Terry

I have looked your web site over carefully. If only more people would check things as well as you have. I think you have overlooked one consideration, Headsets. I have been in a Cozy and a Velocity and the the extra room the Velocity gives in sideways headroom for you headsets is significant. The Cozy is very cramped with headsets on. I also had a Vari-Eze and that was a bit tight with headsets. I am not big, 5'7" 190# but I will take my canopy out to the longerons when I build. Go find a Cozy and a velocity, get in, put on a headset and close them up. Better yet get a ride if you can. My 2 cw. Terry

I have a unused set of vari-eze wing fittings if you are interested. I think the new price back in the late 1970's was about $300.00. Make me an offer. I also have a set of vari-eze wing cores.

Have you tried the Cozy Girrrls? http://www.cozygirrrl.com/aircraftparts.htm

For the gravity flow test to be valid the the outlet of the hose must be at the level that it hooks to the carb. if it is lower it will give a false higher flow rate.

Here are some weights that I believe are accurate. The Lyc 540's that weigh 500+ # are angle valve and turbocharged and include the weight of the turbo and exhaust system to the turbo. TCM Weight Range Horsepower O200 190 100 O300 268 145 IO360 290 – 300 180 – 210 O470 378 – 410 235 – 240 O470H 495 240 IO470 426 – 432 250 – 260 IO520 417 – 431 285 IO520NB 478 285 IO520P 400 250 IO550 421 – 450 300 LYC O235 243 – 255 100 – 125 O290 230 – 251 125 – 135 O320 243 – 283 140 – 160 IO320 250 – 276 150 – 160 O360 254 – 301 168 – 180 IO360 261 – 277 180 Parallel Valve IO360 288 – 324 200 Angle Valve O540 356 – 375 235 – 260 IO540 373 – 389 235 – 260 Parallel Valve IO540 414 – 444 290 – 300 Angle Valve

Not exactly a glowing endorsement for the counter jumpers at the Cessna service centre who failed to recognise what should be a fairly common part. Don't be to hard on them I don't think that valve has been used since 1985 so unless they have been in the trade a long time they won't know. This valve rarely needs any attention and most people I know don't take their old airplanes to a Cessna service center, most are to frugal (cheap) and get their local mechanic/engineer to take care of it. Does baffle me why no part number on it though. Many parts of that vintage had the part numbers ink stamped on them and that tends to disapper over time. This is a much better valve that the plans valve. Rebuild Hint: After you are done rebuilding the valve and leak checked it, DO NOT blow compressed air thru the valve "to make sure it is clean". You will likely dislodge one of the seat o-rings then you'll have to take it back apart. Been There Done That. If you ever get to the USA look me up. I'm always at Oshkosh.

Look in the parts book for an early Cessna 172. It looks just like the valve in my 1956 C172. You should find a parts break down in there. If you can't find it I can send you a parts list after I get home this week end.

Under the spar forward of the firewall MIL-H-6000 will work well. Aft of the firewall in the engine compartment use AEROQUIP 303 or STRATOFLEX 111. with the proper fittings ACS & WICKS both carry one or the other. Other hose might work but this is known aircraft stuff that works. Where is Crothersville IN ? I am in Three Rivers MI

That valve is out of a Cessna. Bad news a new one is over $1000.00. Good news 99% of the time they can be rebuilt for about $20.00 in parts. If you can't find somone to do it for you PM me I can do it.

It would be interesting to see how they mounted the gear. I have some ideas on how but it is always interesting to see others ideas. Do you know these people? Can they be contacted?

A gravity feed fuel system works with a "both" postion (Cessna 172). A fuel system requiring a fuel pump will suck air if you try to feed from two tanks when one is empty(Piper Cherokee).

At the risk of being blasphemous, has any one considered an aluminum landing gear such as the Grove Aircraft Aluminum Landing Gear? It would seem that properly executed it could be put on a 0 deg angle at cruise and eliminate any gear creep or brake heat problems.

I have read many times that the Long-Ez cruises with about a 3 deg nose up attitude. Has anyone thought about increasing the wing and canard incidence by3 deg to compensate? However so slight, this would improve the over the nose visibility and slightly reduce the rotation speed. Any constructive thoughts are welcome. I know,I know, changes cost time and money. This would be my 3rd EZ the first 2 being Vari-eze's

I have also seen the dipole type antenna mounted on landing gear leg

For a VHF nav just use a splitter. Many GA airplanes have only one nav antenna and use a splitter for the second nav and glideslope. For the VHF com there are RF switchers but they are not common. Back in the Vari-Eze days before the Long-Eze, RST had a com antenna with a built in balun. It was mounted on the floor at the back of the air brake torque tube support and the element was run up the back of the front seat and used a foil "X" on the floor for a ground plane. I had one of these in my Vari-Eze and it worked well. If RST no longer makes them I think I have one or two that I'll likely not use. This is a good reason to put in that second antenna even if KNOW your not going to need it. Some one else might.

The vari-eze fuel system details can be found in Canard Pusher # 18 Terry

I have them at home but I'll not be home until the 21st. Pretty simple though, it has an imperial valve mounted on the firewall actuated by a torque tube in the right arm rest in the front seat. The mains are hooked together and it has a small aux tank in the space above the spar. The valve selects Main, Aux and Off. Terry

Steve All those numbers and letters can confuse. Some of the differences are things as simple as the type of mags. It is a good idea to print a copy of the data sheet from the feds. It has much useful info such as oil pressure and temp limits so you don't have to guess. A direct drive overhaul manual and a parts book for your engine would also be good to have. There is a lot of info in them. According to the TCDS, the B3B has the later larger prop attach bolts so a later flywheel with a bigger pulley may fit your engine. Check with your favorite overhaul shop. Terry

Steve Here is a link to the type certificate data sheet from the FAA for the O320. http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/7bfb5a7ace53d4c486257085006e9e7b/$FILE/E-274.pdf The O320E2A has a dynafocal mount. If your data plate shows O320E2A you have a wrong data plate. I am the Tech Counsler for my EAA chapter and an A&P/A.I. I have seen several engines with wrong parts for the model. This is not saying you don't have a good engine but if you think you have one engine and in fact have some thing else you are going to have a lot of headache when ordering parts and accy's. I would be more than happy to give help and advice if you want/need it. e-mail me at 1956ce172 at gmail dot com and I'll give you a phone # if you want. Terry Brokaw

I have much left over stuff for a Vari-Eze I can help you get started real reasonable on cost and some hard to find items like the wing attach fittings. email me terrybrokaw at myrual dot com. Terry

I have the B&C starter on my O300 in my Cessna 172. I am very happy with the performance of this unit. Consumer Aviation rated the B&C starter higher than the others but it costs more. As an A&P and Tech Counselor, I have recomended B&C products on many occasions and have yet to be sorry. I have no experience with the Sky-Tec.