very easy

Does anyone know how to deflate the valve lifters to check the valve clearance on a Continental 0-200? I havn't been lazy and have a manual as previously recommended. It does not tell you how to deflate the lifters.

In Douglas there were some cannard flyers. Past tense because I bought one of their plane and shipped it to Australia. A big aircraft hanger with runway has been built and I think the turbine club and some other groups are using it. It's so big I thought they would lease some of the space to Boeing, when I saw it. Was in Gillette to pick up the truck to drive the a/c to LA.

Hi my name is Robert. I just arraged to trade a gyrocopter for a varieze project. The airframe has old paint pealing off and no N-number, however it has the name Stork Airlines painted on the fuselage. Has anyone on this site ever seen this aircraft? The brakes show enough wear that I expect it has flown, but it would be to hear from someone who knew the history of this aircraft.

There were suposed to be 5000 varieze's built around the world. I think I know where most of them are.

New pic today pieced together

I like your pins-bits of garden hose shoved in?

I do have access to a machine shop, does anyone know what type of steel they are and what diameter the top and bottom are supposed to be?

If not would it be advisable to just put a caliber on the top flange and botom flange and cut liner to that spec.

The grade of steel is 4130. I copied the angle of an old pin with a dial guage. You could measure the top and bottom flange and the distance between them to get an angle. Remember you will be measuring the bottom of the taper on the top flange and the top of the taper on the bottom flange. Then you will need to check the contact with engineers blue dye. You must make full contact with both flanges at the same time with the pin. Recut and/or lap in to get it right. A wing has come off a varieze which didn't have accurate fitting pins and didn't use aviation grade bolts to hold them. Make the pins solid except for the one quarter inch hole for the bolt and the pins need to sit about one eighth inch above the flange. The bottom one is threaded for the bolt of course. A lock nut is also fitted there.

The origional pin is cup shaped and hardened. The above one has never been tested but according to my research should be satisfactory if made solid. No liability is accepted.

Does anyone know of any other avaition websites that I might find verieze stuff at? I need the cones for the main wings. I already know about barnstomers.com

If you are talking about the wing pins, you can't get them new. you can make solid ones out of the correct steel and lap them in to fit. Only need a lathe.

Unbolted the two pots and they are already in the cylinder head reconditioning shop. Valve guides for both exhaust valves extremely worn-about one sixteenth inch wobble of the valve. Should be around 4 thou. Suspect the valve stems are not getting lubricated from the rocker. Push rods and rocker holes clear. Might be blockage toward the valve lifters. Intake valves like new, but they can go on less lubrication. Surprised they dont have valve stem seals.

Fibreglass can't be "revived", only replaced. A trained experienced person closely examining your a/c can decide if it's worth fixing-not examining pictures on the internet.

when all else fails red the dam manual. seriously you should have the book before you attempt this. also you need to check compression with a leak down tester, not an automotive type and the readings you should have will be in the book. did I mention that you should have the book.

I was looking for a comparitive test of compression. The leakage was as ovious as dog b---- It went into the exhaust pipe and all done under the guidance of a LAME who confirmed my inital test.

Found the source of my rpm drop-two exhaust valves leaking. Can't believe the engine idled so smoothly in that condition and so left the compression test for the last. Does anyone have cyl head torques for the Continental 0-200 engine and bolt tightening sequence. Also, what should the compression be by the book? Two other cyl. are 90 psi hand propping. Bought an overhaul video but they don't list any specs.

Ok Mick, all is forgiven [this thread is starting to go like a romantic novel]

I just found service bulletin MSB94-8C which supersedes 8A and B, on the Teledyne site. It should be the latest.Thanks for alerting me to the 28 degree option which it lists. The pin I made out of high tensile steel and sits ok was a prototype. Future pins will be made as described. Saying the origonal pin was poorly designed was a casual analysis to promote discussion. MacGyver wrote a whole post showing it was light and strong enough as is. Ok, the c of a bit was ambigious. Legally I can fly the plane, but decided to ground it to check out all systems etc. in addition to the c of a inspection. Remember that on the c of a cerificate there are words to the effect that the plane may not be airworthy even though it has been examined by a qualified person. A big problem is failed rubber seals some of which may have been on the a/c since 1982. The varieze also can legally fly on smaller engines. The reduced power I get now would be more than the smallest engine, based on take off distance. I hope you can sleep well now

Norm

Norm,

 

24 degrees BTDC won't get you into trouble but may not be optimal.

