Kent Ashton

Today's B-stormers N327MB https://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=327MB 1990 LONG EZ N327MB • $79,500 • AVAILABLE FOR SALE • This is one of the finest Long EZ's out there and a real pleasure to fly. Airframe meticulously built by perfectionist A&P Mechanic. TTAF 388. Lycoming 0-320-E2D 0hrs SMOH incl NEW cylinders. 1 mag and 1 Electronic Ign. Factory refinished Performance Propellers 3 blade wooden prop. GRT Horizon HX EFIS w/AHRS, Mini-X EFIS w/2hr batt, 2 Axis Autopilot, EIS4000 electronic eng ind sys. Trig TT-22 Remote Xpndr. ADSB in & out. Garmin GNS 480 Navigation, GMA 240 audio panel, SL-30 Nav Com. Aircraft completely rewired. New tires, brakes, and master cyl's. Heated seats. Paint is a 9. Located at M04. • Contact Jeffrey Davis, Owner - located Roswell, GA United States • Telephone: 8502988229 • Posted July 30, 2019

They are heat pumps so you don’t the quick, hot heat you’d get from gas/propane but very efficient. It doesn’t take much power to run them 24 hours. You need a 220v switch box on the shop. The rest you can install yourself.

Something new to me: "Magnehelic" gauges for measuring cylinder Delta-P (cooling differential) http://www.dwyer-inst.com/Product/Pressure/DifferentialPressure/Gages/Series2000 At about $63 they are not too expensive. I have used the old water-manometer method for measuring cylinder Delta-P and an airspeed indicator for measuring flow into a NACA scoop. The manometer is a bit bulky and the ASI quit after snapping from 0 to 150 knots for a few minutes. I saw that 8.5" of differential was suggested in a Van'sAirForce discussion for 200 hp. That sounds about right.

Jon, I don't know what you have for heat and AC but I have installed a couple of mini-splits. Very happy with their capability. There is minimal work to install them and they come precharged with R410 although a vacuum-down is recommended prior to releasing the charge. Mitsubishi is a good brand. I installed a chinese brand once and it split a coil

I simplified my pitch trim control a bit, using a cheap ($6-$8) reversing PWM from Ebay similar to pic 2. I hot-glued it to a piece of non-conductive fiberglass and mounted it in the armrest with a couple of screws. I had to go from a 2A fuse to a 5A but otherwise, it works the same and simplified the wiring a little. Throw the cheap switch away and use the nice Carling switch.

This EZ today. N4JM https://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=4JM Those one-digit-Two-letter numbers are hard to get these days. Even better if your name is John Miller or Jesus Martinez. :-) LONGEZ • $10,000 • AVAILABLE FOR SALE • Flew 106 hrs then stripped to upgrade, but didn’t. O235-L2C needs overhaul; no accident history. • Contact Jack Martin, Owner - located Howard, OH United States • Telephone: 7405074742 • Posted July 28, 2019

For you Quickie fans, N85BJ Nice but appears to be deregistered. Hmmm. https://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=85BJ Q-2 QUICKIE AIRCRAFT, 2 PLACE • $17,999 • AVAILABLE FOR IMMEDIATE SALE • Built: 1986 Hours Airframe: 1055 Engine: Revmaster 2200 Hours Engine: 495 Hours Since Rebuilt: 60 Canard: Has new design airfoil Sliding canopy, velvet upholstery, new tires and plugs, rebuilt magnetos, new plug wires by Revmaster. Radio: King KX155/165 VHF NAV,Communication with encoding altimeter. New David Clark headsets. All basic instruments including cylinder head temperature, exhaust temperature, and cabin heat. Whelen anti-collision and navigation lights, tail lights with strobe. Movable interior lights Never damaged, Dupont Sunfire paint Always hangered • Contact Robert Gillespie, Owner - located Kuna, ID United States • Telephone: (208)539-6203 • Posted July 25, 2019

