MikeD

With the advancements of x-plane 12 and the marketing hype of vskylabs Long-ez (https://store.x-plane.org/VSKYLABS-Rutan-Long-EZ-Project-30_p_811.html) is there any anyone on the forum that can give an honest review of the handling characteristics of this sim?

Looking for a propeller to fit on a O-320 B3B (160 HP) SAE 2 Flange with 7/16 bolts. You may have a used one hidden away in your workshop. I'm located in the UK.

Tagging on the back of this topic because I'm interested in what's out there for a Long-ez fitted with a Lyc O-320 B3B (160 hp) that has 7/16 bolts. I have a Silver Bullet (65 x 78) but my max static is only 2135 rpm.

Steve, Could you e-mail me regarding Long-Ez parts for sale. Unable to contact you through forum. MikeD

Brilliant... just the information I was looking for. Many thanks.

Are there any resources for the Atkinson fuel sight gauge window markings on a Long-Ez without having to add fuel a bit at a time and marking it. I know this is the most accurate way but I'm trying to avoid doing it at the pumps or decanting it 🙂 Photos or measurements would be most welcome

I have temperature 'wafer' (ring type) under all four (4) BOTTOM sparkplugs. I figured this would be the hottest place so the safest place to get the temperatures.

Thanks, I will take note of all those facts.

Thinking about it logically, I need a suitable method of ground testing before first flight. Did you do any ground testing, if so what method/equipment did you use?

Once again thanks, that's the kind of information I'm looking for. Now it has to be tested in flight. Mike

Thanks very much for the info, it looks like a sensible way to go. I'm trying to evaluate or get a rough idea of how the downdraft setup is compared to the updraft layout on the Long-Ez. I've attached some more photos that show the downdraft with exhaust augmentation setup, it's basically sealed between the top cowl inlets and cylinder plenums. The inlet and outlet area was calculated or rather taken from numerous technical articles on the subject. As you can see from the previous post, the augmentation is working. Mike

Long-Eze (New build and testing for first flight) Lycoming O-320 B3B Cooling configuration: Downdraft with exhaust augmentation. Instrumentation: MGL Xtreme EFIS with four (4) "K-type" thermocouples on bottom plugs Done some engine testing today in calm conditions and 21 deg C, I had been told of someone testing their downdraft cooling by placing some wool strands in from of the inlet to check if the exhaust augmentation was effective so I thought I'd do the same. (See attached photos: The photos show that the pieces of cloth hang down when engine stopped. With engine at circa 900 rpm the cloth is being sucked into the inlet with some force.) I started of with an engine run without top cowling to check for leaking etc. Run the engine for 4-5 minutes at circa 900 rpm, the CHT reached about 160 deg C (320 F). Second run was 5 minutes later (engine had cooled down a little bit) for 10 minutes at circa 1100 rpm, CHT reached 216 deg C (420 F) and Oil temp at 90 deg C (194 F). I stopped at that point. Question: How does this compare to other LE's with the conventional (updraft) cooling set-up? Bearing in mind that I was stationary and there wasn't any wind. I have been told that the conventional cooling requires you to start moving the aircraft quite quickly.

Kent, Many thanks for the very informative reply, it's really helped me to move forward. I have already changed the engine mount extrusions when installing the new engine mount frame I purchased from Cozy Girls. I will be looking at the main gear attachment angles with a view to modifying at the earliest opportunity. Mike

Long-Ez Gross weight with Lyc O-320, electric nose gear and electric brake. Weighing in at 1005 lbs. The POH Second Edition dated October 1981 specifies a max landing weight of 1325 lbs and a max take-off weight of 1420 lbs (with conditions). Pages 53 and 54 performance figures show data for 1400 lbs gross weight. Searching the CP's I notice that in CP32 there is a note saying 'CAUTION CP is the latest and best information. If we put information in the Canard Pusher, it supersedes the information in the plans, and is the correct information to use'. Then I found the following for the Long-Ez: CP32 p12 Gross Weight 1325/1425 lb CP33 p10 Gross Weight 1425 lb CP35, 36 and 39 p12 Gross Weight 1425 lb The 'Light Aircraft Association TADS' in the UK show a max weight of 1325 lbs but I'm not sure if their data is up-to-date. Could someone enlighten me with the latest figures or a reliable link to any POH that may have been issued after 1981. I'm about to do battle and want to be sure of my facts. MikeD (UK)

D. deSosa I have just sent a PM regarding the prop extension to you. Regards MikeD