mfryer

Sorry to hear that. We here in the Northwest havn't been very well off either. They sent some folks at the Seattle Greyhound station to a local shelter yesterday. Whole bunch of flights out of Seatac canceled as well.

Looks like it might have a good canopy and nose gear as well.

Interesting. Still a lot of grey areas. I agree there are some cans of...

You should read the other recent thread. That is clearly not an approved maneuver!

I don't know who are all you are including in this group of techies, However I have been "BUILDING THE DAM AIRPLANE!!!", for a little over a year. I agree that the TERF-CD is readable. Also at this time I think with prefab cores available the templates are almost not required. However, having a set of updated plans available, either through TERF or other sources would be of great help to me, and others who may decide to start there own project.

I still think it would be wise to avoid any OCR or any verbatim copying of words and text. If someone has a good grasp of any particular step, it should be written in there own words and any plans updates or improvements should be included, in there own words. This next suggestion might offer to much confusion, however folks might even think about re-numbering or reordering the chapters. Perhaps an education of composite construction including some of the newer techniques could be published as a separate document. Then the plans would start with an introduction, bill of materials, suppliers and bulkhead construction starting chapter 1.

Whats parts are missing? You can probably get a new strut from Feather Lite. E-Mail: fthrlite@pacific.net Could you post photos of the other parts that came off? I am interested in seeing what failed.

I am not sure what you mean by planet None. ??? Anyhow I agree that Marc's response was perhaps a little more hostile than necessary. Now I have come to see, over the last few days that this is his style of communicating. However, that being said, I do see that he has provided perhaps a reality check, that we should make sure that this is all above board and legal. I do not think that any one here is advocating steeling another's intellectual property, rather that the effort is put forth in improving upon the documentation available for everyones benefit.

I stopped using latex from the start because I just didn't like the funny latex odor. Vinyl gloves did not hold up to solvents, so now I only use Nitrile. I have also found that my hands itch after long layups, however I believe that is mostly due to sweat building up under the gloves, particularly when it is warm. for long layups I like to switch to a new pair of gloves after a while and take a little break. I second the wish list item, shop apron, shop jacket or coveralls. I have now far to many shirts with epoxy stains.

Ok, first of all, I wish to thank you for your assistance in helping me and others understand these issues. Your insights are deeply appreciated. It was not my intention to claim that the CP's do not address the deep stall issue, rather that at this time of my post yesterday, I did not recall reading anything that might address what my friend mentioned, that the Long-EZ was susceptible to Deep Stall. I have gone through all the CPs on the TERF CD, albeit rather rapidly. Reading PDFs on a PC is far from ideal for me. I intend to print them in there entirety and go through them more thoroughly. I will read through the CPs you listed tonight to get on top of the subject. My friends comment to me about the Long-EZ was directed at the design of the aircraft. Indeed, he was telling me that there was, or is, a major design problem with the Long-EZ in particular, that makes the Long-EZ susceptible to a deep stall and perhaps required a major design change, ie main wing airfoil etc. It was that statement that surprised me, or rather I was skeptical about because I do not recall any such major design change to the Long-EZ in the CPs, or even in this forum for that matter. That point is really moot because I do not know really what he was referring to and I regret even bringing the subject up here without more specifics (I don't think he really knew what he was talking about). QUOTE=Marc Zeitlin]I don't know who the "he" is that you're referring to, or in relation to what. The VE first tried wing cuffs and then eventually went to the vortilons for low speed issues. The "he" I was referring to was my friend,. I will submit that perhaps I have said something stupid here, however if you know of anything stupid I have done with my aircraft, please let me know right away. I admit that I am a novice at this and therefore I am building my plane as close to plans as I can.

Mark, Thanks for the insights.... So is that not the same function as the vortilons in the canard plans? Also now that you mention deep stall I am reminded of a conversation a while back that I had with an old pilot friend. When I mentioned that I was building a Long-EZ he said that that design had a problem with deep stalls. Now I have not heard that, or ready anything about that in the CPs. It is my understanding that the Long-EZ is supposed to be stall resistant. I do seem to recall reading something about a mandatory change for the Varieze calling for installation of vortilons on the main wing. Is that perhaps what he was thinking about?