I have probably listed this here before but it popped up again. N40TD https://flightaware.com/resources/registration/N40TD It sounds like it needs a redo on the paint and a little updating but perhaps could be flown as-is. I would like it better at $25K though. http://web.archive.org/web/20061206100233/http://home.mn.rr.com/brusehaver/cozy_page.html COZY MK IV PROJECT • $29,000 • FOR SALE AGAIN • This is a project, you will need to work on it before it will fly home. Hasn't flown in 6 years, but does run. O-360 about 700SMOH, 50HRS AF, Basic plans built, electric trim and landing brake, otherwise no major mods. Terra TXN-960 NAV/COM, Genave Beta Xpndr. Everything is there, just needs some work. • Contact Thomas Brusehaver, Owner - located Eden Prairie, MN United States • Telephone: 9522124392 • Fax: 9522124392 • Posted July 26, 2019

Var-i-eze, you say? Never heard of that one. Must be a new model.

It is a common thing to add washers at the wing bolts (in the strake-wing joint) to change the wing incidence. I suggest that before you add trim tabs. It is a trial-and-error process, adding and/or subtracting washers at the outboard wing bolts to change the wing incidence and test flying. This presumes your ailerons are rigged correctly and the winglets are mounted correctly. If the wing already had washers, it should be noted in the logs. Perhaps you had some washers a long time ago and they were removed.

I was just talking to a buddy about where and how to mount a fuel pressure sender on a Lycoming. I like to measure the pressure on the outlet side of the engine-driven fuel pump because that's what the carb/Ellison sees. On my Cozy, I drilled and tapped the steel Lycoming fuel pump fitting for a steel AN816-3 (AN3 flare to 1/8" NPT pipe) fitting (pic 1). However, I see now that Spruce sells a tapped fitting that would make it easier. https://www.aircraftspruce.com/catalog/eppages/lycomingfitting00783.php Below is an RV builder that used the fitting. (pic 2) From the FP fitting I use a fuel hose about one foot long running to a similar AN816-3 fitting, an AN910 1/8" NPT to 1/8" NPT coupling with the sender screwed on the coupling. The sender is mounted on an engine mount tube with a large and a small Adel clamp. It is self-aligning with the hose. The sender could also be mounted other places. If you are new to fittings these are called "Lycoming/AC fuel pump fittings". They are listed with fuel pumps and not in the AN fitting section of the Spruce catalog.

To use a little Apollo 11 terminology, those sound pretty nominal. :-) If you ever have any doubts, immerse a probe in a tin-can with an inch or two of motor oil and heat with a propane torch. Measure with a candy thermometer. Oh, yeah, and take a pair of Vise-grips to hold the can.

This ugly Dragonfly wreck on ebay today. N192AP Here is the FAA crash report https://www.aircraftone.com/aircraft/accidents/20001213x33235.asp The accident was 33 years ago! Yeah, right, "windshear". More likely just a PIO close to the runway. Interesting list of D-fly accidents here and an ominous caution about landing characteristics. http://hiwaay.net/~bzwilson/dragonfly/DF_Accidents.html.

This EZ today on B-stormers N4884Y https://registry.faa.gov/AircraftInquiry/NNum_results.aspx?NNumbertxt=4884Y Resonably priced for the nice panel, I would say (unless the engine is run-out) LONGEZ • $33,500 • FOR SALE • Nice IFR equipped LongEZ. See inventory. 145 knots on less than 6 gph. Only selling because of another aircraft purchase. Will deliver with new annual condition inspection. Prefer initial contact via text to #703. • Contact Fred Wimberly, Owner - located Callao, VA United States • Telephone: 703-409-5330 • 804-529-5753 • Posted July 19, 2019

Ya know, we are both guilty of saying "I recall XXX" or "I remember saying someone said XXX". This is lazy. We should strive to document what we're saying. Here is a comment about the ride from http://www.airbum.com/pireps/PirepBerkut.html and about the construction of the wings from https://en.wikipedia.org/wiki/Berkut_360 This kit was sold with "molded wings (including flat stock for ribs and spars)" so I you seem to be correct about the wing with ribs. https://www.canardzone.com/forums/topic/17030-berkut-project-for-sale/ I don't know if Berkuts were ever built with Long-ez spec wings but there is plenty of discussion about Berkuts found with a google search.

