ronny

TMann, Marc, MFreyer, Lynn and all Thanks for all your thoughts I am unfortunately not building but I am buying an exsisting Long EZ, which has a Lycoming O-235 bolted on. The reason for me looking into the props thing is that I will be operating fom a 800 meters runway. Even though people like Wolf an others have told and shown me that it is possible to operate from this field. I am still looking at all aspects that could have an influence on better take of performance. One of these aspects is the prop. Indeed a fixed pitch climb prop combined with weightsaving is a route. A CS/VP is another option (Since I live in Belgium, before I will order a prop from MT I will visit them at their factory to check everything out) Changing engines is also an option Thanks Ronny Please keep on posting, I am learning more and more every day:cool:

Hi Guys, At MT they are quick, just had a quote. Electric constant speed left handed pusher. MTV - 1 - F/LD 158-03 62", two bladed All included, controller, spinner etc etc 7460 euro's (ex VAT)= 11K USD Anybody have any info on this CS prop Thanks Ronny

"" Ronny. This is a great topic to discuss with your CFI. He can explain the pros and cons as well as show you examples. Sometimes the decision as to go CS or Fixed is as simple as money.""" Thanks T mann for your comment, please forgive me for asking, probably a real stupid question. But what is a CFI ??? Thx Ronny

Rich, Thank you Sounds all logical to me, thanks for confirming my ideas. Hence : since I need to operate from a shorter field, it can be worth while looking at a Controllable Pitch prop. (Running a O-235) I did get a questionnaire from MT Props, as soon as I get that filled out will send it in, looking forward to hearing their ideas But thanks guys, please keep on giving me your thoughts Ronny

Longez360, you are succeeding in getting me confused here. If (well tuned) fixed props are equivalent to CS/VP props then why on earth would one pay 10 grand extra ( In that case I d rather give the ten grand to my wife, she also knows how to spend it on useless stuff) In my brief understanding from all these comments above here and some on the props forum. I would say that one can tune a CS/VP prop to be "excellent" in more than one setting, for instance two settings, such as take of and fast cruise. In this case I would not mind paying, then they d be worth the money. If this is not the case then I am realy lost Thanks guys Ronny

Thanks, Waiter, Frank and Lynn, I am learning fast here, thanks So a constant speed is heavy and expensive, tricky to get it sorted out. The altnernative is buying a selection of props and finding the one with the best compromise (take of distance and cruise speed). Indeed Waiter it s all about horse power. The engine needs to be able to get this prop spinning at the required RPM, this requires the right amount of HP. Assuming an O-235. The more time I spend on reading and learning this the more I get the feeling there is a fine line to be walked, a line defined by weight and HP. To continue a litttle on props. There is also the props where pitch can be changed, not in flight but on the ground. Are they avaiable for pushers? Expensive? What about their weight ? What about the choice two or three bladed props? How about carbon props versus wood, arent they a lot lighter? Where does one go to buy props? Thanks again Ronny :D :D

Indeed Mac I do consider myself lucky for being able to fly the Long EZ last weekend As you all know I am struggling with the required length of the runways. In the Pilots Manual I read about two props being used : a cruise prop and a climbing prop. I have a feeling I understand but then again I don't, can somebody please explain me the difference. Should I assume that both props "run" at the same revs ? Is the climbing prop more effective at lower airspeeds? OK I ll stop guessing please tell me. Would a different choice of prop help my case? Make the EZ more safe on shorter runways? WHy is then a Constant Speed prop not to be used? Thanks (and forgive me for abusing this forum with all my questions) Ronny :) :)

On Saturday was invited to fly a Long EZ (backseat) Engine O-235 With two adults on board ( both not really the slimmest) We were airborne well before the 1500 feet sign next to the runway. Landing was very similar. Damn I enjoyed that flight. Guess I ll need to get lots of experience very soon very quick. This kind gentleman offered to give me some more EZ time in order to see if the plane fits my expectations (as soon as I get my PPL) and see if we can operate it out of my airport (2400 feet) Am still wearing this hughe smile Ronny :) :)

Macleod, an RV ? Like in a Vans Aircraft RV-8, noway, no thanks, If it s not a Long EZ then I might go for a Lancair 320 or 360 Ronny :envy:

Hi guys, thanks for all your comments, I realy appreciate the time you take for sharing all your knowledge with me. I am now facing a big dilemma. On one hand I love the Lomg EZ, fun design, like what I hear about it, enjoyed the ride I have been able to make in one. I want one !!! On the other hand I live in Belgium, nice place to live, but runways tend to be shorter than 2400 Feet. One of the comments from Waiter said : "" I start getting cautious when the runway length gets down to 2500 ft."" Good man Wolf tells me : ""Ronny don't worry an 800m strip is perfectly safe, especially since you are about see level and it does not get that hot in belgium"" He advices me to look out for a O 290 or O 326 EZ. One thing I learned here is not to rush into this, ( I still need to get a PPL anyway, this will take me into spring 2010 !!) And I want to be a little carefull, whenever I get my PPL I'll start out as a rookie not a hot shot pilot. Hence I wanna use this time to get as much info as I can I hope you all understand the headaches, the dilemma I am struggling with Thx Ronny :envy: :envy:

