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youngmic

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    17
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Personal Information

  • Real Name (Public)
    Mick Young
  • Location (Public)
    Perth
  • Occupation
    Pilot

Project/Build Information

  • Plane Type
    VariEze
  • Plane (Other/Details)
    VH-EZP

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  1. G'day All, Hope someone might be able to help me out with a couple of question regarding my Vari-eze. The first one relates to oil temp. Does anyone know a good product to wrap the 0-200 oil tank in so as to raise the oil temp. Presently I am seeing around 155 F and it is just not hot enough to assist in vaporising condensation. As a result and following a period of the engine being inhibited I discovered a LOT of sludge and varnish in the sump. Some of this is attributed to the 4 years in storage with Phillips Anti Rust Oil in the sump but much is attributed to the prior 3 years of infrequent use (25 hrs/yr) generally comprised of 3 or 4 flights. Previous to that I had been up around the 125 hrs/yr for 8 - 9 years and when the sump was removed it was ok. I have now been reunited with my bird (no wasn't in prison just a job location precluded access) and will once again get the hours up around the 50 - 100 p/a. However I would still like to get those oil temps up around the 180 mark so insulating the tank is the go, just what best to use. Anyone else been down this road? Second question. I am not the original builder but have owned this machine for 16 years and the roll trim built into the R/H wing has recently expired anyone know what it should be replaced with? Thanks Mick
  2. youngmic

    Low rpm

    Norm, So why did you not ask him/her these questions. It may have escaped your notice, presumably you've been to busy researching thoroughly what your doing, but the O-200 cylinder heads are screwed on. If the leakage is so severe that it is the cause of 400 RPM loss at the top of the RPM range and top of the horsepower curve, I would be most suprised it could be hand started, let alone idle properly.
  3. youngmic

    Varieze

    Norm, The SB that your looking for is; MSB 94-8A and ref. also to AD 96-12-06. I made the comments you seemed to have taken exception to based on this. You stated: Yet your very first post stated; Your comment; That alone starts ringing alarm bells! You stated; Because of what you stated at post # 24; Where I referred to "type" I meant aircraft not person, sorry if I confused or offended.
  4. youngmic

    Varieze

    Norm, 24 degrees BTDC won't get you into trouble but may not be optimal. Originally the setup was for 28 degrees but this led to some cylinder head seperations so it was set back to 24. However depending on what serial # is on your cylinders you may go back to 28. When you state; This is true enough but some of us will also see it as our risk too, for if you fall out of the sky it reflects poorly, whether rightly or wrongly on the aircraft type which is already met with a degree of skeptism by many aviators. Also the RAAus may begin to wonder why they have allowed such a type to creep onto their register, thus spoiling it for others. When I read that you've made a set of replacement pins without knowledge or understanding, I worry. When I read you are test flying an unfamiliar aircraft without a CoA with a known engine problem, I worry. When I read you have rebuilt 100's of old car engines and the O-200 appears to be a piece of cake by comparison, I worry. So please be careful about what you do, the VE is a fantastic little aircraft but it's not a type to be flipant with. Forgive me if I sound a bit hard line on all this but there have been to many fatalities in this neck of the woods with sport aircraft in recent times. To much confidence to soon with this type of aircraft is not a good recipe. You have a great resources through this site and others, the CP (Canard Pusher) articles, and local owners/LAME's , use them all, they're/we're here to help. Safe Flying Mick
  5. youngmic

    Varieze

    The only confidence I have in mechanics is in their attempts to extract large amounts of money money for second rate workmanship, that's with other than aircraft, and so I do my own work. With aircraft it is such a small industry that even a little research will tell who the good and bad overhaulers are. With the depth of specific knowledge required to overhaul an aero engine it is worth having a LAME on board either over seing and advising or doing it. For an example when you've aquired your "aircraft timing light" what advance will you set for your particular engine. Tip it's a little trickier than you might think.
  6. youngmic

    Varieze

    G'day Norm, EIS/EMS = Engine Indicating System/Engine Management System ie. an instrument which measures an array of engine parameters, MaP RPM Oil T&P Volts/Amps, CAT and most useful multipoint EGT/CHT. Not quite sure I view buying a 2nd hand aircraft the same as 2nd hand car, and as to the degree of simplicity or accessabilty of the O-200 making it a "piece of cake"...mmm...seems history tends to favour the simple things that owner builders over look that brings them to grief. Be careful, your actions effect us all. Full throttle 2750 RPM @ 8500' around 130 IAS/153 TAS @ 450kg
  7. youngmic

