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N1966Z

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Flying Information

  • Flying Status
    flying daily

Personal Information

  • Location (Public)
    Houston/Bangor/Bagdhad
  • Occupation
    Union Pipewelder
  • Bio
    ..Once ate a dead chicken

Project/Build Information

  • Plane Type
    Long-EZ
  • Plans/Kit Number
    986

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  1. Gianmarco, what's the cool headset your wife is wearing? I wonder if it would be good under the close canopy of the EZ. I am worried about scratching plexiglass with my headset. No, I did not notice the similarity between your plane paint scheme and your wife's blouse, never looked. well maybe just for a moment. Robert
  2. Yes, plane is for sale, Thanks for sayin' that it looks awesome, actually it's quite homely, outside of the engine compartment. Left personal asthetics for the next owner. Am selling because I am working out of the country for a year and can't take it all with me! But I can make my titanium exhaust and small parts for the next plane, and bring them back. Am very impressed with the responses from the Barnstormers ad, got some close offers, and one that I passed because I don't want to be responsible for the new pilot's demise. Plane #2 is the Long Ez turbodiesel, will be done mid 2010. Like you, I am also running an Ivo, 2 blade magnum, ground adjust. But I have it maxed out on pitch, and still overspeed on runup, I need more pitch. It drags the wheels on dry pavement) Also liked my old Performance prop:) , and may simply go back to Lydick for a bigger pitch prop. I was in Berne in 2001, loved those open faced sandwiches with salmon and fish aspic. And the blonde female guards in the airport with machine guns. Sincerely, Robert
  3. Hi Gianmarco, looks like fun. Salmon eggs or red blood cells? What are you running for a prop? I am learning about props, and am having a lot of trouble trying to get enough pitch. I also like the Dynon EFIS and am considering one as I do not have/want a vac system.I don't know how to import photos, but you can see my plane, google Barnstormers long Ez rotary Sincerely, Robert
  4. "I don't care what you think, as long as you're thinkin' " Hi Gianmarko, please accept my apology for starting the whole war on "snowmobile engines". Rotax has come a long way from those days, but don't think it'll push an EZ. What kind of canard do you have the rotax in? Checklists..I'm 50 years old and still learning from my mistakes. Last week, I took off without latching the canopy on my EZ. It popped up open 2", at 50' above the departure end of the runway. A thrill! It is not possible to pull down hard enough in flight to even budge it towards closing. Fortunately, the little, thin spring safety catch held while I came back around and landed. I wonder what would have happened the backup catch did not hold, and the canopy had opened fully in flight. Bottom line, If I had used the checklist, this never would have happened. There are a bunch of other things on that list that could bite me, too, and the speed brake is one of them. My ability to remember these tasks is not as good as it was when I was 20. But my ability to read and follow directions is as good as it ever was. Please consider adding another item to your preflight check, fuel vent. It is most easily done by keeping an 8" length of rubber hose with your fuel sump cup, and use it to huff into your fuel vent, whatever form that is. PLEASE don't tell me you omit the fuel sumping and physical verification of fuel level. I learned this trick from a high time fellow pilot in Maine who went down in a Cessna in the mountains 2 hours into a trip. The FAA found he had a mud dauber nest 11 inches back in the fuel vent tube under the wing (visual check in preflight didn't help) . Surgeons surgically peeled back his entire face to do reconstruction on his skull and jaw....I have used his tubing trick for years now and 3 times found Cessna fuel vents plugged, and once on my EZ. None of these blockages were visible, and the problem manifests itsself well into the flight. A friend here dented the wings in on a fuel injected Grumman, sucked in by vacuum with plugged vents. No accident, he SAW the wing thing in flight and landed! For what it's worth, I hate the damned checklist too. But it's back in the plane. Sincerely, Robert
