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niceez

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niceez last won the day on January 2 2018

niceez had the most liked content!

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About niceez

  • Rank
    Owl Eagle Aerial Composites - Owner

Personal Information

  • Real Name (Public)
    Dale Martin
  • Location (Public)
    Lewiston, ID
  • Occupation
    Systems Engineer @ Owl Eagle Aerial Composites
  • Bio
    Engineer type ,,, Auto Engineering, Mechanical Engineering, Manufacturing Engineering skins with frames ;)
    USAF for 14 years and Self Employed for the most part.
  • Interests
    Family, Aviation, Fishing, Travel, Constitutional America.

Flying Information

  • Flying Status
    Flying
  • Registration Number
    N777DJ
  • Airport Base
    LWS

Project/Build Information

  • Plane
    Long-EZ
  • Plans Number
    1259
  • Chapter
    Finished

Contact Methods

  • City
    Lewiston
  • State/Province
    ID
  • Country
    United States
  • Website URL
    http://www.long-ez.com
  • AIM
    niceez
  • Yahoo
    niceez

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  1. Kent, Everything you mention is external. This is hardly qualifies as building your own prop. But, if your happy with higher fuel burns and less efficiency than I say, Great! BTW, We (at Owl Eagle) have a 3 blade Catto Prop that is in good shape for sale. It is for the 160HP LEZ. Anyone interest please call 208-292-5897.
  2. Jon, Where are we on the Defiant plans? Dale niceez@gmail.com 208-292-5897
  3. Jon, They look good enough to build from. It is not a necessity for the drawing to build from to be "right-on",,,, What is important is that any written numbers (angles or dimensions) are correct. This is why you only need half sheets if the other side is a mirror image.
  4. Waiter, And when it's all done I want to know the weight of the airplane and it's performance. The retracts are less drag as long as the gear doors seal perfectly. Wayne's 360 hauls ass for sure (been in it). I feel a LEZ with a IO-320 and DD cooling the rids 50% of the cooling drag will also be good with perhaps slightly better economy. Will check this future when a certain person shows up with his IO-360 LEZ. I think the real question is - is the LEZ your putting these heavier engines in built well. All to many are epoxy rich and weaker then they should be. Dale
  5. Get a hugh jump start on building a Long-EZ! The parts alone are more then $20K The LEZ for sale is "N86DC" that was disassembled by the last owner to make a bunch of upgrades but previously had 784 hours on it and 92 hours on a 160HP O-320E2D. The firewall is completely removed, no radio's or instruments of any value. Electrical and control system completely removed. The plane was registered with this O-320. It has the added to reinforcement to the engine mount and the mount is powdercoated red. Cleveland brakes w/thick disc's. Also, Klaus wheel pants on and Shin tires. Whelen 3 light/strobes and power packs. Very light weight carbon fiber cowls and sports the GU canard. There are very few parts to buy to put it all back to gether (fuel valve, tubing and firewall) less then $1,000. Will sell plane and engine separately - LEZ and all parts $14K less firewall. OR Engine with Catto 2 blade prop, 8" Saber extension W/crush plate and bolts, 4 in 4 exhaust w/ heat muff, one LSE plasma E.I. $15K, OR Both for $27K. The airplane is built very symmetrical, and would be a great spring board for the someone who wants to get a jump start on building but still be able to truly understand the airplane. Since we refurbish and make upgrades for LEZ's we can help if there is work you would like to have done (reinstall the firewall and extrusions) or put it completely back into flying condition with an instrument panel of your design! Don't let this one get away. Serious inquiries only please respond to niceez@gmail.com. or the phone # below.
  6. Waiter, Not quite... Wayne is almost correct in his assumption ... Originally I did use a fork end that was a hand machined piece of art however I decided to use round 1/2" 2024-T6 aluminum. The newer method used a AN111-3 whichn works great. The cable goes around the AN 111 and is continues along the shaft to teminate on the shaft (not shown in the drawing you have). The rudder lever is able to use the same attaching screws into the same two holes in the rudder by dremeling a small amount of glass and foam just large enough for the 1/2" rod to fit into it, then drill and tap the holes in the aluminum rod. You have to understand I had a flying LEZ and didn't want to do have a lot of painting. After more thinking it appear that using angle 4130 steel might have a good side advantage with something similar to what Mike made up. The connection to the cable is the disadvantage to Mikes idea. Using the thimble takes up far to much room and would not allow enough travel to occur. This is where I had to figure a way to get maximum travel in a same area The other part was the spring system RAF used to take care of using the brakes when th rudder hit it's stop. I chose to spend a little more and have machined parts made and an internal spring and use it as the disconnect for the wings instead of putting a spring attached to the rudder pedal to snag on things. The big difference is in the feel. I have had the opportunity to fly EZ's using the stock system, RAF design, and my own and the we made is easier to push in-flight. IMO, it makes it more harmonized with the rest of the controls. If I were to make kits again I would spend a little time and modify Mike's levers and use my attachment method. I will do it to N777DJ to make sure no bugs exsist.
