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Lynn Erickson

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Everything posted by Lynn Erickson

  1. just to make sure you understand the peel ply is not the clear plastic sheet that you get from home depot. peel ply is a Dacron fabric that is used to cover the surface to hold down the edge fibers and to make a bonding surface for future layups.
  2. I think what Marc is saying is you should never intentionally get epoxy on the gloves, they are there only just in case you do, to prevent direct contact with your skin. after you get some experience with doing layups you will find that you can do the whole thing with out even a drop on your gloves.
  3. The last set of bolts we replaced we got from Caterpiller they stock long grade 8 bolts. I think it was the 8" x 3/8" 24 thread that we used
  4. there is an Eracer that was built with the canard in normal long ez position and it flys the same as the ones with the lowered canard. the top speed was the same to the tenth of a knot and the stall is the same also. remember the main wing never gets to stall on a canard aircraft. there are no control surfaces behind the canard, the ailerons are mostly outboard of the canard
  5. the Eracer front seat is 10" further back then it is in the long or cozy so the look over the nose is different. i suppose if the Eracer had it 2" higher then the visibility might not be as good but then you could see under it better
  6. lowering the canard 2" does not seem to have any effect in the way they fly. but it would make it hard to fit in an electric nose lift. the E racer uses hydraulics for the nose gear so it does not interfere with the canard.
  7. If you leave the wings and canard as per the plans and build a wider /bigger fuselage then you will not be the first. it has been done. an Eracer is a long ez with a wider fuselage and the canard moved down 2". some use the IO 360 angle valve engines and there is even one with a SIO 540. there are wider cozy IVs, wider long ezs and the limo ez. the berkut is a long ez with a 12" stretch. so as long as you don't get to crazy with the overall weight or move things to totally different position it will fly.
  8. The cheapest way and one of the best is to just use the coax wire and strip the cover. pull the center conductor out the side of the shield. only need 3.2" of seperated wire length. install a clip on radio shack torroid on the wire before the stripped section of wire. mount the center wire vertically up and the shield vertically down. mount in the nose on the inside of fuselage side. makes one of the best dipole antennas and cost almost nothing.
  9. The main thing I have against alternate engines is the they are so many experiments all rolled into one aircraft. every part that has to be adapted to the application is an experiment in itself. when they say they had to modify the crank, add a thrust bearing, put on a different carb, added a balancer these are all experiments that may or may not work as planed. even if they do work, for how long? when they claim that it has flown 200 hours without a problem, it is still an experiment and what will happen on hour 201? as for the mass of the engine that Burt designed the varieze to have, that has been an experiment that went the other way. so successful is the design that people that have experimented with bigger engines have proven the design to be able to handle the load safely. if you are looking for dependability with the least maintenance( best proven TBO ) go Lycoming second choice is continental
  10. Yes it has been done on a few plane and some have had some success with the corvair. so if he does have a video that will tell you how to do everything then it should be no big deal to use a corvair. just bolt it on and go. thats why there are some many varieze pilots that are upgrading their O-200 to a O-235 or even O-320s and not corvairs. look around and see which engines are doing all the flying and which one are doing all the experimenting. they claim that they have put 200 hours on one top of the line corvair engine. that may sound impressive at first glance but I doubt they did that with out touching it during the 200 hours. and how many years did it take to get that 200 hours. and the cost of the engine that puts out 120 HP will be in the $15000 range before you are done. these engines may look good on paper but in the end you will spend more time and money then you would if you use a proven engine. I say this because I have seen this happen so many times I have lost count. and if you are worried about what Burt recommended to builders 30 years ago about the vibrating mass thing, that went out the window about 25 years ago when the first O-290 was installed on a varieze and was a complete success. now there are more O-320 powered variezes then there are corvair powered ones. that should tell you something.
  11. do you want to fly or experiment with an engine. not the best type of plane for engine experimentation. why go from a 200 Cu in engine to a 140 cu in engine. you will not be happy. ask your self why are there not very many vari ezes flying with a corvair.the very best engine for a vari eze is the O-235. 120 Hp make it a great plane.
  12. Are you building a vari or long ez the mounts are different the long ez is 1" wider at the top mount. if you force it in the engine pad spacing will not be correct. and good work on the straightening.
  13. While flying along side of Gary Spencer's V8 long ez doing 200 Knots, Gary decided to to give it a little more throttle and all I saw was him pull away from me at an alarming rate. all I saw was his thrust, from my point of view it looked like the engine was running just fine and making plenty of thrust. Note, If you find yourself in this position flying with Gary "Do Not" get behind and below him unless you want to experience his thrust first hand.
  14. If you have the kink it starts at BL 67.5 on the mark 4 this is at the foam joint of the inboard block of foam. are the ailerons cut in the correct place?
  15. the rebuild parts kit cost $450 so they are charging $500 for there labor. that seems fair. it takes time to do and some special tools to do it complete. when they do a yellow tag overhaul they replace all the seals and the pump shaft seal takes some special removal and pressing tools. you will get one that has all the ad's met and the latest up dated one piece venturi. they check every one on a flow bench so when you get it you know it will work the first time. do you really want a cheep rebuild?
  16. looks like a smooth bend. I would mount it to the plane or a piece of plywood and try to bend it back. what do you have to lose it will not work that way. it will take a bit of pressure and if you get it back into position it will be ok if it does not kink. bending that back will not effect the strength if the tube is still round.
  17. did the same thing but used nails and they just push in the foam to hold the square
  18. why are you using that big a wheel. most use the 5.00x5 wheel and tire.
  19. the C1C is the same dimension as the A1A except the fuel servo is on the other end of the oil pan. same casting. you would need the same bump in the cowling
  20. with a big engine and the right prop maybe. on a cold day. with a O-235 I doubt it.
  21. I have seen some that was applied with a roller and a brush. they are used on boats. just a note on the UV smooth prime. it is now recommended by the manufacture that it be seal coated with a 2 part epoxy primer before the top coat as there are many who did not and there top coat would peel off with very little effort http://www.polyfiber.com/uvsmooth/
  22. You have a typo, that should be 10,000 hours at 50 cents an hour
  23. Yes when it had the not even dependable infinity retracts. which are gone now, in favor of the stock gear bow. we got rid of the old gear and that over sized infinity stick grip.
  24. at the speed you are building I don't see a problem. the resin last forever and really does not go bad. the catalyst does get darker with time but seems to work the same. I just made some parts with ten year old catalyst and the stuff worked fine. even when you make parts with new light colored catalyst ,the cured parts will turn dark with time. if you are planning on using VE on top of the EZ Poxy now would be a good time to make some test sample and soak them in a half full jar of the fuel. I believe the fumes from the fuel additives ( alcohols) do more harm the the liquid fuel
  25. I would like to see the chart of the speeds in the cruse altitudes, like 11,000 to 12,000 feet. if you got 10 kts at 2500 ft and 2 kts at 18,000 ft the speed increase at 12,000 ft should be about 5 kts. that would be inline with what John Graves and Steve Drybread were getting with the Drybread retracts. soon the Chino Aero canard will fly again without the retracts and we should see the same difference in speed with the fixed gear. only about 5 kts slower but will never have to wonder if the mains are going to be there every time we want to land.
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