youngmic

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

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.

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.

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

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.

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

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.

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

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!

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.

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

Yes I must do Oshkosh, keep getting prompts from mates to do it, maybe in the next 2 years. Regards Mick

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

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

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

G,day Boris, CP 20 calls for all 4 in the elevator circuit Regards Mick

Hi All, Thought I'd post this as a heads up to other VE owners. Aircraft Details: Plans built VE standard configuration 1050 hrs TT First flew 1987 3rd Owner 750 hrs on type (This one) During an avionics up grade (to Dynon) I took the time to disasemble the control circuit through the cabin area for inspection, this may well be the first time some of the rod ends have been detached since being built, as they are difficult to remove but appear easy enough to visualy inspect and grease in situ. All are HM 3 rod end spherical bearings except the rod end bearing at the elevator which is a HM 4. I suspect this was done as called for by RAF years ago in light of a bent rod end discovered as a result of rough handling during rigging. I discovered damage to rod end bearings as follows: The elevator HM 3 bearing at the control stick, this is the elevator push rod from stick to forward bellcrank. This HM 3 bearing was bent approx 5 degrees at the base of the male thread, also the 3/16 attach bolt was bent 7 degrees. The HM 3 at the other end of the push rod ie. at the bell crank end was undamaged except for a slight tight spot in the bearing itself. All other rod ends, torque tubes, push rods, bellcranks and attach bolts in good condition. My aircraft has always suffered a lack of trim range in pitch, ie. full back trim will trim to only 95 knots and full forward trim to about 150 knots. This means during approach I am holding some back pressure, perhaps as much as 2 kg (4.5 lbs) and during rain whilst flying at 100 kts maybe double and more again whilst on approach in rain. It appears the angular relationship of the push rod from control stick to bellcrank is such that the force between the stick and the elevator can be multiplied many times. The 3/16 bolt needs many hundreds of pounds to yield in the mode/manner it has. I will be correcting this trim problem before further flight in the hope that this is the root cause of the problem. I would strongly suggest that anyone flying with a similar trim issue or has HM 3 rod ends still in the circuit to inspect very carefully, I only noticed mine when I actually dissasembled the rod end from the stick. The inspection should also extend to the security of the trim springs, how many owners replace a trim spring when they look externally fine, none I suspect. Talking to a spring manufacturer recently revieled a lot I was unaware of regarding spring manufacturing techniques and the effect on longevity. Suffice to say I will be looking at custom built high quality springs for the trim system. It is hard to be critical of Burts design but it does appear that the design is such that if a nose up extension spring in the trim system failed that the force generated at the stick to over come the elevator forces could be such that the control circuit would most likely be overloaded. Perhaps even with HM 4 rod ends installed. It goes without saying that a rapid negative G pitch forward close to the ground following a failure of a rod end could be catastrophic. I would be very interested to hear the thoughts of others on this matter. I would have liked to post this on the EZ squadron sight as well but since the sight upgrade awhile back I have been unable to log on or contact anyone who can assist. Any one who could help me out with a direct email address to a moderator, I'd be grateful. Regards Mick Young Australia