91
Hangar Flying / heat
« on: June 20, 2005, 03:55:14 PM »
Let me know how that all works for you if you get there before I do.
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92
Hangar Flying / EZ Heat
« on: June 20, 2005, 08:43:50 AM »
We are planning on putting a second oil cooler in the area above the main landing gear.
(We have downdraft cooling, so the engine air intakes are on top of the strakes.)
This will have a divert vane controlled by the pilot to direct the air into the cabin or as waste out through the cowl.
We will run a scat tube up near the pilots feed, and put a blower there to suck the air from the heater. This fan will have a 3-speed control.
The idea is to keep from having to run oil lines all the way from the engine to the nose of the plane.
This is an untested idea (as far as I can tell), and we won't know if it's working until we fly (about 6-9 months from now).
(We have downdraft cooling, so the engine air intakes are on top of the strakes.)
This will have a divert vane controlled by the pilot to direct the air into the cabin or as waste out through the cowl.
We will run a scat tube up near the pilots feed, and put a blower there to suck the air from the heater. This fan will have a 3-speed control.
The idea is to keep from having to run oil lines all the way from the engine to the nose of the plane.
This is an untested idea (as far as I can tell), and we won't know if it's working until we fly (about 6-9 months from now).
93
Hangar Flying / warning system
« on: June 18, 2005, 11:56:18 PM »
I'm thinking about two separate systems with thier own buzzers and warning lights on the instrument panel.
Use a very loud buzzer (108db?) for the canopy warning since it's the bigger safety issue and you have to hear it over takeoff power settings.
Use a milder two tone buzzer (100db) or a Chime (80db) for the gear warning.
Use two microswitches at the throttle, one for the gear, the other for the canopy.
This way you can set the each system to trip at a different power setting. For example, set the canopy warning above 75% throttle, and the landing gear warning below 25% throttle.
Am I right in thinking that this would reduce the number of "false" warnings?
Use a very loud buzzer (108db?) for the canopy warning since it's the bigger safety issue and you have to hear it over takeoff power settings.
Use a milder two tone buzzer (100db) or a Chime (80db) for the gear warning.
Use two microswitches at the throttle, one for the gear, the other for the canopy.
This way you can set the each system to trip at a different power setting. For example, set the canopy warning above 75% throttle, and the landing gear warning below 25% throttle.
Am I right in thinking that this would reduce the number of "false" warnings?
94
Hangar Flying / Lift tabs
« on: May 16, 2005, 05:51:15 PM »
Yes, we are definitely replacing them.
I didn't quite understand the implications of changing this material. People tried to tell me in earlier posts, but I wasn't listening.
That's why I really appreciated the blunt talk and solid facts regarding the stainlesss vs. aluminum tabs.
That's what it took for it to really register with me.
Thanks again everyone for helping me.
I didn't quite understand the implications of changing this material. People tried to tell me in earlier posts, but I wasn't listening.
That's why I really appreciated the blunt talk and solid facts regarding the stainlesss vs. aluminum tabs.
That's what it took for it to really register with me.
Thanks again everyone for helping me.
95
Hangar Flying / Charles Davis
« on: May 11, 2005, 11:01:12 PM »
Where were you guys a few months ago?
That's it. We're pulling them out and putting in the plans tabs. Thank you all for the very knowledgeable and honest responses. You may have well saved my life.
This is the only structural item where we deviated from the stock plans (other than well documented and proven mods, like the Davenport nose and brakes).
Lesson learned. :oops:
That's it. We're pulling them out and putting in the plans tabs. Thank you all for the very knowledgeable and honest responses. You may have well saved my life.
This is the only structural item where we deviated from the stock plans (other than well documented and proven mods, like the Davenport nose and brakes).
Lesson learned. :oops:
96
Hangar Flying / Lift Tabs
« on: May 11, 2005, 05:21:42 PM »
Thanks for the responses. If you guys tell me to dig them out, I will.
I used .125" 304 Stainless steel sheet ordered from McMaster-Carr
Part Number: 9785K17 www.mcmaster.com
I picked an area of the sheet with no blemishes or scratches, and CNC machined the tabs so the grain direction of the metal ran in the "long" direction of the tabs (up-down).
The part was to thickness, so all I did was drill the holes and contour the OD.
To finish, I used a fine file on the OD to remove any machining tooling marks.
No other processes (heat treat, etc) were done.
I used .125" 304 Stainless steel sheet ordered from McMaster-Carr
Part Number: 9785K17 www.mcmaster.com
I picked an area of the sheet with no blemishes or scratches, and CNC machined the tabs so the grain direction of the metal ran in the "long" direction of the tabs (up-down).
The part was to thickness, so all I did was drill the holes and contour the OD.
To finish, I used a fine file on the OD to remove any machining tooling marks.
No other processes (heat treat, etc) were done.
97
Hangar Flying / lift tabs
« on: May 10, 2005, 04:08:44 PM »
I went ahead and machined mine from (.125) 304 stainless.
What swayed me wasn't so much the strength increase, but the resistance to bending, scratching, and corrosion of 304 vs 2024.
I am trying to be careful about weight inflation by adding "Just a few more ounces" here and there. This is one area that I chose to tolerate the extra weight and fabrication effort & cost.
What swayed me wasn't so much the strength increase, but the resistance to bending, scratching, and corrosion of 304 vs 2024.
I am trying to be careful about weight inflation by adding "Just a few more ounces" here and there. This is one area that I chose to tolerate the extra weight and fabrication effort & cost.
