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Lynn Erickson

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Everything posted by Lynn Erickson

  1. most all aircraft have a finger strainers in the tank outlet and are 16 mesh screen. The wire centers are 1/16" apart with about a .055" opening. this is to protect the lines from foreign matter that gets into the tank from refueling.
  2. try Bob at http://www.matronics.com/aeroelectric/ he has a list of pin outs for most models
  3. there are no reason for dual rudder pedals in a long ez . the rudders are only used during landing and take off and you can not land one from the back seat. during cruse, turns that can be made safely from the back do not require any rudder to make a coordinated turn.
  4. the bigger one is for the 10" dia. tire which is used on the Cozy IV. the Long Ez and cozy 3 use the smaller 8" tire.
  5. I have them in PDF format send me private message with your Email
  6. Enzo Ferrari " you no-a can-a see-a both-a sides-a at the same-a time-a"There are thousands of these planes flying and not one of them has both sides the same
  7. what about the Len johnson accident, where the plane flipped after he had to land on the taxiwayhttp://www.ky3.com/news/local/33907724.html
  8. http://www.cozybuilders.org/Canard_Pusher/This includes all the news letters for all the Rutan canards
  9. ever heard of photoshop. its called advertizing. if they are using a material thats gets that red on the entire pipe they are doing something wrong. it never happens like that. even a F1 engine exhaust does not glow that red unless seen in a dark room. 800c is 1475 degrees F and thats not that hot. again advertizing hipe. the reason they make these claims is that most of the industry uses Type 304 stainless and it will work but not hold up to the same temps. They may be using Type 321. The lycoming will run up to 1550F with out a problem. the aircraft exhaust should be made out of type 321 stainless. it will take 1800 F no problem. the rotary seems to get hotter because there are more power pulses coming out of fewer pipes so the pipe does not get a chance to cool between the pulses. so the pipe runs a bit hotter. should not be a problem for the 321 stainless but if you want a material that can stand up to higher temps you can use 625 Inconel but you may want to be seated when you hear the price. at $235 per foot for 1.75" tubing. 90 degree bends are only $425 each you may want to rethink your choice. that and the labor can make an F1 exhaust system cost as much as a lycoming engine. as far as mufflers go, most do not use them, they are heavy, take up space we don't have, have parts or packing that may come out and hit the prop and we really don't need them. Aircraft engines can seem loud when you stand next to them on the ramp but remember most of the noise is from the prop. on an EZ we have a natural muffler, the prop, it does help break up the exhaust noise. The loudest aircraft are the ones with the CS prop in low pitch for take off.
  10. Pull only cables are lawnmower technology on a plane. It relies on the spring to get full throttle or mixture. if the spring breaks or the cable gets stiff and the spring cannot over come the stiffness you are done mowing the lawn on your new farm. if the mixture spring breaks or comes off the mixture will go to idle cut off as you try to lean during cruse. lean to far and it will quit with no way to get it back running. this has already resulted in several people owning farms.
  11. I know it won't, been there done that. Steve's his linkage contacts the back of the pedal at about the 1/3 up on the pedal, on yours the linkage folds up to the point where it contacts the back of the lever near the top of the pedal. This means you will have to push with about 150 lbs. of force on the pedal to get it stopped. you need 500 psi of fluid pressure to stop. the cylinder is a 5/8" or .3 sq. inches. So to get 500 psi you need to push on the cylinder with about 150 lbs. to get it stopped, thats way to much. So if you have the pedal pushing at the 1/3 point you will require about 50 lbs. of force from you legs.
  12. why is the master cylinder link up so high on the pedal? it should be pushing from about 1/3 up from the bottom or there will not be enough leverage to get the required pressure. the one in the third picture is correct. yours with the link in the up position, where is starts to push on the master cylinder is way to high.
  13. the stretch has nothing to do with why a Cozy needs the ballast. in the side by side you are adding ballast when you do not have a copilot in the front seat. if you stretch a cozy the problem of ballast still exists and even worsens . if you stretch a cozy and move the pilot back then you lessen the ballast problem but loose the extra space in the back. in a tandem the front seat always has a pilot so there is no need for the heavy ballast. the copilot is sitting on the C of G. In a stretched tandem the back seat is just longer and the extra 12" does not give enough room for real luggage. in a side by side the 12" stretch and the extra width might give you enough space for small luggage. its still not enough room for luggage for four so it is still a two place with a larger luggage compartment.
