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Messages - Charles Davis

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Hangar Flying / Oil heat

« on: April 11, 2006, 08:21:28 AM »

Someone asked about our oil heat system.

I don't have any pics right now, but this description might help.

We went with downdraft cooling, so closed off the big naca scoop on the belly and put in two small naca scoops. One feeds the carburator and the other blows direct into a big oil cooler mounted at an angle so the air goes in and then right out of the cowling.

A second oil cooler (we will use a small Honda motorcycle unit for this) is mounted in the hell hole. We use a marine blower from West Marine
(Atwood model 1731-4, 3" duct, 2.7 amps, 145 cufm)
http://www.westmarine.com/webapp/wcs/stores/servlet/producte/10001/-1/10001/50052/0/0/blower/All_2/mode+matchallpartial/0/0

This will blow through the oil cooler so we don't have to worry about over heating the blower. It goes from there to a scat tube up to the pilots and GIB's feet, with the pipe necking down.

The blower recirculates the air, the thinking is that we can always get fresh air by opening a vent.

Everything is encased in a housing to contain the heat from the oil cooler, and it will be isolated such that it won't heat any of the structure.

That's the plan. It's not done yet, but should be soon. When it is, I'll put together a write up and make it available.

My brother, Mike, is the brains behind all this. I just write the checks and ask lots of questions.

Hangar Flying / heat

« on: April 11, 2006, 08:11:42 AM »

I don't have any pics yet. But I will open a separate thread to discuss what we plan.

Hangar Flying / Dual Battery Single Alternator

« on: April 10, 2006, 09:09:31 AM »

Structural work on N138CM is complete.

I'm trying to strike a balance between weight, cost, and redundancy.

I'm planning on the following avionics, instruments, electric:
>Efis/Lite Plus G4 with 2-axis autopilot
>2.5" steam gauge backups (t&b, airspeed, altimeter)
>vertical card compass
>clock
>VM1000 engine analyzer
>one Com with flip-flop
>Xpdr
>no vacuum pump
> one mag plus Rose electronic ignition
> Cheap GPS velcro'd on the headrest to keep the GIB amused, and that I could snag in an emergency.
> hand held radio as a comm backup
> XM Satellite radio for entertainment.
>LED internal lighting
>Whelan strobe
>landing and taxi lights on wig-wag circuit

I'm thinking dual battery, single alternator. The idea is that I could switch between Batt-A and Batt-B to ensure both batteries get used on a regular basis. The non-primary battery would be charged from solar cells embedded on the nose access hatch.

This minimizes my weight after of the firewall, and moves as much weight up front as possible.

Has anyone else used this configuration, and do you know where I might find a schematic?

I hope to be flying later this year!

Thanks!

FYI, here are the specs:
LongEZ, 0-320 E2D 150HP, day/night vfr.
Roncz canard, Davenport nose, Long rudders, front brake cylinders, wortmann legs, Grove high perf brakes, Wilhelmson nose lift with AEX, electric speed brake, standard Rutan warning system, oil cooler heat system, downdraft cooling.

Hangar Flying / How readable is the EFIS-Lite from BMA?

« on: December 23, 2005, 03:43:21 PM »

OK, my eyes aren't what they used to be, and I need reading glasses now.

I was curious as to how readable is the small screen on the EFIS Lite from Blue Mountain Avionics?

Hangar Flying / fire detection

« on: December 20, 2005, 01:55:05 PM »

That is really very clever!

I'm not sure how important fire detection is, but I know there have been some tragic accidents lately, and with the engine in the back, some sort of heads-up (even if you get some false reports from time to time) would seem useful.

Hangar Flying / fire warning

« on: December 20, 2005, 09:44:02 AM »

Has anyone tried to install a fire warning system in your cowling?

Just something that would turn a warning light on if the temperature got too high.

Hangar Flying / MPH or Knots

« on: December 13, 2005, 11:03:02 AM »

Do most of you guys have or prefer an Mph airspeed over a Knots calibrated gauge?

What is the range on your airspeed indicator?

Hangar Flying / fuel injection

« on: November 26, 2005, 02:28:54 PM »

Thanks for the reply.

I've decided to go with the silverhawk fuel injection. AC Spruce sells them for $2389 for the Lyc 0-320. You need a high pressure fuel pump, which can be expensive ($600+) but we're looking for alternatives to the TSO'd stuff; maybe something used by the automotive industry.

IMHO the improvement in safety, fuel economy, and HP make this a good investment.

Hangar Flying / plenum cooling

« on: November 23, 2005, 12:59:32 PM »

Not for updraft, but I have some good photo's and descriptions of what Mike Davis did for my plane with downdraft.

