Waiter

Updraft cooling pressurizes the lower cowling. The lower cowling area will then be at a higher pressure then the cabin.

Any leaks in the firewall, and lower cowl air can seep into the cabin. Also, holes in the centerspar (wire routing through the center spar to the wing) can also be a path for lower cowl air to get into the cabin.

ALSO - if you have a heat muff, the muff should be plumbed to use outside air rather than engine compartment air.

Waiter

Jason;

Let me be the first to thank you for your service.

The EZ is definantly what your looking for, You may try to contact Dave Orr, he is the "Keeper of the List".

He charges a small fee, but he has the most complete list of EZs out there.

Oh Yah, Maybe we can install a little hardware on this EZ, to make your deployment a little safer!

Waiter

SATURDAY

I started heading down there on Saturday morning. I got about 10 minutes away from TDZ and noticed my fuel flow was below normal. Fuel Pressure was OK. I turned on the Boost pump, immediatly seen an increase in power and fuel flow. (Fuel Pressure still OK)

HHMMMM - I decided to turn back to the airport.

The fuel flow continued its slow decline along with the corresponding power decrease. I started looking at roads that would be good candidates, just in case.

I made it back and landed, but noticed a significant decrease in fuel flow.

SUNDAY

I looked at the fuel filters, they looked clear and clean.

I drained all the fuel (autofuel) and refilled with 100LL.

A short trip around the pattern, everything was OK (I didn't have time to fly longer)

Not sure if this is Auto fuel ralated or not.

MONDAY

I just chated with Don at Airflow Performance.

He told me there are two additional very fine filters on the system, and these may be blocked from very fine fiberglass dust that could have gotten by the normal fuel filter.

One is on the Servo unit itself (built into the fuel supply fitting) and the other is pressed into the Fuel Distribution spider.

He also said that burning Auto fuel isn't a problem (vapor point, etc etc), but keep in mind that it also has a lot of varnish. He recommended starting and stopping the plane with 100LL to reduce/eliminate any varnish buildup. (good idea)

I'll look at the filters this weekend and keep you posted.

Waiter

Whats the Wx looking like.

It looks like there might be a one day reprieve on Saturday.

Waiter

how did you maintain currency during the 4 1/2 years of the rebuild?

I'm a little rusty, and my reactions/thinking is a little slower. Its getting better now that "I'm back in the Saddle Again":cool:

Waiter

All that said, I've taken off at Palo Alto, a 2400 ft. strip, with 1/2 fuel and two people and used less than 2000 ft. on an 80F day at SL

Exactly. I used to operate out of PaloAlto all the time. An O320 LongEZ is no problem, An O235 requires a watchfull eye, and an O-200 VariEZ needs to be very carefull.

Fortunately, the 50 ft obstacle for PAOs runway 31 is the Dumbarton Bridge, about 10 miles north :-)

Another major factor for Takeoff Performance is Crosswinds. The need to apply brakes during the takeoff roll eats up runway. I once stopped at Corona for fuel (They had the cheapest fuel anywhere), After I landed, I decide not to buy any fuel. I'm glad I made that decision. I use about 2500 ft of the 3200 for my takeoff roll.

Waiter

Inside the strake, It sounds like the vent tube is in the middle and is below the fuel level when you park nose down.

You might get an inspection mirror and see if you can see the end through the fuel cap. You might luck out and be able to cut/bend the tube so its toward the back of the strake and above the fuel level when you park nose down.

I have two vents in eact tank, one toward the front and one in the back. This is also a safety feature in case one of the vents becomes plugged.

Waiter

age doesn't make you old, regrets make you old!

Cris, Your a Philosopher

Waiter

Looks very good,

Waiter

I start getting cautious when the runway length gets down to 2500 ft.

Of course this depends greatly on engine HP, Propellor, aircraft weight, and Pilot Experience.

A 1600 lb LongEZ with 160 hp can easily consume 3500 ft.

Waiter

Very, Very nice.

Waiter

Welcome Ronny;

If you can fly a C-172, you should be able to fly a LongEZ.

You'll find that the EZs operating envelope is different than the C-172.

i.e. Takeoff and landing speeds will be about 15 - 20 kts faster, Takeoff and landing distances will be substantially longer. Landing technique will be different (No stall landings in the EZ)

The controls will be a little more responsive.

The interior noise is about the same.

Visibility in the EZ will be AWESOME!

Fuel burn in the EZ will be greater, be careful.

Using the plane for travel is realistic, i.e. San Jose to San Diego is about 2 1/2 hours by EZ, 4 1/2 hours by 172, or 7 - 8 hours by car.