This Q2 from Barnstormers. Pics of unopened boxes in the ad. Here's something fun to contemplate: $9928 invested at 5%/year in 1982 would be $60,376 today. Nevertheless that's water-under-the-bridge. I imagine a Q2 kit today with engine would run at least $25,000. QUICKIE Q2 KIT • $5,000 • AVAILABLE FOR SALE • Am selling a Quickie Q2 kit along with an engine. The kit was purchased in 1982 and it is still in its original boxes. It was purchased by my father who is currently 95. He kept the kit and the engine (modified VW) in storage without doing a lick of work on it. The engine is unopened in its original box. The kit is $5000 and the engine is $2500. • Contact Dan Young, Owner - located Madison, WI United States • Telephone: 715-305-7057 • Posted July 17, 2019

https://www.berkut13.com/berkut6.htm carbon, apparently, but I read that the wings were very stiff and gave a rough ride in turbulence. Other than weight saving, I don't seen any reason why fiberglass wouldn't be better--and cheaper.

There is a lot of talk about the FAA's recent requirement to log an ADSB Service Availability Prediction Tool (SAPT) preflight check or be accused of not exercising "due [preflight] dilligence". The regulation is obtuse but but what I get out of it is that if you have an ADSB employing a WAAS GPS source, you merely have to check the usual NOTAMS. The clearest thing I could find on this is the ICAO instruction See https://www.icao.int/SAM/Documents/2017-ADSB/08%20FAA%20Briefing%20ADS_B%20Rules%20and%20Airspace%20(2).pdf Selective Availablity is the jitter built into the GPS system by the military which has since been turned off but apparently there are older GPS receivers designed to deal with it. Note also that WAAS is an SBAS. ICAO also says

CIRCLING APPROACHES/LOW PATTERNS: Ya know, many pilots have died doing circling approaches or trying to fly a visual traffic pattern below a low cloud deck. The reason is that pilots rely on a "look angle" to the runway to set up their downwind position but the same look angle at 500' AGL is much closer to the runway than for a 1000" AGL pattern (pic). So they establish the same look angle and end up with a very tight base turn to the runway and sometimes even slow down to make the turn radius smaller. Result: stall-spin or overshoot and go-around. Also, when the visibility is bad, as it often is when the ceiling is low, a pilot can be fearful of losing sight of the runway and is hesitant to widen his downwind enough (i.e., shallow-out his look angle) to use a normal base turn bank-angle. And who knows what towers and obstacles lurk out there on a low downwind? Psychologically, we do not like to fly off away from a runway in the haze and murk. Also, a pilot will need to start the base turn as a level turn using more power. That's different. And the base position will also look shallower. If a pilot begins a base turn descent as he would on a normal pattern, the trees can reach up and grab him. If these factors are not in your mind as you fly a circling or low-deck approach, you will often screw it up or scare yourself. As an instructor in Tweets, we could count on a student screwing up his first for-real circling approach; what fun! Go out and practice a couple, the next time you fly. It's good to get in the habit of establishing a downwind position by knowing the runway length (say, 5000') and visually putting yourself a runway-length (or whatever you use) offset from the runway. On a 2500' runway, the perspective from downwind is quite different but by using 2 runway lengths as an offset, you'll be in your normal downwind position.