 

Originally the setup was for 28 degrees but this led to some cylinder head seperations so it was set back to 24. However depending on what serial # is on your cylinders you may go back to 28.

 

When you state;

 

This is true enough but some of us will also see it as our risk too, for if you fall out of the sky it reflects poorly, whether rightly or wrongly on the aircraft type which is already met with a degree of skeptism by many aviators. Also the RAAus may begin to wonder why they have allowed such a type to creep onto their register, thus spoiling it for others.

 

When I read that you've made a set of replacement pins without knowledge or understanding, I worry. When I read you are test flying an unfamiliar aircraft without a CoA with a known engine problem, I worry. When I read you have rebuilt 100's of old car engines and the O-200 appears to be a piece of cake by comparison, I worry.

 

So please be careful about what you do, the VE is a fantastic little aircraft but it's not a type to be flipant with.

 

Forgive me if I sound a bit hard line on all this but there have been to many fatalities in this neck of the woods with sport aircraft in recent times. To much confidence to soon with this type of aircraft is not a good recipe. You have a great resources through this site and others, the CP (Canard Pusher) articles, and local owners/LAME's , use them all, they're/we're here to help.

 

Safe Flying

Mick

Gee, Mick, your emotional state is getting in way of clear thinking. I don't mind endless debate, but it has to based true facts, or I don't debate.I have seen no service bulletin that allows me to use 28 degrees with designated cyls.The repacement pins I made were discussed and approved with Macgyver. I suggested a more solid pin and he indicated it required lapping in and tested for fit with blue engineers dye. Very good info. How can you conclude I 'am flying a plane without a certificate of airworthyness-no mention was ever made of that. It has been registered with the RAA with an "airworthy certificate". In fact I am still in contact with the inspecter in sorting out this and other minor problems you find and correct by just flying the a/c in the circuit area. I'll take back my irritating "piece of cake" comment and say that my continental engine has similar design as an old carby aspirated automobile. That's not saying it is built to the same standard.

I'am flying in the ultralight catgory which means I am allowed to do all work on my a/c and possibly major modifications. In order to evaluate the a/c you also become a test pilot. Everything I do is well researched and applied to my highest possible standard. For your peace of mind, I will be consulting a LAME for ignition timing, the same as repairing more complex things in the past. If "my type" were more common, there would be less accidents. I've casually inspected other flying ultralights including from a flying school and have found faults that I would not fly with. One had cracks in the tail section running the whole height of the rudder, and the join to fuselage, and was flown unlic.

Please, in future posts elsewhere, make sensible comments.

The only confidence I have in mechanics is in their attempts to extract large amounts of money money for second rate workmanship, that's with other than aircraft, and so I do my own work.

 

With aircraft it is such a small industry that even a little research will tell who the good and bad overhaulers are. With the depth of specific knowledge required to overhaul an aero engine it is worth having a LAME on board either over seing and advising or doing it.

 

For an example when you've aquired your "aircraft timing light" what advance will you set for your particular engine. Tip it's a little trickier than you might think.

I have a feeling that is going to be a trick question with lots of debate. Here I go! As with all mechnical work I do my research. The Teledyne mandatory service bulletin I have lists the timing at 24 degrees for A and B 0-200 Continental engine. As with a car engine, this figure will not give accurate tuning if the points are not set correctly. Also, I read somewhere, that the timing light can give an inaccurate reading because of some fault in mounting the magnitos.The procedure is detailed in the bulletin and I havn't read it closely yet or performed the task, so I'am not even a semi-expert. However, if you have done it before, I welcome your input.

Yes, your life can depend on doing it right. My risk is my inexperiece. A mechanic's risk is commercial pressure to do it fast and get to the next job for the boss.

:D

Wow,

Thanks for all the input guys. As I stated in another thread, I am fairly new to the Ez scene. I have been flying other planes for some time and almost forgot about the ez's for a while there. I recently read the book voyager and there you have it. The homework begins. I haven't seen too many around Brisbane and so was wondering just how many there are down here. The previous post clears that question up.