    Varieze

    G'day Norm, Yes VH-EZP is hangared at SEN. Your comments attributed to the previous owner sound odd to me, if his engine suffered a 400 RPM drop surely he would investigate the issue. If not I doubt he's on the level, and to sell it that way is questionable. He claimed that closing and opening the throttle would rectify the problem, maybe for ice but that is clearly not the issue, maybe for a crumpling scat hose or other failure in the induction system but you've checked that out. Could I guess be a host of other issues but it all sounds a little bizzare. I don't suppose you have an EIS/EMS fitted, would certainly help with diagnosis. G'day Patrick[/b Some years back there were 11 VE's and 19 LE's in Oz haven't heard of any being written off and including Norm's there has been at few additions to the numbers.
  8. youngmic

    Varieze

    G'day Very Easy, I see you have listed your location as Perth WA and I am wondering why you haven't (maybe you have) contacted the local resources with your problem. There is a local fellow at Jandakot who is both a VE owner/builder/LAME and also an engine overhauler with considerable knowledge on all facets of the VE. Your static RPM does sound a little low, mine pulls about 2450 static but I can't off the top of my head recall the pitch (not at home at the moment). Your IAS of 120 sounds comparable to mine given your static output. It sounds very much to me that you really should bring a LAME in on your engine problems at least, dead sticking a VE won't be the most fun you can have I'm happy to swap out your prop for a trial if you can get your aircraft to SEN sometime. Regards Mick
  9. TMann New-ish I guess. About 800 hrs on the VE in the last 10 years. My comments on urethane foam stem from experience/knowledge gained working in a commercial sailplane maintenance facility for 2 years + ownership of the VE for 10 years. I stand by my comments!
  10. Edge 513 Actually they're aren't, and mine which is a fairly well built version and always hangared and 21 years old is testimony to the fact. Others will no doubt confirm the fact that the GREEN urethane foam is a less than an ideal product from a structural perspective. Hence it wasn't used after the VE except for non structural sculpting, ie. nose section of the LE's for example. TMann That would have to be one of the most stupid pieces of advice I have ever read. Mate, with an attitude like that your going to kill yourself, please fly on your own!! The inspection I refered to would take about ten minutes and is easily performed. This very simple inspection could mean the discovery of an unairworthy aircraft or confirm its airworthiness. It may also highlight pre-existing damage, as it would appear that Bill is new to his machine and this inspection may well have been overlooked in the pre-purchase inspection. Just stop and consider how structualy sound an airframe would be with significant delamination around the nose bulkhead/canard attach area of the fusealage.
  11. Bill, Just a side note and you may have already done or know this, the green foam used in the fuselage construction is a horrible product and easily given to delamination. After a solid drop on the nose it is not unreasonable to suspect possible delamination on the sides and underside of the fuselage. Have a good look over the full length of the fuselage, a bit of tap testing with a quarter as you go wouldn't hurt. Probably be fine but doesn't hurt, it really is an awful foam used in the fuselage. Mick
  12. Yes I must do Oshkosh, keep getting prompts from mates to do it, maybe in the next 2 years. Regards Mick
  13. Thanks again Terry, Looks like your on the money, I spoke with my old engineer on the east coast of Australia and he confirmed it as from a C172 and is sending a seal kit. My present engineer in Perth Western Australia is unavailable. Not exactly a glowing endorsement for the counter jumpers at the Cessna service centre who failed to recognise what should be a fairly common part. Does baffle me why no part number on it though. Regards Mick
  14. Thanks Terry I had a suspicion that it was out of a Cessna, but oddly it doesn't have any part numbers, serial number, or anything for that matter stamped on it. I dropped into a Cessna service centre yesterday, the service desk guys just gave the standard look and comment "no part number, no idea". I will go back and try and speak with an engineer out the back, they may recognize it. If I continue to run up against a wall I'll PM you some detailed photos so you can be sure it is what you think it is, then go from there. Thanks Again Mick
  15. Hi All, Can anyone identify this fuel valve out of my Vari-eze. The aircraft was built in 87 and the original builder has since passed away. If anyone can identify it maybe you may know if it can also be serviced, as the 2 seals that are sealed with a spring held ball bearing have degraded. The result is that the header tank bleeds off into the mains. Regards Mick
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