98
Hangar Flying / Plans
« on: May 04, 2005, 04:53:46 PM »
Jon,
The plans are copyrighted, which means you will never legally be able to copy significant parts of them unless Rutan decides not to enforce his copyright.
Rutan is very cautious about getting sued. He has a lot to loose.
If he relinquished his copyright, and someone used the now public domain plans to build a plane and then crashed it, someone will find a way to sue him (even if the crash had nothing to do with the plans!).
I'm not sure how hard he would fight to protect his copyright on the LongEZ plans, but if he chose NOT to enforce the copyright, it would be more likely that he would be held liable in a lawsuit!
Welcome to the upside-down world of litigation in the U.S.
:twisted:
The plans are copyrighted, which means you will never legally be able to copy significant parts of them unless Rutan decides not to enforce his copyright.
Rutan is very cautious about getting sued. He has a lot to loose.
If he relinquished his copyright, and someone used the now public domain plans to build a plane and then crashed it, someone will find a way to sue him (even if the crash had nothing to do with the plans!).
I'm not sure how hard he would fight to protect his copyright on the LongEZ plans, but if he chose NOT to enforce the copyright, it would be more likely that he would be held liable in a lawsuit!
Welcome to the upside-down world of litigation in the U.S.
:twisted:
99
Hangar Flying / GPS Antenna Locations
« on: May 01, 2005, 05:00:35 PM »
I have some room inside the canard cover fore and aft of the canard, large enough to put (2) GPS antennas and (1) XM Satellite Radio antenna.
I had planned to put these near the pilots shoulders on the top side of the pilots seat, or in the headrest.
Does anyone know if the canard cover location will give the GPS antenna sufficient signal strength and satellite line of site, or do I need to place them elsewhere?
Where do other people place GPS antennas?
I also want to put in a localizer antenna. The antennas I see are pretty large. It appears the only area large enough for it is in one of the strakes. Any thoughts?
Thanks!
I had planned to put these near the pilots shoulders on the top side of the pilots seat, or in the headrest.
Does anyone know if the canard cover location will give the GPS antenna sufficient signal strength and satellite line of site, or do I need to place them elsewhere?
Where do other people place GPS antennas?
I also want to put in a localizer antenna. The antennas I see are pretty large. It appears the only area large enough for it is in one of the strakes. Any thoughts?
Thanks!
100
Hangar Flying / Rough River
« on: April 18, 2005, 03:33:15 PM »
You may want to try Louisville also, which should be about a 1 hr drive.
As I recall, there are lots of good hotels in Louisville and some in Elizabethtown and Bowling Green. Not much in Rough River or Leitchfield.
As I recall, there are lots of good hotels in Louisville and some in Elizabethtown and Bowling Green. Not much in Rough River or Leitchfield.
101
Hangar Flying / wheel size
« on: April 07, 2005, 04:51:37 PM »
Harry,
The weight is a SWAG based on what others have done with IFR Longs. I actually have no idea, except that the completed components are very close to what they should be.
I'll let you know as soon as I can make a good estimate as she gets closer to completion.
The weight is a SWAG based on what others have done with IFR Longs. I actually have no idea, except that the completed components are very close to what they should be.
I'll let you know as soon as I can make a good estimate as she gets closer to completion.
102
Hangar Flying / Wheel size for Long EZ
« on: March 30, 2005, 12:55:28 PM »
500x5 or 500x4 ?
It looks like most LongEZ's use 500x4 as the tires are cheaper and you pick up about 3 kts.
I plan to fly only off of good paved strips. My Long EZ will have an IO-320 and will not be light (probably 875 to 900 lbs estimated).
It looks like most LongEZ's use 500x4 as the tires are cheaper and you pick up about 3 kts.
I plan to fly only off of good paved strips. My Long EZ will have an IO-320 and will not be light (probably 875 to 900 lbs estimated).
103
Hangar Flying / Lift tabs
« on: March 30, 2005, 12:53:15 PM »
McGyver,
I just checked my private message regarding anodizing affecting the fatigue life of aluminum.
I REALLY appreciate your frank and expert knowledge. Thanks for taking the time to help me!
Your advice is understood and I'll follow it.
I just checked my private message regarding anodizing affecting the fatigue life of aluminum.
I REALLY appreciate your frank and expert knowledge. Thanks for taking the time to help me!
Your advice is understood and I'll follow it.
104
Hangar Flying / E-Mag
« on: March 26, 2005, 12:22:56 PM »
Thanks for the lead on E-Mag.
Their P-Mag has a built in miniature alternator that takes over in case you have an electical failure.
It seems you could safely run two of these and do away with the magneto backup.
It also installs in the conventional magneto space, which makes for a very clean installation.
This looks like an awesome solution.
Their P-Mag has a built in miniature alternator that takes over in case you have an electical failure.
It seems you could safely run two of these and do away with the magneto backup.
It also installs in the conventional magneto space, which makes for a very clean installation.
This looks like an awesome solution.
105
Hangar Flying / Electronic Ignition
« on: March 20, 2005, 03:05:04 PM »
I mean LSE (Lightspeed Engineering) ingition, not LSE. Sorry.
Thanks for all the great info.
What I take from this is to go with either a dual electonic (but forget the pilot adjustable timing) or with one electonic ignition and one mag.
Thanks for all the great info.
What I take from this is to go with either a dual electonic (but forget the pilot adjustable timing) or with one electonic ignition and one mag.