Waiter

I think the number is TWO. BUT check with JD. one on each wing, I'm not sure if you can (should) use the same bearing in the fuselage. If so, theres one in the front seat and one in the rear seat. With that said, You may also consider Delrin and make your own. During my original construction, instead of phenolic, I made all the stock phenolic bearings out of Delrin. After 2600 hours of operation, I still have zero backlash or wear on any of the Delrin Bearings. Delrin has lubrication and wear properties similar to Teflon, but is machinable and thermally stable. Excellent for our application. Waiter

Its a Radio Shack scanner antenna: www.radioshack.com/sm-outdoor-vhf-hi-uhf-scanner-antenna--pi-2103641.html Waiter

These drawings by themselves aren't worth a lot, you can download these from this web site (OpenEZ). The drawings come as part of a set of plans. A complete set of original plans seem to be getting anywhere from $500 - $1000, depending on condition. If this is a project that someone started, you may consider selling the whole project (plans, parts etc) as unit. Projects sell for the approximate value of the parts when purchased new, Of course this depends on the age, quality, etc. etc. My question would be, where are the plans? These drawings belong with the plans. Waiter

VHF Scanner Waiter

LongEZ Waiter

1) yes. You need to adjust the rudders and you should be OK. NOTE: some people has a tall torso and short legs, This may be a problem if your one of these! 2) I pay about $500 for liability ONLY. 3) yes, BUT - You really need very hard, very smooth, short grass. Turf conditions can impact your takeoff performance to the point that takeoff is impossible. 4) ALWAYS get a prepurchase, Although its impossible to inspect the structure, if you see quality on the outside, odds are real good you have quality on the inside. 5) yes. I don't know what a container goes for nowadays, but you may even consider having someone (or yourself) ferry the plane. Waiter

did you "Burn in" the new brakes? The brakes pads need to be subjected to heat to cure their internal epoxies and harden the liners. Here is what I do after I install new pads Do a low speed taxi with the brakes moderately applied, as they start to fade, release the brakes and continue taxi very slowly to allow them to cool. Repeat with a medium speed taxi (10 - 15 kts), the brakes moderately applied, at the first sign of fading, release the brakes and continue slowly without applying brakes to allow to cool. Repeat one or two more time at a Higher speed (30 - 40 kts) (I'll do this on the runway as a high speed taxi test) The brakes should now hold firmly at full throttle. Waiter

Edge 513; You nailed it. What were we talking about before this thrread got hijacked? Waiter

TMann; Are you a certified rigger?? I have a backpack I need to get repacked. Waiter

Didn't you say you got hit by a meteor, thats why the wings fell off?? :-) (Hey speaking of Meteor, I stopped out at Meteor Crater last Thursday, WOW, That was Awesome.) Waiter

Satch; I used to own a company that worked on civilian aircraft ejection seats. I was probably my own best competitor, as I would literally try and talk my customers out of a hot Ejection Seat (ES). ESs require extensive maintenance, training, and most of all Security. Governments (USAF, ARMY, MARINES, NAVY, ETC) have no problem with this and are very good at it, However, Most Civilians are not willing to make this investment. Ejection seats offer significant advantages in their ability to separate a pilot from a fuselage thats breaking up in flight. But if your not participating in the high risk flying, then the costs and risks of the ejection seat are simply not worth it (IMHO) The only place that I could think of were average Joe blow would benefit from ES or just a parachute would be flying over rough terrain. If the odds of surviving a forced landing are very poor. In this case it would be advantageous to "hit the silk". Waiter

