Delta Mike

The link to the EZ image archive works if a / backslash is added, however, the image links do not work. Who are the administrators for EZ.org? Names, e-mails, phone numbers... We gotta get the Squadron Site back up'n running. Delta Mike

EZ.org is a sorely missed website. When will it be back? Delta Mike

Hey Big Steve, For what it's worth, thanks for starting the post. There has been good info in this string pointing to good deals on tools at Coastal and Harbor Frieght.

Consider using a Xenon / HID (high intensity discharge) light for the landing light. Pros: Twice the brightness as a halogen, for 2/3 the wattage (and heat) 20 times longer bulb life than a halogen (that pays for itself right there) They come in all shapes and sizes - search HID lights on the web Cons: They require a voltage module which adds a little weight cost is ~ $200 for a set of bulbs and modules

Hey Test Pilot, If you are interested in seeing a Long EZ that was bought "in flying condition" just this May you can take a drive north to Durango and check out mine. "In flying condition" is a relative thing. I picked mine up in Coeur d'Alene and flew it home to Durango with the owner - after having it "thoroughly" checked out by a "EZ expert / FAA advisor". Just for good measure I had another EZ expert fly out to Durango and test fly it for a final thumbs up. Well, I got a thumbs down, specifically because the engine was not generating enough horsepower. Turns out the O-235 was a lemon, the intake valves were leaking on all the cylinders, which led me eventually to a top engine overhaul. One thing leads to another and now I'm redoing the electrical system, the firewall and firewall back fuel system, the baffeling, instrument panel, throttle cables, throttle body and air intake, and a few other things. So she's been in the hangar for the past 5 months - though I set out specifically to buy an airplane that I could start flying. There are a lot of things to learn by just getting into it. You're welcome to come and see my bird with the firewall off, engine out, panel and electrical removed. I'm about to start putting it all back together. David Orr is a great resource, however he is not able to provide any kind of guarantee for the airplanes on his lists. You will need an EZ expert to check out your potential airplane. The difficult part is that it will cost $1000 - $1500, and at the end the prognosis may be that there is something lemony about the plane. In my experience, two names to trust for checking out Long EZs are Burrall Sanders (craftsman@freeflightcomposites.com) and Bill Ortell (ezeflight@charter.net). Sounds like Zetlin would be a good option too. Best of luck, project just like you have described

All four cylinders are in the repair shop right now. They were all leaking at the intake valves using the solvent in cylinder test. Apparently the Lycomings are pretty sensitive at the full power end to leaking intakes. The blowback through the intake pipes must mess up the distribution or something. It also turns out there is no problem putting in higher compression pistions. There are some differences with the low compression cylinders, like non-tapered, non-nitrided walls. The repair shop said that would not be a problem, except for possibly higher oil consumption, which he said was good for the rings anyway. I'll put out a post when everything's back together.

Hi Kent, The airplane is new to me, so I have to figure out what to expect from it in its new home. For starters, I expect to get at least 2400 static at this elevation. The butterfly valve in the carb is opening up full, thorttle arm fully against stop. Any knowlege on putting L2C pistons into a C2C?

Hi all, I am looking for knowlege on fixing an O-235 power problem in a Long, and I think the Canard Zone > Flying > Engines > Lycoming forum is too buried to get visibility. That said, what advice is there on finding and putting in different pistons to a low compression (6.75:1) O-235-C2C? This particular O-235 is on a Long-EZ in Durango, and with a Great American 62x62 prop it is unable to generate more than 2250 rpm static - rated takeoff rpm is 2800. Engine TSMOH is 870 hrs. Several things were done to try to improve power: 1. New plugs 2. Tested all leads - OK 3. Adjusted valve clearances to spec (0.008" - were ~ 0.013" all round) 4. Tested fuel delivery / replaced fuel filters 5. Replaced standard air induction with ram air induction with oversized K&N filter 6. Checked Mags, reset internal timing / E-gap to spec 7. Installed LSE Plasma II to bottom plugs All of these changes brought static rpm up to about 2270 rpm Compression checks showed the #4 cylinder at 66/80 with leak through the intake valve. #1, #2, and #3 all read ~76/80. #3 also leaked intermittently through the intake going to 66/80 depending on which way the prop is moved during the check. Taking off the valve springs on #4 showed about 1/16" end play at the tip of the intake valve, indicating worn intake valve guide. Removing the piston showed the intake valve was not seating on about 30% of the circumfrence. #4 and #3 cylinders are going to the shop for intake valve guide replacement (and whatever else they find out). I am considering topping all four cylinders and putting in at least some 8.5:1 compression ratio pistons, like the -L2C model. At Durango's typical density altitude even the 9.7:1 compression ratio will only give 93 ponies at full rpm. For those of you still reading, Where is a good place to get the pistons? What options are there in pistons - 5 ring vs 3 ring, forged vs cast, etc? What are some pros and cons - do the intake or exhaust valves need to be replaced, or are they all the same for all of the O-235s? Who else has done this type of change? Feedback will be much appreciated, the bird is in the hanger. Delta Mike