  7. Waiter, I uploaded one page of the plans (pdf) but don't see it in the email. Must be doing something wrong.
  8. Waiter, I guess my plans are actually installation instructions and the parts I sold for $175 but have found a way to get the machining done cheaper. Since I had to come home an finish a drawing and some calculations for new airbox,,, well actually just the diffuser part, I'll see if I can locate the pdf for the IRL's. See, in both systems you needed a mechanism to allow the master cylinders to be compressed after reaching full rudder travel. I limited mine to the plans dimensions 4.25" and Mike allow his to increase to 6". After some math I found out there was not any real gain past 4.5". So the first step is to hollow out an area in the winglet to gain access to the conduit. It requires you to remove the rudder. I'll incude one drawing only because it's all I have time for right now:o
  9. Jon, As you know from the CSA forum I repair, refurbish, build Ronzc canards and do 320 engine and Down draft conversions for LEZ and work on canard aircraft. We also just started making many parts like airbox's and such that really fit our airplane :-) Yesterday 3/26/07, we printed off the plans from the PDF version at our local printing shop. I found the short reference dimension (17") perfect and all the 23" demensions 0.18" off. The cost was $34.22 to print all 14. This is very acceptable and always wanted a Clean set of "A" pages to replace the ones that were cut up by building our LEZ some 24 years ago. I will try to compare the old to the new just for this groups information. Also, please tell the builders not to get to hung up on a small dimension errors in the full size drawings. It doesn't make a rats arse difference when it comes time to cut foam for the fuselage or bulkheads or most any other part. What matters is that they use a very accurate form of measurement and understand how to hold those dimensions when building. We are underway with building an extended nose mold. We also have the new Adjustable rudder/brake pedals for new or retrofit for the EZ's. They incorporate the master cylinder and pedal to a movable unit that can be moved in as long as it take to remove two bolts and reinstall per side. Thanks for the "A" Drawings. With the Terf CD any one could build from this. -- Dale Martin, 509-780-7320 LEZ Lewiston, ID EAA Technical Counselor Owl Eagle Composite Aerial Repair =====================>
  10. Jon & All, Before RAF put out plans I made my own version of the Internal Rudder bellhorns and sold plans. Burt told me he like the idea better then Mike's.. I see great idea's on both sides of the designing table and maybe we could combine the two to make a better system. The big differece is that in my plans the original rudder cable and conduit never has to be changed in the location. Just a thought, Dale
  11. Dick, I finally found you! Last I heard was you were going through a disconnect with he wife and no more info ... I'm very sorry to hear of your dad's passing. I hope all is well with you. Would like to stay in touch. Putting a 320 into LEZ 777DJ now amoung other updates and should be flying around June 07. I'm still over in Lewiston, ID. Can be reached on my cell 509-780-7320 (local from Lewiston - a Clarkston, WA #) Dale Martin
  12. Jack, Delusions of adequacy again! LOL -Dale
  13. Jon, I don't think your an idiot at all. Just lack experience. The first plane (a LEZ) I helped build at least 45% of it. Before it was finished I earned my Private Pilot certificate. The second LEZ I built (100% my work and 15 % help ) and turned out much better then the first and only because of the added knowledge. If your building it box stock then you are totally correct. But even though the design is still great, many things are becoming archaic. Which means you need to able to understand the "why" behind the the decision making process. Anyone can arrive at an answer - the question is; is it the right answer. We are blessed in this arena to be able to make the plane just the way we want it and trust me when I tell you that unless two people are trying to build them alike, they won't be. Never seen two alike yet. A good example is Mike Melvill's and Dick Rutan's LEZ. Built at the same time and both different with of what the builder thought he wanted for himself. Someone ask our opinion - And I assume they will weigh the responses and decide for themselves. I was reading what I thought was a bunch of responses to justify NOT getting a certificate first and having done it both way's, I'll choose getting the ticket first. After all - I have the experience from both ways We can only make decisions based on what we understand and know. But again building exactly to the plans will get you an airplane with or without a certificate. Best of Luck and Blue Skies,