I think this thread got diverted: Generally not. If I have a passenger, They are wearing a chute, sometimes I will also, most of the time I won't. (When I do a charity ride, I get them all dressed up in flight gear, parachutes, and everything, its part of the show) A parachute is not required for the pilot, only a "Non Crew passenger" If you have a chute and want to wear it all the time, go for it. I find them heavy and uncomfortable. As Marc points out, the likelihood that most pilots will ever be in a position that they would need it, AND BE ABLE TO DEPLOY IT, are very, very remote. Parachutes are great for four types of flying: 1) Formation, 2) ACM, 3) Flight over rough terrain, and 4) Flight Testing unproven aircraftt or maneuvers Notice I left Acrobatics out, if your performing approved maneuvers in an approved manner, there is no more risk than straight and level flight. The following may seem a little morbid, but these are my observations from several fatal accidents I've had the opportunity to assist with the investigation. Formation and ACM bring with it the risk of high energy collision. Keep in mind that when a fuselage breaks up in flight, the pilot generally breaks up with the fuselage. If your still in one piece after the collision, your conscious, and the structure is not tumbling or has trapped you in the debris, A parachute would obviously make your day. ( When you land, you better buy a mega millions lottery ticket, because this is the luckiest day of your life) We don't have access to the coroners reports, but most of the fatalities from mid airs are a result of trauma from the midair and subsequent breakup, and not as a result of the debris striking the ground. i.e. these people were dead before they knew what happened. Of the scenarios that I've seen described so far, Gus would most likely have benefited. I was one of the two EZ drivers who participated in the accident investigation and viewed the debris first hand. The report that I submitted to the Mexican government indicated that the aircraft impacted the water inverted, with zero forward airspeed, (i.e. inverted deep stall) CONCLUSIONS If a pilot is not comfortable flying without a chute, get one, keep it maintained, and wear it, they have my respect. Whats that saying, "An ounce of prevention is worth a pound of cure" Waiter

Exactly what I would do! Waiter

Blades airfoil shape and angle of attack are generally optimized for a specific aircraft speed, power delivered to the propellor, and propeller RPM. This airspeed, RPM combination is the most efficient point of operation for that particular propeller Example, my Great American is optimized for a 160 hp engine that is turning the propeller at 2800 RPM and traveling at 175kts. My MT is optimized for the same 160 hp engine that is turning at 2300 RPM traveling at 165kts. If I turn up the MT to 2700 kts, my max speed is about 170 kts, If I turn it up even farther, say 2800 RPM (Don't Tell MT I did this), the speed now starts coming backdown, 167 - 168 kts. *********************************** VERY IMPORTANT, BUT OFTEN OVERLOOKED. For this example, I'm running a standard Lycoming O-320 thats rated at 160 hp at 2700 RPM (at sea level), burning 10 GPH. Power output for this engine is fairly linier between 2300 and 3000 rpm. roughly, 10 hp per 100 RPM. What this means is this: Full throttle at sea level: With the MT prop, spinning the prop at 2300 RPM, the engine is producing 120hp. As such, the fuel burn will be approximatly 7.5 GPH for an airspeed of 165 kts. With the Great American, spinning at 2800 RPM, the engine is producing 170 hp. As such, the fuel burn will be approximatly 11 GPH for an airspeed of 175 kts. Waiter

Hans, I seen that photo a week ago with the pods mounted on the strakes. The pod instructions have you mount them on the wing. There are six attach points; 2 on the upper leading edge, 2 in front of the spar cap, and 2 behind the spar cap. The aircraft in the photo may have had to alter the mounting points a little, I would bet that he installed four of the hard points on the strake (leading edge and in front of the center spar) and two on the wing (behind the wing spar). Perfectly acceptable. You can review these instructions on my web site at: http://www.iflyez.com/Placards.shtml scroll down to BAGGAGE PODS, its a PDF file. Waiter