Send me an email if you want a copy of the .doc file.

Hangar Flying / Carb, Injection or Throttle Body?

« on: November 11, 2005, 10:13:39 AM »

Just wondering what everyone thought.

Injection seems like the best option, but the most expensive (not only for the injection, but the high pressure fuel pump). I also worry about the high pressure fuel if I were to develop a small leak in the fuel line. Is this a valid concern?

I've heard a lot about Ellison TB's being tempermental, or very difficult to properly tune. Is this a valid concern? Is there a better alternative to an Ellison TB? Does a TB need a carb heat box?

Much thanks.

My LongEZ should be flying by next summer. Here's the numbers:

Engine: O-320E2D, downdraft cooling, 8" extension, 2-blade prop, 4-4 exhaust, one mag, one electronic ign, 40A+20A B&C alt's, light starter.

Airframe: Long nose (Davenport), Roncz, Wilhelmson nose lift, Wortmann gear legs, tall rudders, beefed up headrest, Andair fuel valve, oil cooler cabin heat.

Electric/Avionics: All electric dual alt, dual batt, split bus. Day/night VFR, Efis-Lite with mini steam gage AS, ALT and T&B backups, lowrance airmap 1000c, vision micro vm1000.

We started with an 80/200 project (80% done, 200% to complete). My brother is doing the structural work in TN, and had previously complete two very nice Cozy MK4's. I just write the checks, do the electric and machined parts, and nitpick. It's been a great excuse for Mike and I to spend a lot of quality time yaking about something we both love.

I live in SD a few miles north of Miramar and plan to base at Ramona, Gillespie or French Valley. Anyone looking to share a hanger?

Hangar Flying / first flight

« on: November 03, 2005, 08:32:11 PM »

I'm no expert, but here is some recommendations.

The LongEZ owners manual from Rutan has some excellent suggestions for the first flight prep, including some recent time in two different planes, and some high speed taxi exercises.

Never let the canard get above the horizon on take off, and watch for overcontrolling in pitch on takeoff (porpoising).

I understand that time in a Grumman Tiger is helpful if you can't get time in an EZ.

I'd also check with the CSA (Central States Association) to see if there are members that you can get a little back seat time in.

Also, get the Xplane simulator software and fly it. This really helps you get used to the high performance and speeds to fly.

Also practice many engine-out landings in this simulator, and pick a local airport with a long runway.

The few times I've flown a LongEZ I found it to be a remarkably well handling plane. I found it about as easy to fly as a C-172 (different, but not nearly as different as I expected).

I thought it was a very docile, well behaved plane that flew better than anything else I had flown.

There is also some articles on this site about first flight.

Again, I AM NOT an EZ expert, and I would substitute a real experienced EZ pilot's impressions for mine.

I just thought I'd get you some info since no one else had replied yet.

Good luck. Preflight, preflight, preflight. Get to altitude and stay within easy glide range of the airport until you gain a lot of confidence in your skills and the reliability of your plane.

my2cents

Hangar Flying / O-320 to IO-320

« on: October 30, 2005, 08:27:23 PM »

I'd like to convert my 150HP Lycoming O-320E2D to an IO-320.

Does anyone know if there is there more I need to do other than replace the carb with the Silverhawk fuel injection system and switching to a high pressure mechanical and electric fuel pump?

Has anyone made this conversion? Was it worth it in performance and improved fuel economy?

Hangar Flying / speedbrake

« on: September 21, 2005, 04:49:30 PM »

Nice write up. I'd like to see more of this kind of stuff.

Thanks for teaching what you learned.

Hangar Flying / P-mags

« on: September 16, 2005, 02:17:51 PM »

I had planned on dual P-mags for my IO-320, but after reading of the high failure rate and problems, decided I don't want to risk it.

I'm going to stick with one Slick mag and one Rose ignition for now.

Maybe if they get the bugs worked out and develop a track record of reliability, I may consider replacing the one Mag with a P-mag.

It's a great idea, but it appears the implementation is just not there yet.

Hangar Flying / Off field "landing"

« on: August 25, 2005, 10:54:47 AM »

Flying will never be perfectly safe, any more than riding a motorcycle, driving a car, or walking on the sidewalk.

That said, if I ever had to set down off-field, I'd much rather do so in a composite aircraft than a sheetmetal one.

From my review of all available information on LongEZ incidents, post crash fires in EZ's are extremely rare. In fact, EZ accident rates are much lower than most popular certified aircraft.

These are very safe aircraft, and one of the deciding factors in my choice (including performance, low cost of ownership and others) that I chose an EZ over another plane.

p.s. Thanks for the idea about the punch.