Interesting. So let me ask these: Does the lower winglet reduce wingtip vortice, thus increasing lift? if so, then, for those folks that use a blended winglet, or omit the lower winglet, would it have a lower lift wing, increasing the AOA? If so then I would think the higher AOA would result in greater drag. So then, does the lower winglet make for a faster craft?

I agree, what I really like about the fein tool is that it is very controlable. If you just take a couple of minutes to check out the different blades you should not have any problem.

I wonder if that fellow has a few bull dozers itching to draw x's in his shed..... Anyhow, can the county legaly ban certian classes of aircraft? Doesn't the FAA have a say in this? What happens if an experimental needs to make a precautionary landing? This is just not a good direction. Those folks in the region that see the media making mistakes like the one mentioned above should speak out about it. No matter what the subject, when local news outlets bungle the facts it just grates me. They need to held accountable for mistakes (the corrections are never as exagerated as their inacuracies).

It is important to allow enought time for large layups. Dont forget to allow a little extra for the after layup beer!

I bought a Chicago angle grinder from harbor freight about 7 years ago, and while it has kept working, it is defiantly not a quality tool. The on off switch barely works now (it is hart to turn OFF), it rattles like the bearings are cheap and it is just plain low quality. However, the tool was very cheap and it does keep working, so I think it was a good value if even if it is low quality. I am of mixed option on tool buying. On one hand, there is nothing worse than a tool breaking down when you need it most and after you have spent money on it. On the other hand I don't like spending big $$$ for a tool I will seldom use (obviously not the case with the Fein). I am glad you are willing to guinea pig the Harbor Freight Fein knock off for the rest of us. I would like also to see the Dremel version. Hopefully the other tool companies will follow suit and put out some other versions that are not quite so expensive as the Fein.

Yeah, they didn't report on anything from the NTSB or anyone else that might explain the cause of the accident, except perhaps the attitude of the aircraft upon impact. The bit about the seat belt was sort of interesting though. They spent more time talking about the guy that found the FAA certificate and cash.

Yeah, they didn't report on anything from the NTSB or anyone else that might explain the cause of the accident, except perhaps the attitude of the aircraft upon impact. The bit about the seat belt was sort of interesting though.

I will second that. I just finished mine a couple of days ago. Really fun sculpting the shape.

Generally speaking the Varieze does use a smaller engine (continental o-200 vs. Lycoming 0-236) I'm not sure about interior space, I think the Long has a little more panel room. I believe the Vari and Long have about the same cruise speed, however with folks putting larger o-320 and o-360 engines, the long might be a little faster. The Long in Long-ez stands for long range...... Others will probably smack down a couple of my answers, however I really cannot see any reason for someone to choose a Vari over a Long these days.

Although not in a canard, I had a somewhat disturbing experience once on a solo training flight. Just after taking off from Olympia I climbed up to about 700 ft AGL. After I began my crosswind turn the windshield fogged up in about 3 seconds. I was on instruments for about 10 seconds until I realized I could still see out the side window. I used the cabin heat to defrost the windshield. After one touch and go low clouds to the east of the airport started to build up. I asked for a full stop and the tower suggested I fly patterns on the west side. After one more touch and go it looked like the clouds and fog were rolling in from everywhere and I called it a day. 20 minutes after shutdown the whole area was covered in fog. It was defiantly a starling lesson in dew point/temp spread not to mention decision making. I let the controller peer pressure me to continue despite my instinct to end the flight. I guess my point is that the windshield fogging up like that was not a good situation from my stand point. Does the NACA vent provide an adequate means of clearing the canopy?

Epoxy (many anyhow) will break down without a UV barrier. I suggest you test a piece with a few coats of marine varnish. My kayak was like glass after a few coats of West followed by a few of varnish.

Hey all. It's been a while since I posted an update here, so.... The elevators are now fully glassed. I am getting ready to order some parts from the CGs soon so I will be able to mount them (no! the elevators you fool!) . I have also cleaned up and painted a used worm drive assembly I purchased from a fellow Canard Zone member (thanks!). http://flyingbackward.blogspot.com/ Flying Backward

Wonderful!!! It's good to know there is one more Open-EZ builder out there! I look forward to seeing your progress.

Having the main gear just in front of the prop might not be the best idea. The landing brake can offer some protection from things the nose gear might kick up, but a main gear in the center could throw debris right into the prop. Interesting thought though.