O-320A1A - 160hp Waiter

If I have a passenger with me, there is no need for extra fuel, as I generally limit legs to about 3 - 4 hours MAX. The front seat is very comfortable, you can stretch your legs, or pull them back and sit with your knees in your chest. A lot of moving around and sitting exercises can be done in the front seat. However, The rear seat occupant is stuck in the reclined position and cannot extent or stretch their legs; The Rear seat is comfortable for about 1 hour. The second hour you start to get fidgety. The third hour is restless leg syndrome. The fourth hour your willing to do ANYTHING to get out and stretch your legs. If I'm by myself on a "Long" cross country ( When I say Cross Country, I mean "Across the Country") I'll install the rear seat tank. This gives me 25 gallons and extends my range so I can easily make San Francisco to Detroit, non-stop in 10 - 12 hours. If I have a passanger, I plan on stopping about every 3 hours for gas, food, and streach leg break. This trip will take about about 16 hours. Waiter

I remember this one. This guy tried to do a roll without adequate airspeed to complete the roll and fell out of the top while inverted and to close to the ground to recover. \ NTSB report http://www.ntsb.gov/ntsb/brief.asp?ev_id=20001212X23487&key=1 Waiter

I think your referring to the IVO. This is due to the clamping scheme that Ivo uses to retain the blades. Mr Ivo will not sell his prop to you if it is going to be attached to a Lyc on a pusher. However, There are many canards flying with MTs. Velocity even recommends them on several of their models. Waiter

Not to be a smart A$$, BUT, Look at the pilots weight also. If the pilot is 10, 20, 30 lbs overweight, this has a significant impact on aircraft performance. Watch those calories (fats, sugars, starches, etc). It will not only improve the aircaft performance, but also the Pilots. Waiter

STRAKE WINDOWS Windows in the bottom of the strakes give the GIB a view downward and help reduce some of the claustrophobia. I don't have any specific photos, but if you look around on my web site, you will find many views of the windows in my strakes. I notice a couple on this page: http://www.iflyez.com/LongEZ_Retrofit_DEC_04.shtml CS Prop EZs that are equipped with a fixed pitch (FP) props are in almost every case, optimized for cruise speed. With that said, in almost every case, a fixed pitch prop will show higher cruise speeds then the same plane equipped with a CS prop. HOWEVER - The CS prop will blow the doors off of any EZ in every other category :-) Runway Performance - Takeoff and landing on runway lengths or surfaces that would require a flat bed truck for the FP EZ. Climb Performance - Maximum engine HP can be delivered at all speeds. Letdown Performance, - Slowing the plane down for descents and landings is easier with the CS. Cruise optimized for high speeds at lower RPM i.e. I cruise at 165 KIAS at 2300 RPM. With my Great American, I would cruise at 175 KIAS at 2900 RPM. My MT cost just under $10k, this was complete (including shipping) ready to bolt on, with controller, brush slip ring, etc. Waiter

Sorry if you feel irritated, I was simply extending the point that you eloquently made, except I applied it to the other end of the spectrum. I thought you chose your words admirably, and I felt I couldn't come up with any better, only change a couple verbs. I bet we can both agree, there are idiots who don't know diddly squat and need to be lead by the hand, AND, there are idiots that think they know it all, and if you don't believe it, just ask them. I believe most of the posters on this forum fall somewhere in the middle. Waiter

ALSO; casting newbs as competent and safe and being able to think for themselves is plain wrong, AND, possibly deadly. Waiter

The only problem I had with the canard was at a air show where I was displaying my plane: I left my plane unattended for a while while I got something to eat and checked out some other planes. When I returned, I see a family of five taking their annual family photo while sitting on my canard. URGH!@#$%$# I have since made up several placards and I bungee them to the canard whenever I leave my plane unattended (airshows, flyins, overnight on the ramp, etc) i.e. "Rules for looking at airplanes", "Moving a LongEZ" Goto my web site : www.iflyez.com Look under DOWNLOADS / PLACARDS & MANUALS. SIDE NOTE: Of greater danger is the pitot tube. This will get kicked, bent, and broken by people walking on it or hitting it with their foot as they walk around the plane. I replaced the plans aluminum tube (after it got broken off) with a piece of 3/16 stainless tube. The tube has survived many collisions, I can't say the same for the foot. :-) Waiter

Very Nice :-) Waiter