Lifessamsara

G'Day to all Australian Canardian fliers and builders, There has been talk around the hangers and builders garages about what a great idea a local fly-in would be, so, I'm putting it out there! I believe to keep it simple and just get as many people at one place at one time would be a great achievement, so I'd like to gauge how much interest there is to support such an activity. Initial thoughts are that it would be somewhere in Victoria (Mangalore, Ballarat etc) for builders and fliers. Interstate canard would be greatly encouraged, and who knows, a prize for the longest trip in (WA, North QLD). Additional activities could be organised if people are interested (spot landing comp', swap meet etc), but as stated above, I'd just like to get a gauge of interest and start the wave of motivation. The year is racing to a close, so my initial thoughts are for sometime early next year (Australia Day long weekend?), but once again, post your thoughts. Very keen to see response to this thread from interstate canards, so let's see if we can get a better turn-out than Cowra. Cheers, Bruce.

Great work Joe, It's great to see your project come to life! At this rate it will transition from project to being an aircraft sooner than you know Cheers, Bruce.

Which PSRU could you bolt onto it, and would it run on AVTUR?? A wet weight would also be useful

Glad to hear that all is working out well Chris. Looks pretty nasty from what we see ok TV here. Any word on other Tx based Canardians? All the best mate, Bruce.

Thanks Gent's. I have also found quite a bit of info' at the Vansairforce forum on this system. Cheers, Bruce.

Hi all, if anyone has knowledge of the Electromotive TEC II Engine Management System being used on a Lycoming, could you please send me a private message. Additionally, if anyone is aware of any connection between Electromotive and the Electroair Electronic Ignition system. Cheers, Bruce.

I recall seeing a picture of this over a year ago. Does anyone know how the trials with this configuration actually performed? I'd be interested to know. Cheers, Bruce.

Did you record it onto a HDD so you could put it on Utube o email it to me in Australia? Cheers, Bruce.

Thanks for the advice Tom.. Unfortunately the brass vents wont come out without being damaged, so I can't remove the desicccant crystals. I will just try the oven at 70oC and see how I go. Thanks anyway, Bruce.

I have an O320 that will sit for some time before being fitted to my LEz project. The spark plug desiccants appear to be expired. I understand that they can be dried so to speak by placing them in an oven for some period of time. Can anyone advise whether this is correct, and if so, how long at what temp' is suitable (without melting the plastic cases). Additionally, is there any way of confirming when they are recycled ready to be fitted again visually? Cheers, Bruce.

Great idea Drew, count me in. I'm flexible as to where so just post where and when. It will be good to meet a number of the local EZ group. I'll bring pic's of my project (which is sadly still in storage until I get a suitable construction area. Cheers, Bruce

Isn't the W120 being installed into commercially marketed aircraft now? It's been developed over the last 10 years and has even been placed successfully in a Longez (Bill Allen). I'd say it was a quiet achiever of the aviation diesels that is low risk. It is a complete firewall fwd/aft solution off the shelf. I dont know whether they are developing an engine with enough output for a Velo + size aircraft however. Bruce.

Dave, I believe the tape is commonly known as either Aliminium or Zink tape. It is on a roll like 2-3"masking tape and has an adhesive back. It is quite easy to work with. See http://www.kangourou.com.au/adhesive_tape.html for a pic'

Hi Dave, looks nasty but Chris has you sorted. If you need a hand, call the local point of contact for the SAAA and find another Canard or composite chap to help you out (have sent details to you in a private message). When you get back to Melb'give me a hoy and I will lend a willing set of (not very experienced) hands to help you with any repairs. Melb' is currently experiencing high winds as well. It appears that it will be windy for the next few days at least, mostly strong northernlys at the moment. Bruce.