  5. Hi Mann,My engine hasn't skipped a beat in 40 hours, but this is too short a time to develop any history. Better to ask Tracey Crook, who has done as much to shape the future of experimental as any man. The exhaust and plugs look clean. Starts and runs like my Toyota. Other rotary pilots told of cooling problems, so I put extra effort there, and have had no heat trouble. Am using TWM induction, Atkins manifold, Microtech fuel injection which I had tuned by a really sharp guy, Ari at RX7.com, and I think that has helped as much as anything. At the urging of my IA Bob Wagstaff at K&W aviation, my plane often gets a cowl off checkup, but we really never find anything, add a bit of chafing gear or zip tie. It is my understanding that most failures are with the systems, not with the rotary its self. My future plans are bladder tanks with internal pumps and redundant ignition, and I have a prototype for a new titanium hydraulic nose retract that weighs less than a pound, runs on engine oil pressure (duh, got pressurized fluid available). I am selling (turned down a close offer this week)to begin the new plane, turbodiesel aircooled Ez... and yes, with pistons!I live in Texas and Maine, and the trip in the old Cessna was unbearably long. Ez is really the only good option I see for future trips. I have had 2 engine outs in 1,200 hours, both in certificated planes, and both were caused by my error. So chalk one up for certificated. It is interesting to note that in both cases the planes did continue to fly, and did not "fall down out of the sky". All the time I have ever flown vfr in anything, I was either taking off, landing, or looking for the next available place to put down in case of engine out. Am presently trying out an Ivo ground adjust magnum prop, but my friend Teal and I are having the same problem, still not enough pitch.I am maxed out on pitch adjustment, but still am blowing past rpm at the start of takeoff roll or during runup checks,(drags the tires on dry pavement) altho it does taxi at lower rpm, climbs much better, and has some increase in top end. I do miss my Clark Lydick prop and feel he has the quietest smoothest prop I have flown, and great communication. I do know there is some element of risk in all this. But my trade is Union pipewelder, and I have seen some good men die under horrible conditions at work. I do the best I can to keep my plane up and fly safe, but if God calls me home I'm ready to go. Fair winds and following seas, Robert
  6. Hi Gianmarco, thanks for sharing your experiences on flying with avionationized auto engines. I feel your concerns for my safety are sincere. But I wonder how safe you are flying an airplane with an aviationized snowmobile engine. I would also like to encourage you to develop the habit of preflighting your plane before every flight, as is the custom here. Part of that preflight for both certificated and experimental planes is to check for loose bolts and oil leaks. Here, it is not legal to simply gas up the plane and fly away,as you describe. A pilot could be held criminally liable for negligence in the event of an accident. I did like your comment, light, cheap, or reliable, pick any 2. That statement seems to be the undeniable demon in aviation through the ages. My two seater is ifr, cruises around 200 and 6.5 gph and I can get a 0smoh replacement engine for under $3,000.and the completed plane weighs in about the same or 25 lbs lighter than comparably squipped Long Ezs. I wish you a long and enjoyable flying hobby! Sincerely, Robert
  7. .......That IS me on Barnstormers, guys. Now at 32 hours, no squalks except replaced oil cooler, I had bent it in building, it developed a small leak 4 days ago. Robert
  8. Hi Beagle, I also need a nose job, can you sell me a copy of plans, Thanks, Bob Mencl
  9. Hi I have a Clark Lydick 3 blade currently on my ez, 60x69 Great cond, SAE2 am going up in pitch. 750.00 Robert Mencl 281 839 4953
  10. Wow? After reading this thread I wonder if I should pull out my rotary and replace it with a Lycoming...I finished my 13b repower in Long Ez 1 week ago, flew avg. 2 hours/day with no squalks in the first 14 hours, and found the EZ easy to transition into with little help but the POH. On the first flight, got up to pattern altitude at the end of runway on takeoff, and throttled back. Thought the engine had died due to lack of sound and vibration. Advanced throttle and rpms came back up, it was alive afterall... I'm just tired of changing cylinders, cleaning plugs,and timing mags, and vibration. MY plane starts and runs like my car.Thanks to Tracy, Terry, and Clark Lydick, engine swap was easy, I took half a year off from work to do it,have had NO cooling issues even in 95 deg. Texas heat.I suppose all the naysayers are chomping at the bit to be pallbearers at my funreral when it kills me. Have begun construction on my next plane, 3cyl. turbodiesel EZ and I suppose that will have some naysayers, too.Bob Mencl N613NC
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