Waiter

I questioned that also!!!!!!!! ALSO, If the Velocity was at a high speed, I would expect to see the debris field from the Velocity more spread out, and farther away from the point of collision. The debris field doesn't support this statement. Waiter

X A LENT :cool: Waiter

You need to test your fuel flow through the entire circuit (through the gasculator) and into the carb Take the fuel line off at the carb, then gravity feed to fill a five gallon can, WITHOUT the boost pump. Make sure you enter these numbers in your builders log. You DAR or FAA may want to see them. Waiter

Everything sounds good (except the feeding the engine with basterdized tank, don't do that) Additional thoughts: 1) Instead of the normal low point strake sample drains, install some El-Chipo ($3.00) ball valves in each of the drains. This will make the draining process a lot easier, cleaner, AND safer. Just connect a short hose onto the valve, open the valve and drain the strake. When your all done and everybody is happy, remove the ball valves and reinstall the sump sample drains 2) When you mark / calibrate the fuel guages, the plane should be on all three, with about a 2 deg nose up deck angle (Measured on the top longerons). You may need to place a spacer under to nose tire to raise it up to the 2 deg angle. This is your normal cruise deck angle. Place a couple heavy weights in the front seat to keep the plane from falling over backwards, AND tie the nose down if possible. 3) While you have fuel in the plane, remove the hose from the carb, run your electric pump and fill a couple 5 gallon cans via the carb hose. Repeat this with both strake tanks. This will flush the lines. IMPORTANT, Check the finger strainer, fuel filters when finished. If there is any debris in the filters, repeat the process until the filters are clean. Waiter

This subject takes on similiar cult followings as AutoFuel vs Avgas, Auto engines versis Certified, etc. So, with that said: Although this may be true, I would suggest that Microsoft is a target because of their installed customer base consisting of 100s of millions of personal and business PCs. I would venture a guess that on personal desktop machines, Microsoft installs outnumbers Linux installs by 10,000 (maybe even 100,000) to one. I would also venture a guess that they outnumber Apple by 1,000 to one. So, I submit, Why author a virus or Trojan for a Linux machine. ALSO, I do occasional Updates to my Linux Firewall to plug security vulnerability. Waiter

Check with your local EAA chapter, Our chapter has a set (582) that gets loaned out to our members. Doing a W&B is also a good "Chapter Activity" guarenteed to get you plenty of helpers. Waiter

Unfortunantly, the standard cowl sucks. It does a good job but isn't very efficient. The numbers TMann provided seem reasonable. The key is to find the intake area that will provide the desired pressure differential at the desired airspeed. In my downdraft design, I'm using 10 sq in per side for the cylinder plenums (20 sq in) and 4 sq in for the oil cooler. I'm providing about 35 sq inches for exit area. These may be to large, but I can always close them down later by placing "lips" on the intake ramps. A Gold Mine of reading on this subject is from the NACA Report documents. Hey, it was your tax dollars at work, so read up on the research. http://ntrs.nasa.gov/search.jsp Try searching "Cooling Drag" Enclosed is one I've been reading throught Waiter 19980214913_1998122345[1].pdf

I would verify three items; 1) The pitch bellcrank and the control bellcrank on the canard, see how this change would effect it. I think it would be OK but you'll need to also verify the counterweights, and the inboard hinge bearing for the elevators. The Elevator tubes would need to be reversed (The left will be shorter than the right, I think) 2) Canopy latch for interference with the stick. 3) Check the Aileron bellcrank at the firewall to make sure there is clearance for the engine mount. You'll also need to fabricate your own bellcrank so it has that little jiggle around the left extrusion instead of the right extrusion. Personally, Unless your left handed, I would seriously think twice about this. You may be solving the problem of being able to write, but when your not writing, your now stuck with having to fly a plane with the left hand which has less dexterity than the right. Waiter

I mention the wing leveler as I consider this mandatory for single pilot IFR. I was on a long Cross country one time and was into hard IFR for about two hours. I was beat, I'll never do that again. The next day, I ordered a NavAids autopilot wing leveler. Waiter

This would be possible, but I don't know of anyone who's done it. Reverse the pitch trim and control bellcranks on the canard. Reverse the instrument panel leg cutouts and control rod holes. (The large leg hole will now be on the right) Move the fuselage side depression for the stick to the left side instead of the right. There may be some clearence issues between the stick and the canopy latch handle. I'd need to look at this more carefully. Reverse the throttle quadrant and stick side; Stick on left, Throttle on right. Move the landing brake lever to the right side Move the Pitch trim control to the right side Move the roll trim to the left side The left console will now be a little larger than the right (they're reversed) Rear Cockpit - Make a new landing brake assembly so it is controlled from the right side, not the left. Reverse the location of the rear seat control bearing to the left side. Reverse the Aileron Firewall bearing location. Rework the wing aileron control tubes, The left wing will now be shorter than the right. This configuration would be unusual and may detract from the aircraft resale value. OR, you could do what most of us do, engage the Wing leveler/autopilot while writing down clearances. Waiter