  14. the high pitch prop will limit your RPM until you get up to top speed and then you control the RPM with throttle setting as you would in any plane. with a climb prop you would have to watch your throttle setting a little closer but not hard to do. the last thing you would want is a device that is going to limit your RPM and have that device fail. the less gadgets you have the less that can fail.
  15. engine size looks like it is half size unless you are doing a big scale long ez. cylinder bumps need to inline with the prop center line which is above the wing
  16. Its call a prop. why would you need a limiter its not like you are going to miss a shift
  17. is this the one? some people have had the clear plastic one crack. I have been using them for 5 years with no problem http://www.aircraftspruce.com/catalog/lgpages/reservoirs.php Some of the master cylinder have different bore and stroke. Give Matco a call they will know which one goes on the cozy. I have the Matco triple brake with 1.5" pistons and I use the MC 4 with the longest stroke
  18. there is a big misconception with the time saved by buying the cores already cut. the templets take a day to cut out. one day to build the not wire tool and one day to cut out all the cores. so the three days saved cost you a lot. the wings are the easiest and fastest part of the project.
  19. If you got 235MPH I would wonder if that is a climb prop. was that in level flight and what RPM. best way to tell about it is to go to 8500 ft. and see what rpm and average GPS speed you get on a triangle course. there is a lot of data for that situation from all the racing that has been done over the years. you did not tell us if it was worth all the work. I know what he is going to say.
  20. No, the Vari eze is 1" narrower
  21. Thats heavy, a long ez at that stage is 65 lbs and thats with the outside skin. the one that we are currently repairing is only 195 lbs for the complete fuselage with nose, strakes, spar, firewall, seats, inst. panel and outside skin. a steel structure with the same rigidity as a fiberglass box structure is going to be a lot heavier. the only way to make it the same weight is to design every tube to the optimum size and wall thickness. very hard to do in aircraft because the loads change from tension to compression all during the flight and that requires that every tube is up sized so it can carry all types of loading. if the tube was taking only a tension load it would be light. but when you add for things like weldability, vibration, impact loading, flexing, point loading from attachments and shape requirements (curved tubes, space for the occupants and to fit under the outside skin) the upsizing required adds to the weight in a big way. thats why most light steel aircraft use fabric to cover the steel tubes. if you going to cover the tubes with a solid fiber glass skin then you might as well make the whole plane out of the same material and get the benefit of a sandwich structure. good thing for most of us that Burt figured this out 40 years ago.
  22. Thats a very short pilot if his feet are behind the F22. a 6 footer will have his feet about 6" to 8" in front if it. also the toes need to be in front of the pedals during a flight not on the pedals. you need to relax your legs to a straight out position for all but takeoff and landing. if you try to fly with the legs bent and on the pedals your legs won't last more then 15 minutes in that position. And he does not seem to be able to reach the radios. if you think you can lean forward to do that, you can't. and then add some G's and you really can't. thats the problem a lot of engineers have with computer drawings. they design all kinds of contraptions that look good on paper but people can't fit in them.
  23. I notice that Burt only listed two types of pilots. experimental test pilot and production test pilot. He knows that when flying any homebuilt aircraft you are always one of the two types of test pilot on every flight. There are no plain pilots flying homebuilt aircraft. No just a passengers either. Passengers are never just along for the ride. they are always part of the test. Burt never kept any of his aircraft flying beyond the test program. when he tested and decided there was no more to learn he stopped all flying of that model and moved on to the next one.
  24. Its OK Steve I got it. the aircraft that called out in the position report was N211PJ which is the number of the velo with the diesel and they called it a C210. there is a c210 that is N210JP so it is most likely a miss understood radio call. don't worry Steve, they will catch up some day
  25. thats some very thin foam you are looking for. I don't think that is the size called for in the plans. if you mean .8 inch use 3/4" and if you mean .2 inch use 1/4" . they are very close in size and will work fine. you do not need to sand them down.
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