and then weighed 200lbs and with half fuel, we used a little more runway than when I was empty at full fuel.  The weight of a 75 is around 170lbs while the weight of an O-200 is around 190lbs.  RAF had a suggested empty weight around 500 pounds, but probably 600 with that engine would be a good weight to shoot for with a basic VFR. I came across one a few months ago that the builder decided to “add” an extra layer of fiberglass to the whole aircraft and then sand that layer partially off to get a smooth surface. This had to add weight, plus I am not a big fan of someone stiffening up parts that are made to bend a flex a certain degree, plus it adds weight.
Gross for that engine is 950, but as the builder, you can set the limit to what you want. I am no engineer, Rutan was; but a margin of safety is added into ever plane’s gross.
As far as letting a plane sit around; that can create lots of problems.  I have done inspections on airplanes that were flown 10hrs a year for the last few years and find corrosion on wheel bearings and races from sitting too long in one spot, you can have buildup of corrosion on the cylinder walls which cause pitting and low cylinder readings, and so on. Another area for possible corrosion (there is a mandatory inspection of this year) is the wing attach fitting.  Fortunately I have never come across this, but it can happen. I usually find more problems on airplanes that sit around than ones that fly 100hrs a year. 

Good Luck,
Brett

I had about 100hours before I first flew my Varieze w/ 0-200. 45hrs were training in a C-150 for my private; had some C-172 time and the rest were in a Bi-Plane. I would recommend getting time in a different type of airplane to see the difference how each plane flies (like Burt suggested).    On crosswind landings, I agree they are a lot easier than a Cessna and a direct 20knot crosswind is about max. I landed w/ a 23knot direct x-wind and used full deflection of rudder and aileron to keep it on the runway. 
The baggage area w/ a passenger is not the best. My girlfriend and I traveled a lot and packed a gym back under her knees, put my cloths in zip locks and shoved them into the center spar, and then another backpack sat on her lap.
Favorite thing about the plane was the speed and fuel burn! New owner installed wheel pants and that has increased the speed. Only down fall on mine was that there were no Nav Lights and be aware that some EZ’s can have a pitch effect in the rain.  I could still fly it, but the first time I encountered rain (and it was heavy) was turning base to final and the plane pitched down. After that and knowing how the plane handled, it was fine.  Also, I never pulled my landing break until I was on a short final. 
Best of Luck,

Brett

Last year I parked my Varieze in Homebuilt camping (without a sign) and they took me down the paved taxiway right untill the row I was to camp in, then I just simply got out and pushed my plane to the spot (it was not very far from the taxi way). More than likely if you need help, there will plenty of people to offer their assistant.  What day are you flying in?

I was wondering if anyone has the layout of the right support bracket for the speedbrake that attaches to the back of the front seat backrest? Bought a project and this bracket and bearing (?) is missing. The leftside bearing is still in place. I looked through the manual, but the only manual that came w/ the Long EZ is section one.

Thank you,

Brett Gerber
Brett795@AOL.COM