 

Good luck with the engine Norm. I hope you get it cracked soon.

 

Cheers

Patrick

Thanks Patrick. A bit concerned about "get it cracked soon" but I know you mean well.

G'day Norm,

 

EIS/EMS = Engine Indicating System/Engine Management System ie. an instrument which measures an array of engine parameters, MaP RPM Oil T&P Volts/Amps, CAT and most useful multipoint EGT/CHT.

 

Not quite sure I view buying a 2nd hand aircraft the same as 2nd hand car, and as to the degree of simplicity or accessabilty of the O-200 making it a "piece of cake"...mmm...seems history tends to favour the simple things that owner builders over look that brings them to grief. Be careful, your actions effect us all.

 

Full throttle 2750 RPM @ 8500' around 130 IAS/153 TAS @ 450kg

You should be getting about 145kt IAS but that would be with the perfect a/c in perfect tune. I'll be happy when I get your performance. Your confidence in mechanics suggest a certain inexperience. If I do it myself, I know it's done right. If I use an unknown mechanic, I can only guess.

Hi Norm,

Sorry about that. I have a new computer and the darn screen is so big, I forget to look over there. Not bragging or anything. It is not much of a survey, rather just seeing how many ez's are actually here down under. I see on the RA Aus register there are 4 but not sure how many if any are GA registered.

There must be a GA register on the internet. I think there are two at Jandakot.

G'day Norm,

 

Yes VH-EZP is hangared at SEN.

 

Your comments attributed to the previous owner sound odd to me, if his engine suffered a 400 RPM drop surely he would investigate the issue. If not I doubt he's on the level, and to sell it that way is questionable.

 

He claimed that closing and opening the throttle would rectify the problem, maybe for ice but that is clearly not the issue, maybe for a crumpling scat hose or other failure in the induction system but you've checked that out. Could I guess be a host of other issues but it all sounds a little bizzare.

 

I don't suppose you have an EIS/EMS fitted, would certainly help with diagnosis.

 

G'day Patrick[/b

 

Some years back there were 11 VE's and 19 LE's in Oz haven't heard of any being written off and including Norm's there has been at few additions to the numbers.[/quote

 

Hi Patrick,

What is an EIS/EMS? Buying a used plane is same as buying a used car. I've bought and fixed up hundreds of cars over the years and they are getting more complicated every day-mainly the electronics. This a/c engine is more simple and accessable to work on than an old '80's or 90's car with a carby. Anyways, I was prepared to dismantle the engine if necessary when I bought it. The knowledge I am getting now will make working on the it a piece of cake later. BTY, it is lic as an ultralight. What rpm and ias are you getting at full throttle cruise? If you are at Serpentine sometime, I can come out and have a look at your varieze.

 

Norm

Hi Patrick,

I'am located in Perth. Upper right of each post lists posters admitted location.Tell us about your survey.

Norm

Hi Mick,

Thanks for your advice. The previous owner in the USA had intermittant problem of the rpm dropping from 2800. When I looked at the plane, no problem. Since it has been in Australia, 2400 rpm is the most I can get in cruise.[might have something to do with water going down a sink in opposite direction] Got a further number of tests to do. The Varieze is at Narrogin and will stay grounded till I go through the whole a/c in greater detail than requred to get the c of a. I heard of that lame at Jandakot, but he is far away. Thanks for the offer of the prop, but the engine ran well before with the one I have. Do you have a varieze at Serpentine? I live close to there.

Norm

No loose ducting that I can see, WT. Wish I could see something wrong somewhere. Fixed a car once that was smoking badly. After doing up the rings and head, still smoked. It had a mechanical fuel pump under the rocker cover which had a broken seal and was sucking oil into the fuel. Replaced the pump, but engine was still blowing smoke. At this stage going semi-nutso. After some research, found out the automatic transmission had a pipe leading to the intrake manifold. The vacume helped shift the gears. There was a valve that prevented transmission fluid from being sucked up into the manifold. Repaced that and solved the smoke problem. This aircraft engine might go the same route.

At 185 pounds, the back seat of my varieze is snug-240 pounds would make a can of sardines look like wide open spaces. Losing weight to move the c of g back a bit and get fit. For those sitting on the edge of their seat, checked all fuel flows, vents etc and all ok. Will buy an aviation timing light and check timing. How can you check if the mags are giving full spark? Pulled out a plug and it was black and slightly sooty.

