michaelj

I have one Electroair electronic ignition and one dinosaur ( I mean impulse mag). I like having the mag since I can shut the master switch off and it still runs fine. The electronic ignition ROCKS! The fact is that the timing has some logic to it instead of being fixed at 25 BTDC. The chances of it failing are slim but in the event that it does, the mag provides a limp home mode. Hypothetically, if I were to leave the master on and left for a few hours the voltage would probably be too low to crank the engine, I could hand prop it with the mag and charge the battery with the engine running.

Robert, It would be a relatively easy task to put an 0200 or 0320 on your Vari, even though it had something else on it before. Do you wonder why the original engine is missing? I'm not totally opposed to experimenting with a rotary. There are some RV's out there with good installations. If you choose an aircraft engine you will get it in the air sooner. Lycomings and Continentals are very reliable and available ready to bolt on without a lot of engineering.

An 0235 or even an 0320 would make a Varieze pretty hot with the right prop and it has already been done. I won't open the can of worms and mention the Mazda rotary.

I seem to recall that Mike Melville put heat sensitive tape on his prop to measure the temperature and concluded that; properly clocked; the prop stayed well below any danger zone. I agree that the prop gets a lot of dirty air being at the aft end of the plane and avoiding the pulse is a good idea. I'm fabricating another prop and have the opportunity to drill it so that I can clock it at the preferred 1 and 7. I'm also going to fabricate a three blade prop. Anyone know of the preferred clocking?

I installed a 320 on my Long and enjoy the extra power. I typically see 175 mph on less than 7 gph and the rate of climb impresses the local pilots. If someone were to ask me if I was concerned about carrying an extra 30 pounds and 40 horsepower my answer would be obvious. I'll pass on the french fries and dessert.

If it flies half as good as it looks you have a fast one!

It should be plausible to install a web cam in the nose and a monitor in the back to give the rear seat a clear view to takeoff and land. My 15 year old son has hundreds of hours with flight simulator and X-Plane. I believe with a well placed camera and a rear seat throttle he could do takeoffs and landings. This could be the ultimate "simulator".

I always put a clear coat on my paint and stains come off with a little rubbing compound. What kind of paint do you have?

The 235 was in a shallow dive keeping the rpm below 2700. Straight and level I typically see 170 mph at 2500 rpm. I was testing for stability approaching the Vne speed. The airplane feels like it is on rails at 235. If I push full throttle at altitude the rpm will go past 2800. My prop is wood core and glass covered. I'll fly the triangle course later today if the wind is light and get back to everyone. On another note, I typically clear the ground in less than 1000 feet when solo. BTW, it is indeed well worth all the work. My need for speed is fulfilled.

As of Sunday August 30 my forty hours are done. I flew every day for the first two weeks then would occasionally miss a day. I have been up to 10,000 feet and tested up to 235 mph indicated. The 320 gives such a great rate of climb it doesn't take long to get to a safe cruising altitude. Just for peace of mind I pulled another compression test, changed the oil so that I could open the filter and see what was trapped. All is well and the 320 is healthy. The Electroair Ignition is working well but I kept an impulse mag on the left side. I know it's old school and I make no apologies. I'm going to fabricate another prop. I REALLY like my first one but it is a climb prop and want a cruise prop. Having a spare may save down time one day. We hope the weather cooperates and see lots of canards at Rough River this year. Did I mention that the airplane is a blast?

That looks incredibly good! A ten knot increase is respectable. Well worth our continued interest.

Mostly agree with the preceeding comments. My 0320 Longez cg range allows for 400# in the front seat with 20 gallons of fuel. Realistically, you can't get a pilot in the front seat that weighs much more than 250 anyway. I weigh 170 and have to run some ballast in the nose. My son weighs 240 and barely fits in the airplane. His shoulder width is what is limiting his ability to fit, not the weight. There are some pretty good weight and balance spreadsheets available for free. Try entering "longez weight and balance" in your brouser.

EZs glide quite well. Ask John Vermeylen. He was off the coast near Hilton Head when he broke a crank. His SKILL resulted in a glide to the nearest airport and only broke his checkbook. I was orbiting the airport on my second flight (14 years ago) and basically let a rough engine quit. I was at 4000 AGL and explored the glide ratio of a Cozy. After landing and turning off midfield, I hit the starter and taxied back to my tiedown. If you are ever unfortunate enough the deploy a BRS you are along for the ride. You have zero control over where you set down. It may be in the trees, a power line, someones house. Personally, I prefer a glider to a parachute descent.