I must say I have just discovered a problem here. Been looking everywhere for a soutable Long EZ to buy. Just found out that the runway in my place ( like 5 km from my house) has a runway of 2600 feet. Rereading your comments here tells me this will be a nono. The next decent runway is at least 30-40 km away from my house. Anybody willing to design some flaps on the EZ ??? please Ronny (very sad now, will analyze all the strips in Belgium)

This is an interesting point. A nice light plane with a decent engine can be very hot A bit heavier plane with mega power can also be huge fun. Similar to an Atom Areal 500 and a Porsche GT2. The Atom having a 1000HP/Ton lots more than the Porsche 350 HP/Ton But then I feel lots more safe in the Porsche than in the Ariel (poor roadholding etc) Hence I am still interested in finding out what is all required to go the O-360 route. Wayne saw pics of your bird, wooow looks very hot, great job you did there. I certainly would like to hear from others their opinions on this subject. Saw a brief clip regarding a Long EZ sporting a Ford V8 small Block. Even exceeding the 250 HP range I am not (yet) thinking of installing anything else but a Lycoming. Thanks you all for giving me your thoughts Ronny

wooow Thanks guys for the info. This all makes sense. Guess there s only one route to go to get more HP. And thats more cubic inches. How did that saying go ? Only one thing better than cubic inches : thats more cubic inches But fine then this leaves us with a weight issue a O-235 weighs 250 lbs for 115 HP a O-320 weighs 275 lbs for 160 HP a O-360 weighs 285 lbs for 180 HP I dont know enough of the plane yet to be able to assses the effect on the centre of gravity of 35 extra lbs at the back, maybe a battery can be moved forward. or ??? I just saw a clip on youtube about a South African Long EZ in Cape Town, (a nice yellow bird ZS VFA) He is using a O 360 engine What is the ideal weigth for a Long EZ, I am sure there is a "design weight" calculated by Mr Rutan What are the issues involved in running a more powerfull engine ? Is there a "design HP" for the EZ? And what HP can the design handle? I am not looking for a 500 HP long EZ, but as in my cars I like powerfull engines and having some extra power available at the push of a ... Tx Ronny:) :)

As far as I understand the Long EZ is designed to be powered by an O-235 engine. I know some people have upgraded to a O-320 But if we for one second disregard the weight of the engine, how much power can a Long EZ handle ? 200-250 HP ???? In the automotive world engines can " easily" be upgraded to produce higher outputs of HP. Hence would it be possible to extract 200 HP from a O-235 or O-320. Keeping the weight within its limits. Where should one look to "upgrade" Lycoming engine. Thx Ronny

Hi Seafeye, Gorgeous EZ your uncle has. Have notice an interesting engine cowl, great design. What engine is he using? Thx Ronny And the instrument panel is vey sexy,

Hi Wolf, please email me on management@maexnv.com thx Ronny

Kent thanks for the link, interesting to read all these articles. There s one that scares me a bit. The articel from Eric Cobb "Buyer Beware" about a VariEze which was bought by a guy and turned out to be unsafe to fly, since there s cracks at the wing attachement. I would like to hear from other Long EZ owners, experts, where to look when I am going to check out the Long EZ I am looking at. ALso read the article about the Long EZ with the broken attachements of the landing gear. I will certainly get an endoscope to search for this. I did fly back seat in the EZ I am looking at. Was wonderfull, just a bit noisy (guess I need a good pair of headphones and a good quality intercom) some exhaust fumes enter the cockpit but not excessive and the plane needs some tidying up. How can I check the engine, it s a lycoming, will find out later exactly which one Thanks for your support Ronny

Hi All, PS I am living in Europe Belgium. Am getting close to buying a long EZ, What are the "pitfalls" I need to look out for? What are the must haves and look out for Thanks for your help Ronny

Anybody flying the LE in Belgiun, Netherlands ?? thx ROnny:)

thanks for the feedback Waiter you r saying that take off and landing distances will be substantially longer. Can you give me an indication of what these typically are. I did go for a flight in a Long EZ with a friend and he would not touch down on a strip 800 meter long (on a normal day) since we d have problems getting out again. WOuld like to check the fields in our part of the world to see where we can an cannot go. Thanks, appreciate your comments Regards Ronny:D

Hi All, I just joined the forum. Am at the moment learning to fly (on a Cessna 172) Would like to move to a Long EZ as soon as possible I know a nice one for sale which I d like to buy What are you all thinking about a novice to flying moving onto a Long EZ as soon as I get my licence and have some hours on the Cessna thanks for your comments Ronny