  14. HI All, This one I would like to chime in on this one since I am a professional builder and still refurbish and assist builders/pilots in building and buying canard airplanes. For the guys who just like to build - fine But it is like the blind leading the blind. Building an airplane the wrong way is to assume that following the plans to an end page will produce what you really want. I would consider this a waste of time, effort and money... all your choice of course. The problems lie when it comes to choosing whether it is electrical systems, avionics, electronic ignition and any time a choice of options or alternatives comes into play. Wouldn't it be more difficult to make the "correct decision" if you had no understanding of "why" something needs to be a certain way. You actually would be clueless about considering it. The school of thought about getting your pilot license now (correct term is Pilot Certificate) and having to keep it current is pure B.S. Once you have a Certificate, you always have it and your current medical certificate is what keeps it alive. Of course if you had earned your wings you would already know this. (And that is kind-of my point). Let me pose the question – How do you know you can even pass the medical exam? In my other career I speak a great deal about health and I am always surprised at the answers I get when I ask the question, “Are you pretty healthy.” Look – In the real world healthy means – Takes no medications and is not seeing a doctor for anything other then a semi annual exam nor is there any reason to seek a doctor. So if your taking those pills for whatever – you might be in for a surprise. Let’s not forget about hearing and vision. Back to the pilot certificate and comments that were made. allow your self to become non current. Once you understand how to fly, getting back into it is easy and a simple 10 hour process at the most. All I am saying is that if you start off by at least knowing full well that you can fly then the excitement for building is kept at an all time high. Building an airplane is not easy and has to become a labor of love. The information you learn will make you a better person and you will come away wondering where the sheep skin is at because of the amount of time, mental effort, and real education you get from airplane construction. One more thing, building and maintaining an airplane are totally different. You local A&P mechanic is just that, a mechanic to repair an airplane unless of course he has happen to start from scratch and build his own airplane which is the best kind of A & P. Most A& P’s are worthless to you. Now I did not say A & P’s were worthless – just worthless to you so lets please keep this clear. The real trick to building an airplane is to get it straight and figure out how much “fru-fru” extra stuff you don’t need. Remember your trying to defy gravity. About the spouse issue. She needs to be on your side or you stand a good chance of divorce. I have witnessed this many times. You say no-way Hose. Consider that you have worked three long years on you project and she say's it's me or the plane You now how attached the women get to a child after carring it just 9 months. That's right fellas' your attitude is going to change after putting all the time money and effort into "your baby." Perhaps your wife will become more tolerant of your building idea if she see's you suceed at earning our wings. Secondly, arrange for a trip to Rough River. Although I have never been myself know the people who attend and she will be surrounded by fine examples of builders, builders wives, and canard airplanes. She will be able to talk to other wives who - Used to feel the same way but now love the fact that they can go visit people here and there. Sorry for the long post, but the reasoning I was reading in all those who responded was lacking experience. The exact reason you need to have the certificate first - to gain experience. Again, don't do things like run out and buy the newest and badest equipment now because it may become obsolete by the time your airplane is finished. what will remain the same is the electrical system. BTW, if you haven't bought Bob Nuckolls book - The Aero Electric Connection - you need to and you'll be darn glads you did. Here is the web address; http://www.aeroelectric.com/Catalog/AECcatalog.html Any question
  15. I have cosidered it - - but I did not see a way to advance the timing like the electronic ignitions do. I would not want to give that up. Mark Cherry he inventor just lives just 3 hours (driving) north of here. I think he also needs to adjust the price down some what. The have been used but not enough information yet to be totally proven.
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