Why do you need a signed agreement? Waiter

Heres a recent photo of my installation: Waiter

I use the regular straight ones, they're mounted in a similiar fashion. There is a small (3/4) inch hole in the leading edge of the strake, and the eyeball vent is recessed up in the strake. Take a look at: http://www.iflyez.com/LongEZ_Retrofit_APR_05.shtml Scroll down to 10 APR. You can see how I made a small bulkhead that the eyeball mounts to. Waiter

:banana: :banana: YYYEEESSS Waiter

I had a couple "Really Good" runs in my LongEZ. By far the best was while flying into Las Vegas McCarren. I was on approach, mixed in with a bunch of commercial stuff. It started about 20 miles out at about 12,000 ft. so I kept my speed up. About 8 miles out I get a call from Approach; ""Experimental One Echo Zulu, I need you to slow to One Nine Zero, Your overtaking the Lear traffic in front of you." My reply was "Roger, slowing to 190". What I REALLY wanted to say was; SAY WHAT? Approach, can you say that again, and give me your initials and time for the record, and PLEASE, send me a copy of this tape. Waiter

The 51% rule applies when licensing the aircraft in the "Amateur Built" class. What they are interested in; was the airplane built in a factory, OR, by individuals who were doing it "for educational value". Purchasing a partially completed plane is an excellent way to jump start a project, AND. save money on buying new components. If you buy the partial, get photos, building logs, etc. that prove the individual built the plane, and wasn't built by a job shop. This will support you when applying for an Amateur Built Experimental class certification Waiter

You must be a registered (AND APPROVED) user to view profiles. Follow the registration as new user, then post a question regarding EZs. First time posters will need to get an approval from a moderator. As a Moderator, I Disapprove and Delete any questionable posts, i.e Brittney Speers photos, drugs, etc. I also Approve posts that are obviously EZ related. Posts that are questionable, I usually leave for the Administrator to decide. I've seen some real original scheems with original posts attempting to phish for board approval. Waiter

I thought of using that (steel strapping), it would work, you need to secure it to the doors with some way to hinge as the doors move open/close. You could mount small hinges on the ends of the strap. The reason I used the wire, it will fit in a hinge directly. The purpose of the wire is to push the doors open, and keep them from opening to far. Waiter

Here's a couple photos of mine. I did a retrofit. Not quite as eloquent as Lynn's, but functional. Look at 30 JAN and scroll all the way down and look at 1 JAN http://www.iflyez.com/LongEZ_Retrofit_JAN_05.shtml Look at the finished product, 13 and 20 MARCH http://www.iflyez.com/LongEZ_Retrofit_MAR_05.shtml Waiter

The "Nose" is the only thing on the plane that is "freehand". There are no templates or dimensions, just some verbal guidance of "Cut away anything that doesn't look like a nose" Here's a couple photos of a "Nose Job" that gives you an idea of how I made mine. http://www.iflyez.com/LongEZ_Construction_Photos_Nose.shtml A word of caution: Remember, the airplane parks on its nose, so a nice long sleek pointy nose, when parked would be resting on the pitot tube. Waiter

Heres a link for the North Atlantic requirements. It will give you a start. http://www.smallurl.info/?r=30b Waiter

Hey, no problem, I wrote it right after I woke up, so I had to double check to make sure it said what I thought it said, I think. :D Waiter

I thought thats what I said?? Anytime the mixture is "Richer" than LOP, i.e rich. Waiter

I think Voyager used something similiar (or attempted to use them) on its "Around the World Flight". I our air cooled engines, Fuel not only makes things go, BUT, is some situations, it provides additional cooling to the cylinders. This happens anytime the mixture is set richer than "Lean Of Peak". The excess fuel that enters the combustion chamber helps cool the cylinder. Theres a good discussion of this on the CAFE foundation web site. Under these conditions, I could easily see a reduction in fuel burn by using the water jackets. But only if its accompinied by always running the engine lean. (No need to run rich because the water jackets are providing cooling.) Normally, once your cruising, you lean anyway, so you won't recognize any fuel saving in this mode. As far as lower drag - Maybe, the heat from the engine has to go somewhere, and that somwhere is ultimately in the surrounding air. The only advantage that I see to the jackets is the ability to more precisly control WHERE that cooling drag will be placed on the airframe. The only time I provide full rich is at takeoff. Otherwise I constantly lean to get the best lean of peak. MOST IMPORTANT while on the ground. Waiter

I seem to recall this, but it was a LONG time ago. I made my my brackets also, I can't remember exactly what I did, but its not a big deal, go with either one. Waiter