Waiter

The 10 kts can be attributed to a combination of drag reduction retrofits;

The retractable main gear, downdraft cooling, and nose gear doors are the three main reduction items.

Waiter

I just published a short report on my web site regarding the performance after the retrofit.

http://www.iflyez.com/LongEZRetrofitReport.shtml

I want to thank LimoEZ for the photos he took at the pancake breakfast at Port Clinton.

Waiter

I think the references to the "Finer Screen" are what I installed originally in the strake, not finger strainers. When I built my strakes, I used a fine mesh (40 per inch???) screen instead of the "Window Screen". I would caution anyone else using the finer screen to make sure you supply plenty of screen area, to allow fuel passage through a partially plugged screen. Also mounting the screen at an angle will allow any sloshing of fuel to help clean the screen.

The Airflow Performnce system I installed during my retrofit has a very fine mesh "Filter" that should protect the injectors and servo.

Thoughts - If there is ever enough crap in the fuel to plug both strake sump screens, this amount of crap would have easily plugged the carb filter and fouled the carb venturi. (or, clogged the fuel filter and fouled the fuel injectors)

Waiter

When you wash it off with the fuel stream, where does -it- go?

 

Nowhere, it stays in the strake. If its soluable, sooner or later, it will desolve to a small enough particle and will go through the screen. Otherwise, it stays in the strake.

NOTE- I seen a small leaf one time (How in the heck did that get in there?????), that s the only time I've ever seen anything on my screens.

Waiter

The stuff I used was very fine, I want to say 40 weaves per inch (I think).

It covers the entire corner of the strake, I would say 4inches by 4 inches, and its at a slant. The slant allows it to self clean.

You can also see it (well, before I installed the retracts) through the fuel cap. Prior to refueling, take a look at the screen, then when you refuel, point the fuel nozzel at the screen to wash it off.

Heres a photo of the screen. You can see more strake photos on my web site;

http://www.iflyez.com/LongEZ_Construction_Photos_Strake.shtml

This is a brass screen that is used on shallow water well pickups to keep out sand. Check McMaster-Carr.

Waiter

Cut the outer skin and do as much of the foam work as you can.

When your ready to cut the inner skin, I used a hole saw, and just kept a vacuum claeaner on it to get as much debris as I could.

Then vcuum out the strakes with the small hoses.

Waiter

Use a fine mesh brass screen (the kind they use on water well heads to filter out sand) over the sump hole.

Vacuum out the strakes, Use a 3/4 garden hose duct taped to the vacuum, To get into the smaller areas, I used a 3/8 aluminum tube about 2 ft long taped to the 3/4 garden hose.

Waiter

Landing an EZ from the back seat is, well, EZ.

I transitioned to EZs in Gordan's (can't remember last name) O-320 powered LongEZ in Livermore Calif in the mid 80's. He had a throttle in the back seat, but no rudders.

If a full control landing is needed, obviously, you would want throttle, rudder, brakes, and nose gear control.

However, in an absolute emergency, the only thing I need in the back seat is a stick, and a way to kill the engine. i.e. kill the engine when your at High Key (overhead arrival), then dead stick around to land on the runway, you won't need brakes if the nose gear is retracted.

(I have an Ignition Kill switch mounted under a safety cover on the headrest/rollover structure. This switch can be reached from the back seat. I also use the switch whenever I'm working around the engine. I can see the switch in the raised position and know the ignition systems are disabled)

Waiter

So far, So good.

I'm in the middle of Harvest, so I'll play it by ear. (That was a pun, Get it, Ear of Corn, get it??)

RR is about a 2 hour flight from up here in Ohio, so it will depend on Weather and harvest.

I plan on leaving here (TDZ) about 10am, should be there about noon. I'll need to leave RR about 7pm to get back here at 9pm.

Hopefully, See you down there.

Waiter

Dynon also includes firmware upgrades for free.

The firmware upgrades often add new features, i.e. the current version is 5.1. Upgrades over the years have included; a DG Display screen, GPS information and data enhancement on EFIS, Autopilot, Internal Data Recording, full display sharing (The EFIS can display EMS pages and vice versa), etc,etc,etc

Waiter

Congradulations;

Some my best building memories are when my daughters helped with cutting, mixing epozy, (Looks like pancake syrup), and just "Helping Dad"

Keep it as light as possible, and you'll be very happy.

Waiter

Very good, now get out there and get it finished :cool2:

Waiter

Phil,

Thanks for stopping by to visit the project. Was the low pass fast enough for you?

How'd the rest of the trip go?

Waiter