gilbert drieux

Hello Patrick, I machined myself my own wing fittings 30 years ago, per plans. No difficulties. Stainless steel + Aluminium ? Will occure "electrical" corrosion ? I'm not certain; but pay attention . I fly my VE, with a Lyc O-235 + light starter + Gary Hertzler prop. All is ok. Gilbert. VE 1736 F-PMPZ @ LFPK (France). Regards.

Hi, Try : Doug Hurd <doug.hurd@uc.edu> And : FlyingTiger <tiger@telis.net> They fly their VariEze @n1400 lb. Both in : http://groups.yahoo.com/group/canard-aviators/ canard-aviators@yahoogroups.com <canard-aviators@yahoogroups.com> Be carefull. Gilbert.. VariEze Lyc O-235 F-PMPZ @ LFPK / France

Hello Borris, I fly a VE too; Lyc 235 powered. Gary Hertzler prop (very nice!). Currently no wheel pants (planned...) Same bafflings as yours/WTJohnson. CHT ok (single #4 probe; 3 other received from Wicks few days ago; will be installed this week-end). >>Cruise is 187 if I really push it, most of the time 2650 rpm at SL will yield a >>cruise of 170+ mph. How many galon per hour at 17O mph ? Regards. VE F-PMPZ @ LFPK

Migh be NTSB investigators made some confusion on VE vs LE.......I don't ear on sump on VE. If a sump is used, under passenger thigh support, the issue to provide it w gas from wings' tanks while descending still exist..... Just a little time more before shut off.... (own many galons in sump / gal per hour => few minutes... ) I'm not in hangar today : What is the sump's WL, and the carburator fuel intake WL ? Difference is certainly less than from wings' tanks; and that is the fuel pressure !.... (Whitout pump). The pump give security ...... as long it can get fuel from any tank.... (or sump). Regards. Gilbert.

I fly my Lyc O-235 VariEze as per plans. No electric pump, no sump (? What is it in VE ?). You MUST select fuselage tank while descending (nose down attitude), as low gas level wings tanks cann't provide gas to gascolator in this attitude. Read Section II, and VariEze Owner's manual Section IV of the VariEze Manufacturing Manual. Regards. Gilbert VE 1736 F-PMPZ @ LFPK (France).

Thank you Mike, A lot of lb to save..... I'll investigate here in France, to get data for Jaribu 3300. I know that one is flying here in a LE. My question was also related to Lyc 290 & 320 in a VE. Less changes from an existing O-235 installation ? Regards, Have a nice day. Gilbert

He Terry, Bad situation , BUT.... I mean a recovery/salvage can be performed. 30 years ago I machined myself thoses wing attaches. Not so difficult. Here is my suggestion ==> with a conical milling-tool rework manualy the cylindric holes to correct conicity. Per plans : Pins taper are 5° (10° included), SIN (10°) = 0.1736 Pins diameter is 1" at maxi (conical), Total Wing attach tickness is 0.625" That is to say that diameter difference from top to bottom is (0.625 * 0.1736) = 0.1085" (= 2.76 mm), very few. 0.0592" on radius ! This diameter increase will not decrease the attach resistance/strenght. Make new pins, according to larger diameters in plates. Don't worry w 125 000 psi; it's easy to get in mechanical shopflors. My suggestion is to not use tapped pins, all 4 the same, drilled, and use longer bolts w nuts. (so I did) Have to use "larger" tubing for WA-7 (may be not....). That all can be performed manualy "in situ" (MUST BE...) They are 4 assemblies: 2 on top and 2 for bottom. Each one will be reworked inependently, but all parts together, that is: (WA-1) + (WA-3) + (WA-1).To facilite job, it's helpfull to remove WA-3 from wings..... New pins have to be available first, to "lock" first hole as soon as milled to proced to second.... (not mandatoty, but safer...). Plans are in section I page 6-17. Conical milling-tool : 10° (included) suggested. Slightly more is possible (I'm 13°) according to avalaibility.... Avoid less, as you can get an "auto-block" cone system !....... I hope that can help. Regards, Gilbert, VE f-PMPZ @ LFPK.

Hello Lynn, Waiter, What are the changes in engine installation ? (from a Lyc O-235 I fly now). Engine mont, Nose ballast, w/wo starter? etc... What is the wheight (sure not 1050 lb.!...) w two guys + gas ? Takeoff and approche/landing speeds @ gross-gross wheight ? Regards, Gilbert. VE Lyc O-235. F-PMPZ @ LFPK

"I think I might have to redo my W&B as the plane has had several "changes" since I last weighed it. " Good. Ailerons' tarvel is in Aileron addedum. CHT #4 : In green arc now ! 350-375°F @ 120kt, 2300 rpm, MAP 23". Ouf .... 400-420 on climbout; After hard air cowling leak beating (too large apertures in under cowling sides' for ailerons' rod and winglets' cables "clearance" !. ...). I try to check pressure delta from top (low) to bottom (hight) engine, but extra airspeed indicator I used doesn't work correctly. 'should change the lines or "sensors". Seems to be 110 mph / 6" H²O..... To be verified more..... Now waiting for 3 other CHT probes w rotary selector, to monitor what the situation is on # 1 to 3 cylinders head. I'm intersted in your coming additional info. Regards. Gilbert.

Hi, During first test flights all was ok, 150" canard, but CG in range (for 150"). A bite aft, but in range... No modification to the airplane. Realy none. ?? But me ? My body weihgt was 20 lb less than for initial flights ! And that was a big change..... Now corrected w 140", etc.... Out of topic question : What about your #4 CHT ? After baffles mods and mods.... I get today 400/420°F. (was far more... ). Are you satisfied w yours ? Regards. Gilbert.

:yikes: Check your CG !!! I had the same "more adverse yaw" feeling.... resulting from an aft CG position VE + Lyc O-235. The plan doesn't want to turn easly to the the left !.......... So, I cut Canard from 150" to 142"; add ballast in nose, change automotive alternator to SD-8, to get CG in First flight CG range, and all work nice now. I can get you more details if required. Feel free to ask privatly more details. Regards, Check actual CG position Gilbert. VE F-PMPZ @ LFPK / France

Sure ! It is an error. He does mean "Pusher" version ! Rutan wrote there is no probleme to use stock Tractor O-200 on a VariEze to ... PUSH, as on the VariEze axial forces are very low. Far lower than for seaplanes. No requirement for specific pusher version ......

Same explaination in this message from Spodman <<Choosing a length for the canard>> :

You read that in : VariEze Manufacturing Manual Section IIC - Lycoming O-235 Engine. Second edition. Page 37 of 39. Modification of the canard. You ask : "cut the canard about4" short from original measurement my guestion is if its from overall dimensions or 4" from each side " Answer is ==>> 4" off each tip. Original canard is 150", and is shortened down to 142". The purpose is to ""move aft 1.2" allowable CG range. It is equivalent to adding 15-lb weight to the nose at FS-5"". Section IIC dixit. "The canard trim to 142" span lowers the allowable pilot weight about 30lb. If the air plane were originaly designed for the O-200 with alternator, the canard would have been 142" span. etc........" "If you know you are going to use an O-200 or a Lycoming O-235 and your weight is less than 180lb, go ehaed and trim it now, before your paint job. Same goes with A75 engins if your weight is less than 150lb." Do get this page for more details. As far as I know, in France all canard are 142", to get more aft CG range. I fly a varieze O-235 powered with this 142" canard. I first fly it with at 150", but was close to disaster.......... Do get this page in US and read it for better explainations. Regards.