Jump to content

All Activity

This stream auto-updates     

  1. Yesterday
  2. 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
  3. 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.
  4. 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.
  5. 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
  6. While I have seen decent implementations of tie downs embedded in the lower winglet, this was obviously not one of those. 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.
  7. When I see this sort of change from the plan - (and in this case proven not to be a good solution) - I wonder how much of the rest of the plane had deviations like this.
  8. 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. Nat's hole through the wing spar & winglet layups works for me. A loop of rope over the winglet is probably OK, too. 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 Facebook sites are always having people ask where to find Long-Ez plans and builder's manuals. Of course, they are all found at this site in the Open-ez topic, free for download. Help them out. I do not patronize FB.
  9. Lots of good ideas and discussion seen in the latest edition (July) of Canard Owners and Builders news. https://canardowners.com/ [subscription required] There was a novel idea for a nose lift and a good discussion of corrosion in Vari wing-attach fittings and lift tabs. Saw this EZ advertised. I doubt it will sell very fast at that price.
  10. Last week
  11. Here is what the seller posted today. Will be interested to see if he gets that for it. (I will boost my airplane $30K!)
  12. Seen on the Cozy list today. No price. Pic grabbed from the web. email drthane at yahoo dot com Appears to be in Venice, FL https://flightaware.com/resources/registration/N656TE
  13. Kent Ashton

    Smooth Operator

    It seems to me that the folks who have tried molded parts did it because they anticipated starting a business and filling a demand but the businesses didn't develop and the demand is low. It is not like making custom parts for thousands of motorcycles. Really, the hand-work is fun and the sanding is not that bad. There is a learning curve but I have stripped/refinished one airplane and built two others. Here is a post with pics https://www.canardzone.com/forums/topic/18661-kents-long-ez-project/?do=findComment&comment=68608 1. Fill as you go along. Don't waste epoxy 2. Use West and West Microlight filler--easier sanding 3. Mix thick and put on heavy the first time. Use a heated dry-wall knife to smooth it down. 4. Stop standing as soon as you see cloth. 5. Identify high and low spots by rubbing with an aluminum bar 6. If there are more than just a few high/low spots, do a complete refill. Spot-filling doesn't work well due to hardness differences in your filler-mixes and the teeter-toter effect of the sanding spline or high spots. 7. When you are happy with the final sanding, spray a guide coat of black sandable primer and sand it all off to expose those last final defects.
  14. No photos in this listing: And a canard without the rest of the plane:
  15. thseng

    Smooth Operator

    The best thing about Rutan's method is that anyone can hand-craft an airplane in his garage with simple tools. The worst thing about it is that you have to hand craft the airplane with simple tools in your garage. I wonder if there might be a middle ground. Random example: fully pre-shaped foam fuselage parts that self-fixture together prior to glassing.
  16. Ian Ashdown

    Smooth Operator

    I work in aerospace engineering and our teams are spread worldwide. Distance is no longer an impediment. Time zones are a bit, but it’s possible to work around them. The key is having clear targets, a good plan and good management. I ran my own aerospace composites company for 15+ years so fully understand the processes. The Rutan method of shaping foam and then laying up over it is very time consuming and can give inconsistent results. A well designed set of tooling can make one of this type of aircraft almost snap together and somewhat self fixturing. A consistent, high quality product can be achieved for very little additional unit cost, but with more consistency any potentially higher quality, all in much less time. The mind numbing monotony of sanding and filling is reduced to almost zero! If there is no interest, that’s fine. I’m not planning to build an EZ, but would be happy to help others. Ian SoCal
  17. Kent Ashton

    Smooth Operator

    Who will bell that cat? Airplanes developed by a group do not usually pan out. Interests change, distance is a problem, getting individuals to do things is problematic. You see that our friend Royal was one of many who planned to digitize the plans but has disappeared for two years. Molds have already been developed. Search for "A-solution" (or Berkut). If you want to build and Open-EZ just start ordering materials and build one. Along the way you will see lots of builder ideas you might incorporate to customize it for yourself. A fancy molded airplane will triple the build time and get you to your destination only slightly faster. Just do it.
  18. Ian Ashdown