I took this pic of the waiting list for hangars at my airport in Salisbury, NC. 44 people waiting for hangarage, amazing! And my airport has done a pretty good job of building hangars. Other airports in my area refuse to build small hangars or let an operator do so at reasonable cost. My friend at KEQY-Charlotte Monroe still cannot view the airport's waiting list after asking a dozen times to see his position on the list and KEQY is one of those airports with 60 airplanes sitting on the ramp and two small rows of T-hangars (pic 2), as well as acres of vacant land. If you look at KEQY's master plan that they have to file with the FAA (pic 3), they show dozens of places identified for hangars but if you would ask to build say, a row of them--you would find all kinds of charges, fees, paving, parking and improvement costs, and finally an ownership reversion clause that gifts them to the city in a few years. As a result, 60 airplanes sit out in the rain and sun. In my experience, pilots are passive. There ought to be 60 aircraft owners with pitchforks banging on the doors at the City of Monroe demanding a change but there is nary a peep and I hear that if you have some political influence, you can get a hangar at Monroe pretty quickly. The people get the government they deserve.

This is the mod I came up to keep the ipad holder from flopping around. The notches keep the holder in viewing position (for a right seat pilot) or angled straight ahead for takeoff and landing. I can be raised slightly and swiveled for the pax to look at. Doing it again, I would probably machine a little aluminum block with notches but it was easier to mod what I had before. 3rd pic shows the underside of the armrest. I could have embedded a piece of phenolic in the armrest at the building stage. See pics above for the holder.

Ad and pics for a couple mentioned above: Reasonably priced, I would say. SUPER NICE VARIEZE • $25,000 • FOR SALE OR TRADE • Super Nice airplane like new condition completely restored new custom white paint with chameleon pearl, new interior paint and carbón fiber leather, all plane and egine in exellent condition Continental 0-200 100hp, SMOH: 752. Airframe TT: 569. empty wt 646, max wt 1050, I would like to trade for a light sport pls call or text for more information thank you. • Contact Felipe Gonzalez, Owner - located Crete, IL United States • Telephone: 7735718138 • Posted July 8, 2019 LONG EZ • $35,000 • AVAILABLE FOR SALE • Beautiful Long EZ! 154 TTAF 54 SMOH. Custom built O-290G. Hal Hunt Exhaust and Ram air, Electro air Ignition, Custom interior, Garmin 300XL, Basic VFR panel. This plane is a dream to fly!! Mission has changed and need a short field capable 4 seater. For more info CALL Tony, don't check email much! • Contact Tony Warnock, - located Mobile, AL United States • Telephone: 251-370-4747 • Posted July 8, 2019 I have never flown much in airplanes with a turn coordinator (pic 3) vs. a turn needle but I did not like the T.C. A turn needle is a straight-forward instrument that shows yaw or rate of turn. If the T.N. stays straight up, you are not turning, i.e. wings level (you could be yawing but with rudders neutral, probably not), but a T.C. shows roll as well as turn. If you are bumping around in the clouds trying to keep control with a partial panel, the T.C. seems to react a lot more to inadvertent rolling. I found it confusing. With a T.N. you just needed to keep the needle centered and the wings will stay level. Also, when you are used to flying an attitude instrument, the T.C. looks like it is showing attitude, hence the caution note on the face of the T.C. With a T.N. there is no doubt that you are not seeing attitude so you look somewhere else for it, like the altimeter or VVI. If I had the second airplane I would put in a turn & slip indicator; better yet, a small Dynon or Garmin EFIS.

Got a good ADSB Performance Report today with the Uavionix EchoUAT in the "transponder monitor" (sniffer) mode. To summarize, it does not work to hardwire the Echo to a Garmin 327 transponder unless you are using a _serial_encoder feeding baro altitude to the transponder. My older Trans-Cal 120 was a gray code encoder. Finally!

Another on FB today. $5K for everything. In California. The fuselage looks like it was not stored properly but I suspect it will be OK. I did not see any mouse nests. Here is the link to his pics https://www.flickr.com/photos/182379439@N06/

Seen today on FB. I could not expand the pic to read the N-number