slk23

I have a VE and love it, but I would be very careful about buying one. In addition to all the usual things that can compromise safety, and/or add time and expense, and must be checked carefully (i.e. pre-buy inspection by an expert), there is no comprehensive way to inspect the wing attach fittings. They can be hiding corrosion, and replacement, while theoretically possible, is so involved that it's not worth the effort. Also, the only safe way to put a 235 Lycoming on a VE is to remove the starter and flywheel and hand-prop the airplane. Otherwise the CG will be too far aft, requiring an unacceptable amount of weight in the nose. Since IO-235 (fuel injected) engines can't be hand-propped, AFAIK, I would expect that the VE in question is overweight.

Follow up: I'm not sure I gained top speed, but the airplane climbs better now, especially at higher cruise climb speeds. That makes sense because with lower drag, more power is available for climb. Ground cooling improved significantly, although the 1" gap between the prop and cowling trailing edge is probably costing me some top end speed (according to Klaus). After I install in-cowling exhaust, which will help draw cooling air through the cowling, I'll try trimming the TE back another inch or two.

Stefano Ferretti in Italy used a 912 turbo in his VariEze. He wrote an article for the Jan. 2022 issue of Canard Aviation magazine (canardowners.com).

Wasn't the VW engine only used in the prototype VariEze which was smaller than the redesigned, plans-built version? Anyway, the VariEze plans do not mention the VW engine AFAIK. Section IIA covers the Continental A65, A75, C85, C90, and O-200, and section IIB covers the Lycoming O-235. In my mind the O-200 and O-235 are by far the best choices.

It's on their website but that doesn't necessarily mean it's available.

If you can't fix your electric nose gear then the Long-EZ style manual crank nose gear may be a low budget replacement option. Someone may have one to sell after installing an electric nose lift system. You could build one from the Long-EZ plans but I don't think the worm drive components are still available. The VariEze plans show a pushrod system that isn't recommended.

I reshaped and extended my cowling and have approx. 1" clearance between prop and cowling trailing edge. No problems with resonances or any other negative effects. I was hoping it would help cooling while taxiing and that is indeed much better although I can't say how much of the improvement is due to the reduced prop clearance vs. the new baffle seals. Pavel, take a look at my cowling some time 😉 KLVK #355

I bought a project with all the major structures and a little of the contouring complete. IIRC I had a few construction pictures from the original builder. I did the systems work, installed an engine, made some airframe mods (removed camber from winglets, installed NACA engine inlet, gear leg fairings), finished the contouring, and painted it. The FSDO inspector had no qualms whatsoever in issuing an airworthiness certificate for the airplane and repairman's certificate for me. Sample size of 1, but I believe that in general they don't police the 50% rule very stringently unless there are indications that someone is trying to cheat. If you buy the project take pictures of its current state before you start working on it and more as you progress in the build. And keep a log (doesn't have to be daily) of your work.

I've just given Bugstrider access to my copies of the plans. It's the same Google Drive folder I believe is shared with you too Marc.

Are those plans pictures from Section II A? My Section II A is Second Edition and doesn't include anything about a pump. Looking at the pages you included it appears that Rutan originally used a header tank near the carb? Second Edition Section II A includes a fuselage header tank (just behind the passenger's head) but no tank on the engine side of the firewall.

Agree with all points. I'd also recommend an engine monitor with fuel flow/totalizer capability. I use the monitor as my main fuel management resource and a mirror to periodically double-check fuel levels in the Atkinson sight gauges.

Where do the plans refer to adding a fuel pump? My understanding is that you absolutely should NOT add a fuel pump. With the main strake tanks teed together a pump can cause an interruption in fuel supply if a fuel cap doesn't seal. This danger was reported in the COBA (formally CSA) newsletter IIRC. As I've said, my VariEze's fuel system is per-plans except for the addition of a flow sensor between the selector valve and the gascolator/filter. I'm not aware of any deficiency in the VariEze's per plans fuel system except the polyurethane fuel hose recommendation. As discussed previously that should be replaced with something more durable such as high quality automotive rubber fuel hose.

Turns out I didn't look closely enough at the flight track; I thought it ended away from the airport but it actually he went down while apparently trying to land on Columbia's runway 17. It doesn't look like he flew a conventional landing pattern, then did a go-around. Pure conjecture on my part: loss of engine power after the go-around followed by an attempt to glide to the runway and impact into some fairly rough terrain.

ADS-B track log: https://flightaware.com/live/flight/N10EZ/history/20220905/1605Z/O22/O22/tracklog Some very high ground speeds (198 knots) toward the end of the flight. However, it took around 15 minutes to descend from 15k' to 2.3k' (ground elevation) which suggests it wasn't major structural failure (e.g. wing attach fitting). Also, there was a climb beginning at 9:41 AM after the long descent (approx. 6 minutes before last ADS-B position) where the groundspeed went down to 106 MPH. Then another high speed descent (219 MPH) followed by a low ground speed descent into the ground (assuming the ADS-B data is reasonably complete). Loss of engine power? Deep stall? Pilot incapacitation? I have no clue.

More info: The fuel system is diagrammed in the VariEze plans Section IIA on page 11. My fuel system is exactly as pictured on that page except I added a fuel flow sensor in between the fuel selector output and the gascolator. Also, the Andair gascolator includes a very good filter. And as Marc said, replace the plastic polyurethane tubing that's specified in the plans with good quality automotive rubber fuel hose. Regular hose clamps work but I prefer the ones designed for high pressure fuel injection systems because they stay round when tightened. The fuel selector/value is 3-way: off, both strake tanks, or fuselage header tank. The original Weatherhead valve proved to require a lot of maintenance; the RC Allen valve is much more reliable and worth the money. BTW the plans do not include a fuel pump; it's a gravity fed system. In fact there is a danger in using a fuel pump with the wing strake tanks being teed together in case a fuel cap doesn't seal. Make sure the fuel tank venting system is per plans and not clogged; it provides some positive pressure.