    Smooth Operator

    This discussion makes me wonder if we properly organized all the talent and resources that regularly contribute to this forum, why couldn’t we have one really well researched, designed and developed Open-Source-EZ project. Each person involved could contribute their particular skills and experience. I feel a modernization of the LongEZ/Berkut themed design, possible with all of todays CFD tools, good structural analysis, then a collectively owned set of composite tooling, it should be possible to create a near Quick-Build set of parts with a very high standard. Is potential liability the killer of such a project? Ian SoCal
  19. The RAFE crew have been working on a donated VariViggen since 2019. It had its first flight recently. They are planning to get it to Oshkosh which will be 50 years since Burt brought his first VV. https://www.rutanaircraftflyingexperience.org/post/lady-vi-flies?utm_campaign=7ef949a8-22d6-4956-9905-d1623b4451ba&utm_source=so&utm_medium=mail&cid=bb9e2642-e6ca-4e9b-9c6c-4a149d452ef0 777b83_01e2808c7b2542f789cf36537c6b1777_mv2.webp
  20. Yes, a spring. It takes more friction to hold the elevator down, heavily loaded, slow speed. I thought your tanks were already closed up.
  21. Interesting trim design. Wonder if anyone makes nylock wingnuts.... (is that a spring under the wingnut to apply pressure on the washer?) I am having fun sealing tanks now... Hope to get it on the second shot! So I guess "Tin can November one two three four frank taxi 4 runway oh too, will be taking it after a brief runnup" REALLY gets your eye twitching!
  22. I have changed my pitch trim a half-dozen times. I tore out the Cozy's electric motor idea shown earlier in this topic. It complicated removing the canard and I was always putting my hand on the trim switch aft of the throttles and running the trim to the extreme, where it would jam. Search back and you will see my installation in the EZ which worked the same but was easier to install and disconnect. I am happy with the piano-spring Davenport spring but the EZ's spring installation was easier to install on the torque tube. This geometry (pic) is about right for my short Cozy springs. I only have to move the trim lever about 3/4" to trim for two people or solo. It could easily be used with the regular fiberglass Davenport spring. Cozys are not sensitive to pitch trim. I will often set it once and not move it again for that flight. I have lost 30 lbs on my LCHF diet and figured I should re-check my ballast and stall characteristics. With 40 lbs of lead shot just ahead of the rudder pedals, it will fly level at 55 KIAS and show a canard stall at about 50-52 KIAS (uncalibrated). I think this is a little closer to a wing-stall condition than before but there is good warning from the pitch forces and nose-high attitude. Probably fine to fly around at 55-60 if one is smooth with the controls. My former approach speed was 70-75 KIAS solo-dual. I think I can reduce that to 65-70 solo-dual. At KRUQ yesterday, solo, with light winds on R/W 2, (pic) I could turn off at taxiway G with medium braking which I often sailed past before. That's 2109 feet. That's about as short a landing as I can expect and I need to thicken my cushion to see better over the nose to do that. A lot depends on having clear approaches. It is tricky to duck over trees, especially when you can't see the tree tops. 🙂 BTW, are you aware that terminology-wise, this runway is not "Zero Two". It is just runway "Two". I hear "02" a lot but there is no "0" with the number. I always think "rookie" when I hear someone call it 02. 🙂
  23. today. Only one pic in the ad. I suppose an owner-overhaul could be OK (done one myself) but you'd want to examine what was done. It might have been just enough work to keep it flying. I dunno about overhauling 3200 hr cylinders but if the compressions and oil consumption are good, that would be reassuring. Seller could have put a lot more in the ad. 😞
  24. Earlier
  25. Sorry for the late replies y'all @ezdoesit Thanks for that information, Ben! Good to hear from a guy close by. Looking forward to visiting you and flying some formation once I can handle the aircraft expertly. Sounds like a sweet avionics upgrade. Mine is pretty setup with a G5 and Dynon Skyview, but I'll be adding autopilot servos soon. I'll post an update soon on how the retrieval of 47EZ goes. @Voidhawk9 I shot David an email, he had some great information to share. He also notified me about Kanab, which I'm now planning to attend.
  26. Pics are on Barnstormers. It looks like the wing and fuselage damage could be patched and fixed. Not sure if the canard forces damaged the mounts but maybe the canard can be repaired too. Replacing the strut would not be that hard. Still, it would be a lot of work. I am thinking maybe $15K would be a top price and maybe $8K-10K is more realistic to reflect the value of the engine and odds and ends.
  27. According to the chatter in the email list, this one's about 45 minutes north of me. Most of the damage appears to be not a huge deal to repair, except for the landing gear--that looks like a lot of work...
  28. Hey Eric, Ben Williamson here, My bird lives at Santa Ynez CA, I'm wrapping up a Dual G5 / SL30 install at the moment but should be back in the air within a couple of weeks. Let me offer a few tips from my check out experience. For context, Santa Ynez has a "Short" runway for a new owner, Eric Cobb (built and worked on all sorts of canards) was kind enough to let me land his from the back seat for about 10 or 15 landings at various airports, we flew up to Santa Maria and did three landings, called it a day (all from the back seat) Next, we flew out to Paso Robles CA and did 6 or 8 landings, again all from the back seat then called it a day. Third time was the memorable one, He called me without any notice and just said "Lets go fly airplanes, meet me at the hangar in 20 minutes..." We ended up flying to Paso, I landed twice from the back then he stopped the plane at the taxi way, came to a full stop and lowered the nose and said he had to pee. At this point I had a total of 80 hours in a 152, and maybe 15 from the back seat of an EZ... He told me to hop in the front, that it was my day to land from the front. My first landing I was sweating all over the place, I ate up every inch of 5500 feet and stopped at the VERY end of the runway, I kept at it and got to the point where I could consistently land after 3k of feet, 2k, eventually consistently at 1800 feet. So.... leverage PASO as your training airport, it's close and doesn't have a lot of traffic, watch your speed carefully and you'll do fine. Once I'm back in the air I'd be happy to have you hop in the back of mine and head out there or land at SLO, I love high st deli for lunch anyway. [First landing front seat =]
  1. Load more activity

  • Who's Online (See full list)

    There are no registered users currently online

  • Who Was Online

  • The Canard Zone has been visited from everywhere a red dot appears on the globe.
  • Member Statistics

    • Total Members
    • Most Online

    Newest Member
    Barry Turner

The Canard Zone

  • Create New...

Important Information