Lynn Erickson

to what extent is the repair? where did you get the information used to do the repair? are we talking skin repair or spar repair?

a corvair is 120 cubic inches old tech engine. its puts out about 80 HP at at 2700 RPM. not worth the time and effort to install

it could be done but it might take a bit more effort then it is worth. you could solo in your own plane but the instructor would have to sign you off for that plane and I doubt he will if he did not ride with you on at least a few flights. at that stage in the lessons he will want to be in a plane that has dual controls. once you get to the flight with an examiner you should know how to fly and the need for dual controls is up to the examiner. Also most insurance companies require about 10 hours of time in type before they will cover you.

If you could add an extra 2 gallons on micro to get a good surface, you would be adding only 10 lbs. to the plane. its not the good finish that adds the weight. its all the extras that you think you need to fly the plane.

ah but if you look at many of the rotax engine installation you will see those same non aircraft clear plastic fuel lines. if he had a lycoming it is more likely that he would have had aircraft type fuel lines. In many cases the type of engine does change ones mind set as to the type of engine support equipment they use. if it is in an aircraft it should be aircraft quality parts not snowmoble parts

actually you don't even need to use peel ply at all. when they built the first long ezs they did not use peel ply. and then Burt said to only use it sparingly for bonding surfaces only, not the complete part as it does add more resin to the part and therefore, more weight

Big waste of time. the foam cutting for the bulkheads is 10 minute job and very easy with a straight edge and a blade. after glassing use the same blade to trim the glass and you are done. can be trimmed faster then you can change router blades. if the glass is to hard to knife trim the next day , just warm it up with a hair drier and it will cut very easily. remember to build parts for the plane not tools unless you have no other way. every day building tools is one less day to use for flying

has anyone install a rotax ? yes Glenn Saunders of florida had a vari ez with a 914 turbo but he had engine trouble and was killed in the crash in 2005CS prop is not as good at top speed. they are designed for all round performance. everyone that has tried one can not get the top speed of a fixed pitch

as far as weight and balance goes the type of engine does not matter. the plane has to be balanced somehow, add ballast, heavier pilot, or move some thing in the plane like the battery. take off the CS prop. you don't need it with that big engine. it only hurts the top speed anyway. the 0235 was just adequate thats why you see so many 0-320 on long ezes and both Mike Melville and Dick Rutan have been flying a 360 for many years. i have over 400 hours on my IO 360 and would never go smaller. with the IO 360 I can cruse at 200MPH over the ground at 8500 feet and burn 6.5 GPH. go higher and its down to 5.5 at 11000 feet

all the canards, no matter which engine, will feel that way if you are flying with the CG in the rear of the envelope. the rotax is a bit under powered for a long eze. the difference between a rotax and a IO 360 thats like the difference between a VW and Vette. I'll take the Vette

just sand them off.

I believe they are talking about the hinge cutouts about 1/4" wide that are cut after the skin is applied. the cutouts in the aluminum tube about 3/4" wide are to install the pivot inserts and need to be done before the tube is installed into the elevator. hinge points need to be aligned with the angle fixtures to locate the hinge point correctly in the elevator. if you did not cut the slots in the aluminum tube and rivet in the inserts and you would remember that job, check the plans again.

any pressure loss is a leak. let it set for several days and it should read the same at a given temp. read it at the high and low pressure it should be the same after several days.

Nat was not ripped off. he got every penny that he was owed by the contract he signed. and that is the way the Courts saw it also.

it does not matter where the power plant is located as long as the weight and balance is correct. does not matter where the power plant is located it is where the prop is located that makes it a pusher or puller

first thing that comes to mind is you will need a different prop to use the extra horse power. question, does the new crank use the smaller 3/8" prop bolts or the 1/2 " ones like the real Lycoming O- 340? will it fit your extension. are your 3/8" prop bolts strong enough for the extra hp. will you need a new extension. fuel injection requires a high pressure high $ electric fuel pump set up with pressure regulator and bypass valve. the stock facet pump fill not work. cooling could change and the oil cooler may not be big enough. the Lycoming O-340 requires a minimum of 9 row cooler . Since you will split the case why not do the Cam. how many hours are on the engine? will it need a new cam anyway? once the cylinders are reinstalled will the push rods need to be replaced to get the proper lifter clearence. will the case surfaces be OK to reassemble or will the case need to be machined and line bored oversize and require different new bearings. they call it an 340X, so that means you will become one of ECI,s test pilots just a few gotchas to think about

You think Wrong. it flew at least 250 hours before he remove the engines and was going to convert it back to single. I believe he did but not sure. Mid-west Aero engines Limited applied for a test approval on the Norton 90 HP 100 R Rotary for the same engine in an all metal plane called the Super 2 after Shaw's aircraft had flown.

That would be Ivan Shaw of South Yorkshire, England. It was a vari ez with I believe Norton Rotarys

If the weather is good we will fly! New Years day is the annual fly in at Chino with Breakfast a FLO's. starts early about 8:00 AM for breakfast

Better to blow it back in the engine. if you have a condition that is blowing it out of the engine and back into the engine you get to keep all the oil until the flight ends. if it goes overboard you could run out of oil before you get to the next airport. this is not good. blowing it overboard is also not very Green

I would go with the groves on a long ez. they are smoother rolling ,less brake drag, easier to work on, the pads can be changed without removing the wheel from the axle, every one that has them loves them. can't say that for the matcos.

I hot wired them to shape with a hole lengthwise down the piece, like the hole in the wing to be used for wire. glued them on, ture up the shape by sanding and glassed over them and move on. I have seen them done with other foam by cutting a v groove, for the wire, in a block of foam, glue them on and shape and glass. after you build the strakes this will seem simple.

I have blue foam cores in the leading edge. hot wire cut. been there for 5 years now. if you have a fuel leak in the leading edge you have a bigger problem then the foam being dissolved. the pre made leadings are empty glass shells anyway.

yes, I built the plane and after removing the wings a couple of times during construction the wings have not been off for 5 years and have no plans to take them off.

if you get a little corrosion on the bolts, you may need to be able to punch them out from the other side. not so easy with a nut plate.