MacGyver,

Thanks for the info, esp with the pins. This info is not readily available. The plane did not come with any notation of min or max pilot weights. The figures I gave were those finalized in the c of a inspection for lic. in Australia. A 132 lb pilot with full fuel was plaquared as min. pilot wt. and put the c of g close but not at the rear limit. Max. pilot weight is 220 lbs at 0 fuel and moves the c of g forward to the limit. These calculations are based on information contained in the 1977 handbook and so do not take into consideration "building variances" or updated information. However, I'll look at the newsletters you provided and see what that is all about.

PS Are you still out there jhicks (origional poster sept.) or did you give up getting a reply?

Who said anything about single seater A closer look at the picture reveals the copilot sleeping while going 200 KTS.

Empty A/c 628 lbs

Full fuel 159

Pilot 187

Pax 187

Total 1161

Add extra weight of bigger engine

My 1977 varieze handbook has gross wight 1050 lbs. Havn't done the calculations, but the plane could be out of c of g. So ad some more ballast in the front which increases the weight further. Anybody see anything wrong with the calculations?

Bill Ortel's O-320 powered varieze going 200 KTS. does not seem that the little extra weight is hurting him any. if you want a volkswagen use a 0-200, if you want a turbo porsche use a O-320

"a single- seat crotch rocket that climbs like hell" Macgyver

Guess it depends on your point of view.

The O-235, stripped of extras (starter, etc.) was approved by Burt (RAF) for the VEZ. RAF sold plans that detailed this installation, and quite a few VEZs have O-235s. IM(experienced)O, the O-320 is too much engine for the VEZ, unless you seek a single-seat crotch rocket that climbs like all hell. Virginia Skiby had an O-320 VEZ years back, and ran it in races. I doubt that airplane could compete these days.

 

The problem with adding a heavier engine to an airplane that was designed for lighter engines lies with the need to reinforce structure, and knowing how to do that. I would not simply bolt an O-320 on my VEZ without knowing what else I had to do with the airframe.

 

Adding a heavier engine will do nothing for your gross weight. Max over-gross for the VEZ (assuming you DON'T follow the latest recommendations from Burt on the VEZ) was 1110 pounds, with a 1050 pound limit for landing, and at least a 90 hp engine. If you did not build the VEZ to begin with, and entertain adding a bigger engine to up the gross weight capability, forget it, and get a Long-EZ. All the bigger engine will do on a VEZ is reduce your gross weight, and increase the risks associated with the operation of an overloaded airplane.

 

The O-200 is quite adequate for the VEZ. I have flown a VEZ with an 85 hp, as well as a 100 hp engine. Both perfomed well. I have a 617 pound (empty) VEZ with a stock O-200, and Electroair EI replacing one mag. I can get off at near gross (1200 pounds for my own airplane) at Jackpot Nevada on a 100 degree F day, and have enough runway margin to be comfortable. FWIW, my 1200 pound gross was not an off-the-cuff conclusion. Being the builder, I knew exactly how well-crafted all the airfarme structures were, I knew that the airframe had no hidden anomalies (e.g. sparcap swelling/distortion in one VEZ that prompted Burt to issue his latest operational limitations recommendation recently), and being an aerospace engineer, I knew how to "run the numbers" for my airplane.

 

As for jet-powered canards, I have seen a Cozy done this way, and I think I've seen a Long-EZ done this way, but never a VariEze.

 

Personally, if going for a higher HP engine for a VEZ, I'd consider the Jabiru 3300, but I'd wait for others to spend the time and $$$$ proofing-out the installation and gathering/accumulating the service experience.

 

The VEZ is best built/kept as light and simple as possible. I always felt sorry for those VEZ drivers who had 750 pound (empty) airplanes. They would never get to feel the acceleration and climb that one experiences in a 600-pounder.

 

 

-Joe Person

VariEze N79JN

Bothell, WA (KPAE)

What is the new max. take off and landing weight Bert recommends, MacGyver? How does flying with increased figures go when making an insurance claim? The Jabiru engine you are mentioning, is that the one made in Australia? That engine is plagued with valve problems. Two Jabiru engines in out club had to have valves done up three times in the last year.