Show Posts - Charles Davis

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 - Charles Davis

Pages: [1] 2 3 ... 9
1
Hangar Flying / Plane
« on: June 12, 2007, 08:48:34 AM »
Opportunity costs.  You have to think about the money you are loosing by being distracted doing something else other than your business.

I could just sit on it for 5 years and finish it "some day", but I need a plane to fly.

In retrospect, I should have bought a flying EZ, then worked on incrementally upgrading it.

2
Hangar Flying / EZ for Sale
« on: June 11, 2007, 07:29:10 AM »
In the end I decided that I did not want to go through the long and depressing process of selling off the plane piece by piece.

I am starting a new company, and really need to clear my docket of any diversions.   And the last thing I needed was to haggle over each item to be sold.

So, in the end I decided to sell the entire project, everything, to my brother, Mike, for $1.00.

It's a crazy idea, since I have about $40K in it (so far).  But it saves me the problems, and I don't have to pour another $10K or so into it.  Besides, it made Mike very happy!  

I'm going to buy a C177RG for my business.

Love the EZ.  I just ran out of time, and my needs changed.

3
For Sale/Wanted / Engine
« on: June 08, 2007, 12:43:25 PM »
The engine is an 0-320E2D.

It was removed from a CA Hwy Patrol C-172 at the first overhaul (1800 hours), pickled, then purchased by the previous builder in Big Bear, CA.  

He did not have the old logs.

I recently (3 months ago) had the engine completely rebuilt by an A&P mechanic.  He said the inside of the engine was "like new".  

The carb needs to be rebuilt, but I could have the A&P do that.  I had planned on and EFI system, so I never rebuilt the carb.

The engine is now yellow tagged with a new log book, so it could be installed on a certified airplane.  My judgement is it is a very good engine.  If I were buying a 0-320 powered airplane, I'd pull the engine and put this one in it (unfortunately, my next plane uses and 0-360).

I put a light weight B&C Starter, B&C Alternator (40A), B&C Spin on oil adapter, and a new mechanical fuel pump on the engine.  I have a new Jeff Rose electronic Ignition available too.

I will sell the engine for $10,500 without the EFI or prop extension, but with the carb, starter, alternator and engine mount.

4
For Sale/Wanted / Saber prop extension
« on: June 07, 2007, 06:36:18 PM »
I may be parting out my EZ project soon.  If so I have an 8" Saber prop extension on the 0-320e2d that I will be selling.

I should know in a week or two which direction I go.

I just wanted to see if you are still looking.

Charles Davis

5
Hangar Flying / Long-EZ
« on: June 06, 2007, 09:52:39 AM »
There is a little more to this story.  When I acquired the project, I thought I'd be flying alone, out west, for pleasure.  I wanted a sporty, fast, inexpensive to buy and operate plane I'd fly mostly solo.

I've since moved back east and re-married.  I'd like a plane where I can sit side-side with my wife to show her how to fly.  Distance are shorter, so the speed is not as important.  And I bought a 71 acre farm, and I'd like something I can land on my own sod strip.  I'd also like something I can use more for business.

Whoever buys it could get my brother, Mike, near Nashville, to finish to their specs.  His work is great, and he's not expensive.

The EZ is an awesome plane.  It's just that my needs have changed.  I wish I could own two planes!

6
Hangar Flying / Completing project
« on: June 05, 2007, 01:29:24 PM »
Oh yes, I've heard that expression.  Trust me, I have a realistic idea of what this will take.  I bought the plane "80% complete".  I did some back-tracking to put on the long nose, switch to an electric speed brake, wortmann gear legs, etc.  

I'm a lot more knowledgeable now, and realistically, there is up to 500 hours labor left until first flight.  A pro might finish in less than half that time.  These are honest numbers, which are a lot easier to project because the plane is so far along, and many of the little details have been finished.

It all comes down to how much time you have to devote to it each week.  If a full 40 hours, then you are months away.  If only a few, then it certainly could be years.  

Right now, work is getting really busy again, and I'm starting to think more about side-side seating since my spouse now will fly with me, and I'd like side-side seating better.

I have the option of selling off the project, buying help to complete it, or finishing it myself, which will likely take me 1-2 years at the rate I can devote to it.

It's such a good plane, and I've lavished on it, that I hate to see it sitting in the hanger.

7
Hangar Flying / Project completion assistance
« on: June 04, 2007, 08:14:47 AM »
I'm in primer, the engine is hung.  Next I will do the wiring, avionics, fuel plumbing, and start the engine.

After that there are a lot of little things to do to finish and rig the controls and test fly.

I am getting so busy at work, and I don't want this to drag out longer.  I just don't want to loose momentum.

Is there a good builder assistance company in the midwest where I could take the plane and get help with the last 5% and with test flights?

8
Hangar Flying / prop
« on: May 29, 2007, 02:46:23 PM »
Does Prince have a web site?

9
Hangar Flying / electric fuel pum
« on: May 13, 2007, 03:52:14 PM »
It is my understanding that the electric fuel pump is used primarily as a backup in case the mechanical fuel pump fails.  (I am not certain, but it may also act as a guard against fuel pressure getting too low at idle RPM).

Use it only during takeoff and landing, or in case of engine failure (in case mechanical fuel pump failure is the cause of the engine stopping).

And, use it momentarily to prime the engine, as per the previous posting.

10
Hangar Flying / downdraft cooling
« on: May 06, 2007, 12:23:31 PM »
On a related topic; location of the oil cooler.

Does anyone know of a reason why the oil cooler should or must be mounted aft of the oil pan?

I had planned on mounting the oil cooler close to the firewall for two reasons:
1. Better CG
2. Better connection of the oil cooler heat lines to the "main" engine oil cooler

So a small Naca duct to the oil cooler, then 3" scat tubing to route the hot air to the aft section of the cowling.

Here is an image of the work as it is right now:
http://www.thesolacegroup.com/Downloads/oil_cooler.pdf

Notes about this pic:
I was trial fitting some things in this pic.  I've decided since to move the fuel filter and fuel flow meter under the seat pan.

11
Hangar Flying / EFI
« on: May 05, 2007, 04:48:11 PM »
Waiter.. Awesome info.  Thank you.

12
Hangar Flying / Fuel injection
« on: May 05, 2007, 09:50:21 AM »
Waiter,

Thanks.  What part number did you order?

Just curious.  What is the advantage of the injectors in the cylinder tops, vs the primer holes?

Will you use an RV Ram air box?

13
Hangar Flying / fuel injection
« on: May 04, 2007, 07:14:19 PM »
Waiter,

Thanks for the info.

14
Hangar Flying / Silverhawk fuel injection
« on: May 04, 2007, 10:37:59 AM »
Does anyone have a make and model for the mechanical and electric fuel pumps to use on an IO-320?

15
Hangar Flying / EFI
« on: May 02, 2007, 01:59:22 PM »
Aircraft Spruce sells them.  About $3,000

http://www.aircraftspruce.com/catalog/eppages/silverhawk.php

Pages: [1] 2 3 ... 9