coyote

Look at the link below, there is a couple of in-flight photos http://lfai.blogspot.com/2009/06/f-psck-chudzik-cc-02-part-2.html

First flight was in june 2007, and final validation was obtained in may 2008. Up to now, it flew more than 50 hours

I don't know if some of you have already heard about this new homebuilt canard aircraft, but i haven't found any thread about it, and as i find it absolutely fantastic, i want to share ! Here are some links about it : http://tagazous.free.fr/affichage2.php?img=15453 http://lfai.blogspot.com/2009/02/f-psck-chudzik-cc-02.html The designer/builder is not new in canard aircraft design, he already produced CC-01, which was a very weird design http://www.1000aircraftphotos.com/Contributions/VanTilborg/7775.htm

Do you know if some designs for Vari / Long were already produced and tested ?

Hi guys, just a quick message to share with you a little winter trip to French central mountains. http://tagazous.free.fr/affichage2.php?img=14121 http://tagazous.free.fr/affichage2.php?img=14124 We have a good internet site dedicated to general aviation where you can see lot of French/european canards pictures Long Ez http://tagazous.free.fr/affichage.php?appareil=Rutan+Long+EZ VariEze http://tagazous.free.fr/affichage.php?appareil=Rutan+VariEze Cosy http://tagazous.free.fr/affichage.php?appareil=Rutan+Cozy ERacer http://tagazous.free.fr/affichage.php?appareil=E-Racer+Mk1 Enjoy the visit

Exactly, i forgot to tell that the picture is the config "2" that do not work...Basically, all lines are connected to the crankcase, so the pressure should be roughly the same wherever you connect it ... but in reality the pressure pumps up at each ignition due to leaks, so it is interesting to have the oil return line at a different location versus breather line. Also it is preferred to have it the lowest, thus gravity helps oil to return. From my experience, here is some basic rules to have in mind to lower oil consumption by breather port: - Reduce air flow : a good condition of cylinders/piston/rings will reduce air leaks that need to be rejected threw the breather - Lower oil content in air : the lower oil content is at separator inlet, the lower the oil content will be at separator outlet ... the breather port location is important; also here gravity helps, in most of case original location is on top of crankcase. In case of continental with no starter, it looks like top of starter cover plate works also quite good. - internal design of separator : it is a combination of * centrifugal load : inlet enters tangential to the wall to have oil coalescing on separator walls * air velocity change : when air enters separator, it slows down, then reaccelerate to go out. Oil having a higher density than air, they separate. the higher internal volume, the better the separator will work. * gravity : outlet is normaltime on top and shifted from the wall - the oil separated need to escape the separator fast and easily - in case of continental * the aerobatic type breather assy helps reduce oil in air * the vacuum pump gear needs to be removed from camshaft to avoid agitating oil close to breather; adding an oil return line between vacuum pump and sump to avoid the cavity to remain full of oil close to breather location.

some pictures

I installed the same oil/air separator from spruce. It took me a while and few iterations to find a working config ... 1) to make the separator piping simple, i plugged the normal engine breather outlet, and located the new breather on the mag cover plate (the one supplied by LSE to close the mag hole when installing an EI) The oil return line was connected to 1/8 gallon tank ==> due to gears, this place is very oily, the oil return line was filling the 1/8 gallon tank in 1/2h flight, after this the oil separator fills up and is no more efficient. 2) i changed for an elongated breather tube and added the oil return line on the same mag cover ==> the oil was not returned to the tank, the separator fills up with oil and after 1/4h-1/2h the rejected air is very oily 3) i put back the original engine breather and connected it to the separator It works far better, separator do not fill up, oil rejected is lower. ==> the original breather location is a good one !!! 4) in progress ... i change the oil return connection to engine, i have rebuilt a new mag plate cover without breather but just oil return with reduced ID Remark : on the bottom of the accessories case of O-200, there is a threaded hole for oil return ... i may use this one in a further test

Happy to see that there is some Long flying with small engine is the country of low fuel price (Even at 4 bucks a gallons, the fule in USA is 2 times cheaper than in any european country...).My prop is 58/67, static is 2300 and max rpm is 2900 Do you mean you have a third tank like the vari ?Do you have the sump blisters or not ? I often patrol fly with a friend of mine who has a vari, we have very similar parameters. I burn 4.5 gal/hour of 100LL at 125kt.

My prop is diameter 1.47m / pitch 1.70m / 2 blades. Economical cruise is 125 Kt / 21" / 2400 rpm Fast cruise is 135kt / 24" / 2600 rpm Full power is 145kt / 2800 rpm

I have an almost unique Long-Ez with O-200. This config may look like crazy for some of you ... but it works pretty fine and by the time it allows cheap flying. The bigger advantage is to have a light plane ... but i'd like to have it lighter ! I have a big doubt about the need for the mechanical fuel pump (it weights around 2 Lbs including the additional pipework). I also have an electrical pump (facet 40108) on the firewall. Did any of you tried to remove this mechanical pump ? Is there any risk if i keep the electrical one ?

Sorry to stop the dream and come back to a LongEz issue. When my speed increases upper than 150 kts, my canard trim is full forward, and i still have to push the stick. I modified the trim to ncrease the stroke, but it is still not enough. I've been said that i need to adjust my wings washers so that the wing incidence is better fitted with the canard one. Could one of you tell me if i need to increase or reduce the incidence of the wings ?

Did one of you tried to use milar tape to seal the gap between canard and elevator on a GU profile? Is there any positive effect ? From a theoritical point of view, depending on the design, the gap may be used to blow the upper surface under high angle of attack to reattach the flow, then it may be detrimental to use some. If it is just a "mechanical" gap to allow the elevator movement, then it may be positive to seal ... I would clearly clasify the GU canard in the second category ... but i'm not 100% sure, and i feel lot of you guys may had the idea and have made the test already !