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Recent Topics
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Please allow me to introduce myself... CFI long EZ
By Barry Turner, in Introductions, Visits, Sightings & Rides
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- 732 replies
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New EZ owner, wanting dual in Cozy prior to pickup
By riktit, in Introductions, Visits, Sightings & Rides
- 5 replies
- 113 views
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- 69 replies
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Recent Posts
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bmckinney10 29
RAFE has both a Cozy and a standard category dual-control tandem canard, the Gyroflug Speed Canard. I trained the Speed Canard with Ryszard Zadow of RAFE before my first flight in my VariEze. I was only a 350-hour pilot and transitioned without issue.
https://www.rutanaircraftflyingexperience.org/canard-flight-academy
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Kent Ashton 319
I have seen insurance companies accept time in a Cozy with an experienced Cozy owner. They are very similar and the dual controls are helpful. Worth asking the insurance broker. A vanilla CFI might not want to fly in the back of an EZ with no throttles or rudders.
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Kent Ashton 319
22 minutes ago, Marc Zeitlin said:they don't compromise the integrity of the Trailing Edge in high winds, as the rope over the whole wing/winglet area do. They don't put bending point loads on the wing, as a wingtip tie-down does. They have no extra drag or aerodynamic affect, and are aesthetically invisible.
And with an airplane that can rock side to side, the closer to the fuselage the tiedown is, the lower the force on the ground attachment will be.
I agree about the rope-over-the wing/winglet but not the last statement. EZ/Cozys on the nose are pretty stable but it would seem that an EZ in a windstorm with winds blowing from the tail-quarter could lift a wing and the lifting force would have 10 or 12 feet of leverage on a ground tie-down at the wing bolt. I doubt the part on the airplane would fail but it might pull out a ground tiedown. I do not find any standard dimensions for airport-installed tie downs but they are often pretty far apart especially if sized for larger aircraft. I would rather have my ropes close over the tiedown point. I use the hole-in-the-spar&winglet-overlaps with a steel insert in the hole and large washers on top.
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To whom it may concern:
I may be purchasing a long ez and my insurance company is requiring a CFI check out. I’m an ATP/CFI-III with 4000 hours located in MA.
Any suggestions would be greatly appreciated.
sincerely,
Barry
404-788-5041
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Marc Zeitlin 99
2 hours ago, Kent Ashton said:From the catalog of bad ideas: Saw an EZ heavily damaged when the wind ripped tiedowns out of winglets. It appears there was nothing really holding them in the winglet.
While I have seen decent implementations of tie downs embedded in the lower winglet, this was obviously not one of those.
2 hours ago, Kent Ashton said:I do not like the tiedowns which hinge down from a wing attach bolt. It seems to me that wind-under-the-wing could exert a lot of leverage at that point and rip out what was put in the ground.
The wing attach bolt tiedowns (colloquially known as "DuBois style", after the first implementer), are the most robust of all the tiedown schemes. They attach to the most structurally robust point in the whole airplane - the point where the wings attach to the strake. They do not compromise the wing spar or winglet attach area, as the holes through the spar near the tip do (and that's from the LE (and maybe VE) plans - Nat did not invent it) and they don't compromise the integrity of the Trailing Edge in high winds, as the rope over the whole wing/winglet area do. They don't put bending point loads on the wing, as a wingtip tie-down does. They have no extra drag or aerodynamic affect, and are aesthetically invisible. And with an airplane that can rock side to side, the closer to the fuselage the tiedown is, the lower the force on the ground attachment will be.
All in all, the best solution. IMNSHO, of course.
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Visit the forums for more!
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Our picks
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Post in Varieze wing fittings
Marc Zeitlin posted a post in a topic,
The only "fix" for a wing attach fitting corrosion issue is to completely disassemble and remove the metal parts, ensure that the composite spar is sound and wasn't damaged in the process of the original metal fitting installation, and then fabricate new fittings, protect them with alodining and appropriate coatings and then re-install everything with wet hardware. If you don't know what ALL of that means and how to do it, you're not in any position to do the work.
As I've stated numerous times before, I believe that it all could be done in about 40 - 80 hours of work, assuming that the underlying composite spar is in good shape.
As you surmise, there are many things that could bite you - the composite spar could be damaged, you might damage something in the removal of the corroded metal, or you might have trouble getting all the re-fabricated pieces to align and fit together correctly upon re-assembly. Paying someone $4k - $8k to do this work, with no guarantee of success, seems like a risky path to me.
VE's change hands fairly regularly, and they don't fall out of the sky regularly, but there HAVE been at least 4 known instances, in around 2K Variezes, of corroded wing attach fittings. Who knows how many are corroded and haven't been discovered? Nobody. I most certainly would never buy one that had any visible corrosion anywhere on the wing attach fittings.
See the picture below for a corroded fitting example - the visible portion, near the hand, is fairly decent looking - you wouldn't necessarily expect that the non-visible portion has severe interlaminar corrosion that has removed over 1/3 of the thickness of the material and damaged the rest.Picked By
atillanayman, -
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Post in Kent's Long-EZ project
Kent Ashton posted a post in a topic,
Saw this oil cooler door idea (pic 1) on a FB page but I don't like it. The chap has an ingenious linkage to open and close the slots in flight but the problem is that when full open, half the cooler is blocked by the apparatus and even when open, the slots create drag on the air flow. In hot weather, you will want the whole cooler working.
I have a pic of a cooler using louvers by Marc Z. that is a better idea but it might be copyrighted so you will have to imagine it. :-)
I did not give this enough thought when building the Cozy. Eventually I arrived at this slider (pics 2,3) which is satisfactory but not in-flight adjustable. With experience, I know about where to set it. This time of year (Nov), it covers about 2/3rds of the cooler. In the winter it will block the entire cooler. Doing it again, I would offset the cooler which might have given the space for a cable-operated slider.Picked By
Jon Matcho, -
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XPanel Software
Dgalo posted a topic in Long-EZ,
Below is a sample of a panel I laid out using XPanel software. Jim Evans was asking about instrument panel software on the Yahoo groups forum and you can no longer post attachments so here it is ....
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- 2 replies
Picked By
Jon Matcho, -
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Infinity retracts
Richard posted a topic in Landing Gear,
I am looking for a set of Infinity retract landing gear for sale. New or used.
Thanks
Richard-
- 10 replies
Picked By
Richard, -
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New canard aircraft designs in the works
Jon Matcho posted a topic in All Others,
There's a long history with ongoing discussion about new and coming (and gone) canard aircraft that have been in the works over the years. This thread makes for some interested reading and lessons to be learned.-
- 69 replies
Picked By
Jon Matcho, -
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