Fair call Mars. So back on topic........... let's look at what we know about the root cause so far. A fuel line was compromised leading to fuel under the cowls with hot exhaust... Further discussion about the best possible ways to avoid fatigue in the rigid fuel lines please? Good mounting, use of appropriate fuel line material, appropriate placement of flexible lines etc. Next point; if there is a fire under the cowls, early positive detection methods. I've heard of fire detectors being devised of twin twisted pairs of wire (if there is a fire, the insulation is burned away and the 2 wire short making an alarm signal) and someone using the bi-metalic thermastat from a tumble drier to indicate elevated temp's (what is the margin of difference between a heat soaked engine and a fire?). An aerospace (aviation) fire wire system would be nice, but quite expensive I expect? This works by a fine metal tube having a fine metal wire running down the center insulated by a dielectric. Once a predetermined temp is reached, the dielectric melts and conducts, thus shorting and raising an alarm signal. This 'firewire' typically does a loop around the engine bay. From Jack's accounts, the standard Cozy and LongEz firewalls are of a suitable design so that we would not encounter Jack's experience with fire in the cabin. Thicker fiberfrax an/or use of SS or titanium in place of alumiminium for the heat shield is a consideration. Smoke is still a possible issue, so close consideration needs to be made to all points of entry through the firewall and how well they are sealed, and with what. Anyone know what the pressure delta is between the engine bay and the cabin in flight? Should consideration be given to a suitable overboard vent to produce the function of a smoke door (to evacuate smoke from the cabin)? One last point, fire needs 3 elements (remember your fire training sessions?), oxygen, heat, and fuel. If all 3 are present even after dumping the fire bottle, there is a chance it will re-ignite. Any solution to extinguish a fire must effectively remove one of those 3 elements. There will still be high airflows through the cowls and even halon will be dispersed at that rate after a minute or so. I'd say the initial focus should be on resolving the root cause, and then suitable fire detection (no false alarms due to non-fire elevated temp's alone). Nobody wants to shut down a functioning engine and take immediate 'fire onboard'' emergency procedures due to an over temp' engine bay. We are blessed to still have Jack with us, and that he has been so clear minded and open to share his assessments. Let's make the most of this learning opportunity for the best of the whole Canard Community. Separate threads as required on specific topics? Cheers, Bruce.

So Spod-Mister, when are you starting your project??

I'm the proud owner of an EC Cutter (with the attachments) as well! Spod, I went for the carbon pattern instead of the Red/brown as displayed in your pic'. Drew, I will have to make time one weekend to drop by and check out your Cozy fabrication facility. Cheers, Bruce.

quite interesting Spodman, where did you see that reference. Link please?? Bruce.

Spodman that is a great score! Do any of you know if they will effectively cut kelvar as well? I hear it is a bugger to cut. I will shoot off after work to pick up a pair if they can cut kevlar. Cheers, Bruce.

Yes Hennie, the weights will be the interesting aspect for all of these new oil burning hopefuls! I think 180 HP will be enough for a LongEz Bring it on! Bruce.

Comments to date are all reasonable, however I do wonder if there is another issue greater than flexing and cracked paint. Survivability has popped up in the threads a couple of times over the past couple of years. It seems that the LongEz does have a characteristic for the nose to break off in an off field landing. This leaves the pilots legs to flap about like rags. Does this topic also bridge this issue? Comments please. Cheers, Bruce

G'Day, If required to ditch an aircraft, do attempt to assertain the direction of the lines of swell. The aircraft should attempt to land along the line of the swell as crossing the swell, or on an angle to it, will create a situation where the aircraft may fail structurally. If at all possible (difficult without any thrust) attempt to touch down on the crest of the swell as the aircraft will settle on the back of the swell. As outlined in the P3C Orion Flight Manual (or words to that effect). Just my 2 bob's worth. Bruce.

Thanks Drew, and yes, when I have it out of the temporary storage situation where I can do some work. In the mean down time I am attempting to get my ducks in a row with pre-planning, hence the request for the Davenport templates............. anyone? Bruce.

Hi all, I've recently purchased a LEz project and intend to replace the old 'original' nose. After looking back through a number of CSA and CPs and talking to a friend with a LEZ, I've arrived at the conclusion that the Bob Davenport nose might just be the thing for me. Does anyone know where I could source a copy of, or gain access to (loan?) a set of drawing for the Bob Davenport LEz nose? Any leads of assistance would be greatly appreciated. Feel free to contact me off line via a PM if you prefer. Cheers, Bruce.

Is there any substance in the theory that the dihedral Canard reduces the wash over the strakes/wings and therefore reduces drag? Bruce.